Articles by Neil Dowling

It hasn't even hit Australian showrooms but Nissan already has squeezed more power out of Godzilla. However one of the hottest features of the GT-R — the launch control function — will be missing when the car lands here in AprilThe GT-R, slated for an April release with a $148,800 starting price, has been coaxed up 4kW to 357kW thanks to some engine electronic management tweaks.Torque stays at 588Nm and there's also no change in the 0-100km/h sprint time of 3.6 seconds.The car's launch control feature is being removed after irate owners in North America complained after their cars' transmissions blew up after using launch control.Some have been left with a $US20,000 ($30,800) repair bill for wrecked transmissions.As a result Nissan North America has decided to remove it altogether.The device is designed to help the driver achieve the best acceleration out of the car from a standing, drag-race-style start.German manufacturers like BMW, Porsche 911, also use a launch control function.US enthusiasts have discovered that disabling the GT-R's vehicle dynamics control system too often to use launch control voids the warranty on the car's transmission.The warranty does not cover driveline damage resulting from "operating the vehicle with the VFC off, except when rocking the vehicle when stuck in snow or mud".The fuel tank now also gains an extra three litres to make 76 litres of premium unleaded and the rear suspension springs have been softened slightly.European GT-Rs get the same specification tyres as Australia — Dunlop SP Sport 600 run flats — as standard, fitted to 20-inch RAYS alloys.Nissan claims the Dunlops were original specification rubbers for the GT-R and intimates they were used during its contentious Nurburgring lap run of 7m29s. Australian-spec cars can be optioned in Premium guise with Bridgestone REO70R tyres.Nissan has kept its liquid metal hero paint colour but has picked a lighter shade pearl-white colour, now called Storm White. It replaces a darker shade pearl white.The global changes started in Europe and come along with a $2500 price rise. Nissan Australia has not confirmed that the extra cost applies here.Priced from $148,800, the GT-R is poised to become an instant classic.The car will be sold and serviced through 11 dedicated Nissan `high performance centres’ in each capital city. More than 130 orders have already been taken for the car. 

Station wagons are for wet labradors, muddy mountain bikes, prams and potted plants.If you don't own any of these, you have no reason to drive a station wagon and should at all costs bypass these at the showroom.Or so I thought. Yes, I have memories of holidays as a child in a station wagon.But they were days when the car was a cubby house — place to be filled with movement and toys and open windows and no seatbelts.We never whinged "Are we there yet?" because there was so much to do in the expanse of the station wagon.Our children know of no such joys. Today the ankle-biters are locked into position and would go completely troppo — and take their parents with them — save for the blessings of rear DVD players and iPods.Audi looks after its rear occupants with the option of such attention-grabbing aids but the kids aren't reading this so I'm going to list what's in it for you.PackageThe Audi A4 as already been lauded as a beaut sedan. This Avant (read, wagon) just adds flexibility though can also become quite unwagon-like thanks to a stylish upgrade.The S-Line package adds exterior features that are subtle enough to escape the garishness of some manufacturers' examples, yet strong enough to enhance an already neat wagon.Colour is important. The white A4 Avant is stunning in its simplicity and gets a lift with polished 18-inch alloy five-spoke wheels.S-Line packages also trim 20mm from the standard A4's height and sits the car on sports suspension. And here is one of the car's few hiccups.The ride is a tad too firm for a vehicle ostensibly meant for leisure-seeking families rather than race-bred couples.That's not helped by the leather upholstery stretched over hard foam. Great for distance driving but it takes a bit to get used to in the suburbs.Yet, if you revert to the standard 16-inch wheels to retrieve Japanese levels of comfort, the wagon ends up looking like Mum's taxi.DrivetrainInto the mix we add Audi's perennial 2-litre turbo-diesel and a CVT automatic transmission.This transmission also has seven preset ratios so, thanks to one of the items in the S-Line pack, you can drive it like a clutchless manual.The engine is a real trouper that pulls hard and clean from virtually any revs, has a real kick when asked to overtake slower traffic and delivers fuel economy that'll make your wallet obsolete. Well, not quite.It's a package that, because the world turns faster than we can anticipate, was even more attractive about six months ago.Subsequently, the world oil price has halved and this made a dramatic 30c a litre drop — any discrepancy here? — in the bowser price of petrol. Unfortunately, the impact on diesel prices was even less miniscular.That makes buying a diesel — especially where the engine price is a premium — suit only the bearded eco-aware folk in the mountains and motorists who annually travel long distances.You must today weigh up if a diesel makes economical sense to you. Otherwise, the Audi A4 Avant petrol ($59,641 in equivalent S-Line format) may make more sense.SafetyThe A4 Avant scores very highly on safety but the most impressive feature of the car is its quality. Few, if any, manufacturers consistently make such near-perfect machines that are so visually impressive.DrivingThis wagon is dead simple to drive — though I was baulked by the fingernail-breaking push-pull design of the starter — and is compact enough to slip quickly into a crowded parking bay.It seats four adults with cargo impressively increased thanks to the near-flat folding rear seats. The spare wheel is a space saver and there's no excuse.As fitted out for this test, the Avant is a wagon that rises out of the family-car image to be stylish and versatile.And if you really, really must, it will take muddied dogs, bikes and pot plants. And prams. SnapshotPrice: $57,837 (S-Line as tested $66,205)Engine: 2-litre, 4-cyl, turbocharger, intercoolerPower: 105kW @ 4200rpmTorque: 320Nm @ 1750-2500rpmTransmission: CVT with 7-preset ratios, sequential; front-drive0-100km/h: 9.7 secondsEconomy (official): 6.0 litres/100kmEconomy (tested): 6.8 litres/100kmGreenhouse: 159g/km (Corolla: 175g/km) 

The quickest way around a race track is simply mathematics.Going faster and beating all your mates is directly proportional to a diminishing fear factor and a rising-rate expense program divided by the money in your bank account.To go faster, a rough rule is $10,000 a second per lap. That is, spend an extra $10,000 on your race car and you will be one-second quicker per lap faster.Theoretically, you'd spend $30,000 for a three-second rocket around the circuit but sadly, the formula is disproportionate. You may only gain 1.25-seconds, for example.So the question is: Do you pay an extra $29,200 over the Mitsubishi Lancer Ralliart SST for the Evolution X MR and gain a one-second 0-100km/h sprint time?Or do you enjoy the Ralliart and use the "spare" money to buy (a) BHP Billiton shares, (b) a whopping plasma screen and surround sound system, or (c) the Kawasaki Ultra 250X jet ski.Money may not be the only reason to consider forgoing the one-second advantage.The Ralliart comes with practically all the looks of the Evo X and even has similar mechanicals. Even the aluminium bonnet is identical.It has the same basic engine though is dumbed down to 177kW from the Evo's 217kW. It has 343Nm of torque — compared with the Evo's 366Nm — and is delivered at lower revs.The gearbox — Mitsubishi's new and quite delightful dual-clutch six-speeder — is also shared though the Evo allows three driving modes to sharpen the ride.Ride comfort is better in the Ralliart — though the MR isn't bad and certainly up on its predecessor — which extends its audience to include children and the wife.Combined with all-wheel drive, it makes a sedan that can live comfortably in the city and country with a dynamic performance and safety personality when required.Drive it as an automatic and the 2-litre engine shows some weakness at low revs.This lag is more pronounced than the Evo — though even this car has some hesitation — mainly because of it misses out on the Evo's twin-scroll turbocharger that works better across the rev range.The Ralliart's engine will, however, quickly smarten up by 2500rpm and be on song at 4000rpm right up to near 7000rpm.At which point your smile will only be eroded by realisation that the car is consuming premium unleaded petrol at a rate that would shame beer-drinking end-of-semester uni students.Treat the Ralliart nicely, though, and 11.4 litres/100km is entirely acceptable in city and suburbs, plus a short time in the country.The gearbox is pin sharp on changes and will step up with higher revs before it upchanges when in Sport mode. The paddle shifters, by the way, are perfectly placed and have a default to full-auto when held.Handling is first rate. As mentioned, it's not Evo X class but it's also not far short of the mark. The bottom line is you won't have a chance to test this car to its fullest on public roads anyway.Mitsubishi aims this car at the driver who enjoys a fang and likes a car that shouts "performance".The practicalities are shared with the base Lancer. That's a great start because the Lancer is a delightful small car with a great shape, very good cabin and boot space, and a pretty interior.More goodies, such as the six-disc CD player, are added to the feature list but the healthy basics of most Lancers — a five-star crash rating, electronic stability control and seven airbags — remain.Options include the Rockford Fosgate sound system ($750), that audio with sunroof ($2350) and those two with a multi-communication pack with sat-nav for $4750.Comfort rates highly for those in the sports-tailored front seats, less so for the rear where firm foam and short thigh length makes adults wish for shorter journeys.No complaints, however, about leg and headroom though I'll put my two-cents worth in about that space-saver spare.But this is a very appealing package. It serves to uphold the Evo image while saving its buyers near-on $30,000. The only cost is one second.

Every day we expect to hit the freeway and be nudged, have drivers cut in front, confront outside lane hogs, late brakers, tail gaters and the general lost souls who don't know where they are and only belatedly know where they want to go.It's a war zone and for city commuters, it happens twice a day with the same enemy in the same armory on the same roads.In this turmoil, behind the wheel of a 2009-spec Aston Martin V8 Vantage, you'd at least expect a bit of respect.In fact, things get worse as the enemy takes on new tactics of eyeballing to the point of distraction and — even worse — failing to note the low-slung car and without indication, deciding to do an impromptu lane change.Basically, an Aston on the freeway sends the already pack of errant drivers into a series of uncontrollable muscle spasms resembling what a waft of Mortein does to a kitchen-cruising blowfly.Agog with desire, a few drifted into the lane the Aston and I occupied. One tried to ram the car he was following. A few more spotted the black Vantage in freeway traffic and committed a few regulatory insults by cutting and shoving to reach it.But an Aston Martin driver should be beyond this.Not for them the cut and thrust of city traffic but more the open pastures of the less frequented country roads.You will now expect me to gush obscenely about living with a V8 Vantage for three nights. A sleepover that, normally, you'd be very happy to tell your mates about.It is not just a beautiful car. It is a stunning car. If it was a woman you would retreat and cringe unworthily into a darkened corner. Well, I would.It is so drop-dead gorgeous that from a styling perspective it is impossible to update. And if Aston did, in the future, redesign its coupe, the great unwashed would forever mutter: "Yes, but what about the 2008 model?"Well, Aston has done it. It has changed the V8 Vantage.All new for 2009 is the coupe you see here. Note the detail of the change and then write 2000 words about it.Good luck. For though the V8 goes to 4.7 litres from 4.3 litres, the alloy wheel design is altered to become more spidery and the centre console gets a lidded storage bin and a very welcome relocation of switchgear, nothing has changed.This is still the prettiest thing on four wheels.Driving it is also pretty much the same, with just a hint of disappointment.Though up 30kW in power to 313kW and an extra 60Nm to 470Nm in torque, there's no impressive impact in performance.Sure, the extra torque is noticeable off the mark where — if your clutch work is neat and the gears slot in correctly — it will press you deeper into the thick leather seat.It'll run the 100km/h sprint a mere 0.1 seconds faster compared with its smaller-engined predecessor.That's a surprise because despite an extra 15kg of weight on the old model, the new engine runs harder and longer with a brutal attack on the occupants' senses at 4000rpm.Measured in increments at higher speeds — specifically in the 100-150km/h range which is the "pounce" speeds for overtaking on European roads — there would be a greater difference.The 4000rpm reference point is where the exhaust system's baffles are bypassed and, basically, all hell breaks loose.Putting that in perspective, if the shape of the Vantage makes you dribble, the sound of the V8 charging towards its 7500rpm redline with the exhaust baffles open makes your hair curl. And if it's already curled, it'll curl it tighter.It's quick but could be quicker. I don't dispute the 4.9-second sprint time but it doesn't do it easily. The clutch pedal is firm and the plate has a fine line between free and engaged.The gearshift, in sympathy with the clutch, is also heavy and notchy and won't forgive a delicate hand. I'll add that the test car had only 3300km on the clock so things could improve.On its third-to-fourth plane the action is neat and fast. Here, on a winding country road, it's where the Vantage feels far more comfortable than the plodding stop-start of the city.Rural air unmasks a different, more vibrant Aston Martin. You'd have to question why a city-based commuter would want a manual transmission Aston.The steering, now lightened at speed with air beneath its grille, is direct and conveys all the coarseness of country bitumen roads.The brakes reveal their need to be hot and punished before exercising all their power.And the handling becomes firmer and sharper and every corners begs a quicker entrance and faster exit.In honing the V8 Vantage, the now privatised Aston Martin company has made a few updates to the cabin.There is now a centre console with a lid and cables for an iPod and a USB stick.There is a tiered arrangment on the vertical console section that neatly and ergonomically divides functions into audio, ventilation and a central monitor with a simple yet effective menu selector.Some switches have remotes on the steering wheel. Symbols of previous Aston Martin owner, Ford, remain.The master switch for the cruise control, for example, is hidden behind a steering wheel spoke in a fashion recreated in the latest Falcon.The V8 Vantage gets no rear seats — go to the DB9 for that pleasure — and while its shorter wheelbase gives more acute handling dynamics, there's not a lot of cargo room.There is no spare wheel — and one wouldn't fit anyway — so instead there's an aerosol kit.Look closely and it's clear that this Aston would change a cynics mind about British-built cars.The boot lid, for example, rise on satin-finished gas struts with ornate steel hinges finished in black crinkle paint.The rain gully around the boot opening is both curved and sharply angled yet the metalwork is seamless and without the blemishes of spot welds, rivets or bolt heads.Just by touch you can gauge the weight of the leather used for the upholstery. Just by vision you can see perfect cut lines that separate each body panel. And just by listening you accept a body that is taut and free of creaks and rattles.Someone has taken great care in assembling this car.In profile the car is beautifully proportioned but its purity makes rear three-quarter vision suffer.Visibility to the front and rear when parking could be simple guess work — like, guess who's paying for the damage — but for 2009 park sensors are standard front and rear.But it all comes back to what it looks like. Simply, this is a car you could buy without test driving. ASTON MARTIN V8 VANTAGE COUPEPrice: from $258,737Engine: 4.7-litre, V8, quad-cam, 32-valvesPower: 313kW @ 7300rpmTorque: 470Nm @ 5000rpmTransmission: 6-speed manual, rear-mounted, carbon-fibre prop shaft; rear-drive, LSD0-100km/h: 4.9 secondsTop speed: 290km/hEconomy (official): 13.9 litres/100kmEconomy (tested): 16.3 litres/100km 

Doesn't getting old put a dampener on things?If someone had told me - as a nerdy highschool kid with shoulder-length hair and acne - that in 40 years time I'd be championing small hatchback cars with diesel engines, I'd fairly faint.Back in the days of Woodstock, it was Porsche's new 911 and the Lamborghini Muira and the delicate beauty of the Ferrari 365 that made my head spin.Now those dreams are impractical and unaffordable, as are most teenager whims including that girl called Alice.The third millennium is a very different world and different lenses are needed to see things in perspective.Unfortunately, you have to abandon wild notions and embrace convention.But if you think owning an automatic hatchback Korean car with a diesel engine and sub-$24,000 price tag is going to be boring, then I have some pleasant news.The Hyundai i30 turbo-diesel auto just may be the best car on the market. Yes, in practical and fiscal terms, better than my once beloved Muira dreamcar.Despite the price, the i30 is very well screwed together - incidentally, better than the Muira. Even if there's a hiccup, Hyundai has a five-year warranty.The 1.6-litre turbo-diesel looks like a slug on paper yet even attached to a rather pedestrian four-speed, non-sequential auto it is brisk and loves cruising.And if you want to go cruising in the country it has a full-size spare wheel to keep you going.It suits a small family with its five doors, a generous boot and a goodly range of standard features.They include an airconditioner duct in the glovebox to keep the chocolates firm. Vital stuff.The base model also has connections for your iPod and any USB stick as well - features for which some European car companies charge outrageous premiums.This is in addition to the CD player and the four speakers.Audio controls aren't on the steering wheel in the entry-level SX model tested, though are in the SLX version that costs an extra $4500.The SLX also gets alloy wheels, six speakers, trip computer and fog lights - which are all very nice but miss the point.This is simple, fuss-free, inexpensive, environmentally-better-than-most, space efficient and fun motoring.There's very little fluffy bits and the i30 simply doesn't need them.One of the surprises - and clearly there are a few with this car - is the quietness of the diesel.It will be a tad rattly on idle for passers-by but for occupants, there's only a hum.At any speed above walking it's practically inaudible.Even when you press it hard - actually a pointless exercise as the engine runs to about 4000rpm and then gasps - it is composed.The auto box is as simple as the engine with four forward cogs and no manual-change mode. Which is just as well because, as pointed out, this is no racer.It's a comfortable performer in traffic and will get away with most other cars.Forget green-light drags - if you've bought one of these you're past it anyway.In conventional hatchback design the i30 has a split-fold rear seat to boost cargo space.Or it will seat two adults in the back and, if of average dimensions, they won't complain about the room.They will also be happy about the ride comfort that is compliant and well insulated from sound - especially from underbody noise.What is so overwhelming about this car is clearly not its Ferrari-chasing performance but its sheer ability to be pragmatic motoring.No bells, no whistles, a fantastic fuel economy and a whopping five-year warranty. Don't wait to get old to experience it!

If you don't like getting your hands dirty and think utes rank alongside drays as acceptable transport, turn the page now.  For the men still with me, this is a story about an enthusiastic workhorse that won't win the Miss Ute 2008 award yet is both durable and efficient.There's nothing precious about the Mazda BT-50. You could get away with the dual-purpose utility version at weekend social engagements but with the flatbed tested here is strictly business.Up front is a Mazda 3-litre turbo-diesel and at the back is a wood-floored steel tray above cart springs with a five-speed manual box and 4WD system in between.  The engine is one of the better workhorse turbo-diesels around. The power is linear, the torque comes in strong right down near the bottom of the tacho's dial and the fuel economy is reasonable.To be fair, pretty much all ute turbo-diesels are similar. Mazda get an elephant stamp because the four-cylinder unit is relatively quiet.  It'll get about 11.5 litres/100km in the suburbs and a bit of off-roading which is line-ball with its rivals.There's nothing really sophisticated about the BT-50 package and that's one of its strengths.  The suspension is a simple torsion bar and double wishbones up front with leaf springs and a live axle at the back.It's a compromise system - the front is better on road and the back is better off the road - but works well. Surprisingly, the ride is relatively supple and few occupants will complain about harshness.  That is, unless, you are one of the potentially two passengers in the back.The Freestyle is an extended cab model. There's plenty of room behind the front seats for hand luggage, toolkits, eskies and other gear that requires security.  On one occasion, the four foam pads - two bolted to the floor, the other two beneath the rear window - supported my daughter for a short trip.  I believe it wasn't her most comfortable trip and I've gauged that because she hasn't spoken to me since.That simple acknowledgment by Mazda that humans can fit into the rear is extended into the rest of the cabin where austerity rules and its colour is pale grey.  Not that the dashboard and its controls are difficult to master. There's nothing here to test any driver's mental skill but there will be some who'll find working the wheel quite strenuous.As a 4WD, the steering system is the strong yet vague recirculating ball type.  Lock to lock feels about a zillion turns of the wheel. This is exhausting if you're in close confines but, on the bright side, more economical than an expensive gym membership.In the dirt it's as unstoppable as most. The manual change for the two-speed transfer case is a bit archaic compared to some rivals with electric change, but at least it has less chance of breaking.  It can be awkward in tight spots because of the countless steering wheel turns and the poor turning circle.The front suspension's limited wheel travel can make it claw in the air for traction and the only saving grace here is the flexibility of the rear axle and its limited-slip differential.  I was surprised the ground clearance is a rather low 207mm because it didn't ground when crossing some pretty rough tracks.The payload of more than one-tonne enables the BT-50 to be versatile for numerous projects.  Particularly, it endears itself more for those wanting custom canopies - such as electricians, plumbers and other high-income professions - for security and high-weight cargo ability.The Mazda tray fitted to the test vehicle was a well-thought out design that cleverly added a lockable toolbox and potable water tank plus handwash liquid beneath the tray. Try and get that with your poncy Maloo! This is a good unit that obviously suits tradies who need a go-anywhere workhorse. Buy the ute version for broader leisure pursuits and please, keep the rear seats for cargo.MAZDA BT-50 SX FREESTYLE 4WDPrice: $37,020Engine: 3-litre, 4-cyl, turbocharger, intercoolerPower: 115kW @ 3200rpmTorque: 380Nm @ 1800rpm Fuel:Diesel Economy (official): 9.2 litres/100kmEconomy (tested): 11.2 litres/100kmGreenhouse: 243g/km (Corolla: 175g/km)Transmission: 5-speed manual; 2-speed transfer; part-time 4WD 

Nothing has improved except possibly the value of the long-lost Rugby. He can't believe it was 31 years ago he first stated writing about cars and that his dumbfounded neighbour - "you say they PAY you to drive cars?" - was stunned with the Subaru Brumby in his driveway. It was a state-of-the-art cross-over vehicle of 1977 that still produces requests to Subaru today.He studied and reported on finance and business and the reason he gave up that side of journalism, can be summarised in one word: Porsche.

Though it had ruled out a diesel — once saying: "a Porsche that doesn't rev beyond 5000rpm isn't a Porsche" — the change of mind was spurred by new European tax incepntives for diesel vehicles.It was further swayed by its majority shareholding in one of the world's biggest diesel-engine makers, Volkswagen.From next year the Cayenne will be offered with an Audi-derived 3.0-litre V6 turbo-diesel with 176kW and 550Nm of torque. It is fitted only to a six-speed Tiptronic transmission.Porsche claims 9.3 litres/100km and 244g/km of CO2 emissions.It is the second Audi engine to be fitted to the Cayenne after last year's launch of the 3-litre petrol V6 and now brings to four the SUV's engine options.Porsche will also make the Cayenne with a hybrid powertrain from 2010.In a statement, Porsche revved up the diesel by stating: "The spontaneous throttle response and high torque characteristics of this diesel engine deliver the required performance levels for an athletic all-terrain vehicle such as the Cayenne." 

The GT4 was launched in Dubai this week by company head David Richards. The car replaces the Vantage N24 and though Aston isn't yet talking performance, its 4.7-litre V8 is claimed to be tuned for torque. Aston Martin Lagonda sales manager for Australia, Marcel Fabris, said though there were no firm orders at this stage for the GT4, he said there was interest on the back of the upcoming GT4 Australian championships. "The vehicle will only be built in left-hand drive guise so will not be road registrable in Australia," he said. "Pricing will start at GBP96,645.00 (about $215,000) plus local duties, taxes and freight. "The good news is that the vehicle won't be subject to the luxury car tax as it is purely a race car." The Vantage GT4 has been under development for six months and has been tested extensively at the Dubai Autodrome. The car is an evolution of the N24 with the larger-capacity engine — up to 4.7 from 4.3 litres — with the accent on it being more responsive and with increased torque over a wider rev range. It gets a free-flow exhaust system and air filters. The standard V8 dry-sump lubrication system is retained but the suspension has been retuned and included modified front uprights to give increase negative camber. It also has bigger front brake discs with revised cooling. The Vantage GT4 is available either with a manual or sportshift transmission. It is built to FIA GT4 regulations and is eligible to compete in events including the Australian Endurance Championship, FIA GT4 European Cup, British GT4 Championship and the American SCCA Championship. If you're keen, order now for a delivery in January.  

It's been nearly 30 years but the name Bolwell is poised to be driving into Australian car-making history yet again. Picking up the name of its 1970s coupe, the Bolwell Nagari started production last month and director Owen Bolwell — son of founder Campbell — won't exceed 25 units a year. "That's the maximum number a small-volume manufacturer can build and sell before we're required to start crash testing," he said. The first person who will own the latest Nagari — which is priced from $198,000 — is an un-named West Australian involved in the mining industry. He put his deposit down — car unseen — at Bolwell's reveal at last year's Melbourne Motor Show. The Nagari follows the principles of Campbell's 1970s model with a lightweight body and a high-performance engine. But where the predecessor had a fibreglass body over a steel backbone chassis and a front engine driving the rear wheels, the latest gets a carbon-fibre passenger `tub’ with alloy sub-frames and a rear-mounted, transverse V6 supplied by Toyota. The base Nagari gets a tweaked 220kW 3.5-litre V6 from the Toyota Aurion but there is the option of one with a Sprintex supercharger. It is available as a six-speed sequential automatic with steering wheel-mounted paddle shifters though a six-speed manual will be optional. Performance potential is shown by the Nagari's light 920kg weight. Owen Bolwell didn't release acceleration data though indicated that the supercharger would be "for those who don't mind losing their licence". "We aimed to create a very high-performance sports car that could double as a spacious, comfortable and well-equipped car that could be driven each day," Owen said. Underpinnings include double-wishbone suspension with fully-adjustable springs and dampers, power steering with tilt/telescopic adjustment and ventilated ABS brakes. Features are leather sports seats, airconditioning and cruise control with including a Polaris GPS stereo unit with sat-nav and rear camera. The Bolwell Car Company, a division of industrial fibreglass firm Bolwell Corporation of which Owen and brother Vaughn are directors, will start delivery of the Nagari early next year.