Articles by Neil Dowling

Holden chairman and managing director Mark Reuss is pushing the company into alternative fuels, using technology available from the General Motors' divisions. He says dedicated LPG products — the company has dual-fuel Commodore models — would use the latest fuel-injection technology to offer private and fleet buyers lower running costs. Ethanol-fuelled models running on E85 — 85per cent ethanol and 15 per cent petrol — would be offered on some models and diesels on others. Hybrids will follow, including Commodore and a smaller model. Holden next month will release a diesel version of its Epica small car to coincide with its Colorado light-commercial vehicle range that supersedes the Rodeo brand. It will be joined later by other Korean-sourced models including an updated Barina and Viva. Other diesels would be considered but the recent price rise of this fuel has placed doubt on the extent of the coverage. Also presenting problems is finding a suitable diesel engine for the Commodore. The move to alternative fuels and technology, together with a stream of vehicles from Korea, will put Holden back in market leadership “within a couple of years”, Reuss predicts. “In the not too distant future, you can expect to see Holden offering vehicles powered by dedicated LPG, ethanol and diesel and more fuel-efficient petrol engines and hybrids.” Reuss says Holden is looking at a range of options “rather than betting on one technology winner”. He says Holden was drawing on expertise from GM's global divisions. This move into unconventional technology is seen as boosting Holden's export potential. Australia's car industry is second only to minerals in export earnings and Holden is the biggest car exporter.  

Baby boomers, rejoice! Part of your childhood — motoring holidays to beachside campsites in summer and being driven to footy training with your mates on Saturday mornings — has returned.This time, however, you'll be the driver and not the kid on the back seat.Holden is luring buyers back to the humble station wagon with an enticing offering.Its stunning Sportwagon vigorously shakes off the bland, boxy look of old — even that of last year's Holden wagon, in fact — replacing it with a sexy European-styled family-leisure machine that mixes easily with Audi, Volvo and BMW rivals.Based on the VE Commodore, the Sportwagon is 129mm shorter than last year's VZ Commodore wagon length and sits on a 24mm shorter wheelbase. Yet it has a generous cargo area that, while down on the VZ, is claimed to rival the Toyota Land Cruiser for length.There are seven models in the Sportwagon line up and all share model names, drivetrains, interior design and features with the sedan.All get rear park sensors as standard, on top of electronic stability control, six airbags, alloy wheels and airconditioning.Additional features over the sedan include a two-position cargo blind, four load floor hooks, an extra four hooks, two retractable shopping bag hooks, a storage bin, a 12v power outlet and a low-mounted light for the load area.The unusual forward-hinge tailgate gives easier loading than the traditional upright door and needs less of an arc to open, meaning access is available in confined spaces.Despite the extra sheet metal and expanded feature list, the Sportwagon will cost only $1000 more than the sedan when it hits showrooms later this month.Prices start at $37,490 for the Omega with a four-speed automatic gearbox and 180kW V6 engine that is rated at 11.1 litres/100km.The V8 with six-speed auto claims 13.8 l/100km, more frugal than its six-speed auto at 14.4 l/100km.Pricing (see sidebar) is very keen. The Berlina is $5600 cheaper than last year's model despite a big jump in specifications and a much prettier look. The base model Omega, destined for fleets, is $440 cheaper.The spare wheel is a temporary unit with buyers asked for an additional $250 to get a full-size spare.Holden believes the wagon will greatly boost sales, though won't talk volume because it regards this car as an “unknown” quantity.Holden marketing director Philip Brook said: “We're moving in unchartered territory.”“Fleets are very excited about the Sportwagon,” he said.“We want to maintain fleets (90 per cent of the VZ wagon went to fleets) but add private buyers. We expect a lot of first-time wagon buyers, many trading from SUVs and sedans, and predominantly women owners because of the car's family-friendly versatility and its style.”The Sportwagon added $110 million to the investment made in the VE Commodore sedan, though is bundled within the VE's $1 billion budget.It also added 513,500km to the testing and created about 75 body parts that differ from the sedan.The rear suspension gets increased spring rates to compensate for the wagon's extra weight — up 91kg on the VZ — and cargo duties. Both standard and sport suspension set-ups are available.

You could easily ignore the latest update to Bentley's slick four-door saloon as just a mid-life update. Behind the Flying Spur's polishing exercise, however, is a deeper and more pressing issue.While Bentley's affluent clients can weather the financial effects of rising fuel price rises and increasingly strict emissions legislation, the company may have difficulty with the third; the economic slowdown of major world markets.To ensure it remains both buoyant and stablein this restless ocean, the very English (though German-owned) marque is targeting new markets such as Russia, China and Korea.And there are also new rivals on the horizon.Bentley's project and engineering boss for the Continental range, Paul Jones, says competition, specifically from the upcoming Porsche Panamera, Aston Martin Rapide and the as-yet unnamed mid-size Rolls-Royce, will entice customers. Hence the new Continental Flying Spur mid-life model.“We have now broadened the car's appeal with two models, the 560 and the Speed, so customers can choose one for luxury and comfort or one with extra performance,” Jones says.Like its two-door sister, the Continental GT, the made-over Flying Spur gets a high performance option that stretches the six-litre 12-cylinder power to 449kW (600hp as measured elsewhere) from the 560's 412kW.Torque is more impressive, up to 750Nm at 1750-5750rpm from 650Nm, and is the reason this Speed model can move its fat 2475kg body to 100km/h from rest in a smart 4.8 seconds.The Flying Spur four-door saloon starts its global sales roll-out this month and arrives in Australia in November, priced from about $370,500 including the 33 per cent luxury car tax. The Speed is likely to cost $400,200.Outwardly the saloon is much like the previous model that went on sale in 2005.There are changes such as a bigger and more upright grille, wider choices in paint and upholstery, expanded features including individual electric adjustment for the rear seats and improvements to noise dampening, including innovative five-ply window glass.The suspension has been retuned, wheels are standard 19-inch with 20-inch optional on the 560 and standard on the Speed, and the Speed gets significant engine mods for greater durability.Bentley isn't expecting the new Flying Spur to increase the carmaker's sales.It predicts 2008 will see a similar number, about 10,000 units, of Bentleys as in 2007 which reflects the damage of the silent financial downturn in world economic markets.It expects to sell about 3500 Flying Spur saloons globally in a 12-month period.For Australia, Bentley regional manager Ed Striebig is expecting about 130 Bentley sales in 2008, of which about 45 will be Flying Spurs.On the road it is obvious this is a big car. Pictures are deceptive, showing something akin to a Commodore, because stylists have used delicate curves and tapers to mask its near-5.3m length. You become aware that it can dwarf other traffic (even on the US highways where this test took place) but the more miles spent behind the wheel, the less daunting the task.Though the traffic can be suffocating, the cabin is so well insulated, the windows appear as television screens.Bentley made a big noise about reducing all the noise of the outside world, saying its five-layer acoustic glass cuts external sound by 60per cent in traffic and 40 per cent at high speed. That's in comparison to the current Flying Spur.That augurs well for the occupants but the driver can feel quite alienated from the real world of motoring.Thankfully there's a W12 engine, two banksof Volkswagen's narrow-block V6s set in tandem, and a rapid-shift Tiptronic six-speeder to liven things up.The saloon is bulky being 2750kg dry plus two occupants and a full 90-litre belly of premium to make 3.1 tonnes. It still, however, blasts off from the traffic lights with consummate ease.The 560 is a quick machine and so you'd expect a whole lot more from the Speed. But it was difficult to pick the performance difference, such is the ability of the Flying Spur to separate the cabin from the outside. But there's no doubt the Speed is a more aggressive ride, showing its presence at only one manoeuvre; back off the accelerator after a fang and the exhaust rumbles.Granted, this deep bass growl is cleverly muted. But it's there and Bentley lets you hear it.While the acceleration is commendable, even better is its mid-range, where overtaking is startlingly brisk. The brakes are simply stunning. Bentley claim these 405mm discs as the biggest on a production car and on the Speed, they're even bigger at 420mm at the front for the optional carbon discs.The ride comfort is as expected and the controls are simple to operate and pretty to behold. The organ-stop ventilation controls are stunning in their efficiency and ease of use. 

But when your target market is scattered from wheat fields to forests, mining camps to beaches, it's smart to get it out there first.Nissan took barely any time in sending a cab-chassis version of its Patrol out to its working market when it replaced its engine with the latest common-rail diesel technology.The more efficient engine — in terms of economy and clean exhaust — meets the latest tailpipe emission rules.The 3-litre turbo-diesel engine — basically the same as the old unit except with the new intake system — is also claimed to be more responsive and quieter.It also allowed Nissan to increase the towing capacity of the cab-chassis to 3200kg from 2500kg.While that's all a bonus, the cleaner engine comes with virtually no power or torque improvement.It's still 118kW and 380Nm of torque, delivered at the same engine speed.That's a bit disappointing given many rivals have made decent power and torque increases by adopting a common-rail — basically a single high-pressure intake manifold — system to their engines.The Patrol cab-chassis on test was the ST version fitted with a Nissan factory alloy tray.This is one up from the base model and, for a vehicle that's going to get a really tough life, it's pretty well equipped.Standard is two airbags. I'll just mention here that the Patrol's major rival has no airbags. In fact, there's not even an option of airbags. Think about that before you buy.The Patrol also gets a CD player, airconditioning and electric windows but not mirrors. ON THE ROADThere's not a lot of room in the cab with its two buckets seats.It is possible to squeeze thin items behind the seats but I'm talking pizza boxes here.A pleasant surprise is the supple ride — even when unladen — and the quiet diesel manners when cruising.The five-speed manual gearbox is a bit of a clunker that would feel more at home in an old Kenworth, but works well with the diesel. The gearchange contrasts with a light clutch action.Acceleration is brisk, as is overtaking when you keep in the 2000-3000rpm band.Most off-road driving can be done with the engine ticking over at just above idle.The transfer case is manual and has a stubborn shift to engage 4WD High and 4WD Low. The Patrol runs normally in 2WD.Manual freewheeling hubs are a trick for new players and, in my case, old players with a fading memory.I finally figured out that the soft sand course was becoming non-negotiable because I hadn't twisted the front hubs to the lock position. D'oh!This thing is tough and feels unburstable. Part of that comes from the live axle front suspension which, while archaic, is rugged.It rides on the road with more confidence than the model of a couple of years ago, but is down on the list compared with some 4WDs with independent front ends.Regardless, this is a good thing. I think the standard airbags are a huge plus and the CD player just makes those country kilometres just tick by.Prices start at $49,790 for the leaf-spring DX model. Add $390 if you prefer coil springs at the back. The ST here with coil springs costs from $52,890 though the tester added a bull bar, side skirts and tow hook and the alloy tray.specs NISSAN PATROL CAB-CHASSIS ST COILPrice: $52,890Engine: 3-litre, 4-cyl, turbocharger, intercoolerPower: 118kW @ 3200-3400rpmTorque: 380Nm @ 2000-2400rpmFuel: DieselFuel tank: 175 litresEconomy (official): 12.5 litres/100kmEconomy (tested): 13 litres/100kmTowing (max): 3200kg 

The2.2-litre turbo oiler, made byPSA Peugeot, is seen as a “must-have” for Australia.Mitsubishi Australia's Lenore Fletcher says the company wants the diesel versions here as soon as possible.The PSA diesel is the product of a joint development program with Ford. It's also used in the Land Rover Freelander 2 and is related to the two-litre Ford Focus diesel.In the Outlander, the 2.2 will replace a two-litre turbo-diesel from Volkswagen, lifting power from 103kW to 116kW and torque from 320Nm to 380Nm.The relationship between Mitsubishi and PSA — which comprises Peugeot and Citroen — is cosy. The three marques jointly own factories in Europe and share the Outlander's platform and most of its body panels.Citroen calls its Outlander clone the C-Crosser. Peugeot's version is the 4007.The downside is that none ofthem offers the diesel with automatic transmission.Australia will get a six-speed manual for the Outlander. The same transmission will be fitted tothe Lancer sedan, which is also getting a diesel engine.Fletcher says Mitsubishi definitely wants an automatic gearbox for Australia, but can't say when it will arrive.The diesel Outlander follows the announcement in May of a diesel engine for Mitsubishi's two-wheel-drive Triton utility range.This 2.5-litre, common-rail, direct-injection model is aimed at courier drivers, small-business owners and tradespeople seeking fuel economy.Mitsubishi is also pushing for its innovative “i” mini-car to come to Australia, but has been frustrated by some issues with compliance. It is believed the main issue is the structure of the doors.Lenore Fletcher has indicated Mitsubishi Australia will consider marketing the plug-in electric version of the “i” once those issues have been resolved.Three months after killing off the locally made 380 because of poor sales, Mitsubishi is also thinking of selling a big car again.It would be based on the Concept ZT, shown at last year's Tokyo Motor Show, which seems close to production and is believed to be a replacement for the Galant and 380.The ZT was shown with the 2.2-litre turbo diesel intended for the Outlander and Lancer, although mated to the Lancer Evo's twin-clutch automated manual. 

Within three years, production-line workers will build cars with names they can't pronounce.It's nothing new but when the Russians start pumping out Mitsubishis and Peugeots and Citroens, it is another step in the process that sees car makers move out of their backyard and onto foreign soil.The reasons are cheap.Picking a developing country with available employment, low yet aspiring standards of living and government incentives such as free land and tax breaks is the financial equivalent of a Stephanie Rice wall poster.And there's no reason to feel shy about deserting the homeland in search of reduced manufacturing costs even if Porsche boss Wendelin Wiedeking is scathing of the practice — though the Cayenne body is made in Slovakia — and says so in his new (only) book “Don't Follow The Crowd”.Look around.You probably know it because you're on the carsguide.com.au site, but most car owners haven't a clue where their metallic ego in the driveway was born.The Honda Accord and Jazz are from Thailand, the Volkswagen Caddy in Poland, the Suzuki APU (named after the 24-hour shop owner in The Simpsons?) van in Indonesia, the Chrysler Grand Cherokee in Austria — on the same line as the BMW X3, no less — the Volvo XC70 in Belgium and the Volkswagen Golf, Ford Focus hatch and BMW 3-Series four-cylinder models in South Africa.As these countries grow richer on their ability to make cars cheaper for the world, so their prices — of labour and taxes and energy — will rise.Are there any countries left that have even lower costs that car makers can exploit? While you sift through the Atlas (get a current one, some countries and borders have changed in the past decade) let me tell you about one that has it all.And only recently is word out that this could be the next big think in car manufacture.Unlike Russia or Thailand or Slovakia, this country has English as its predominant language.It has an able workforce and rising unemployment.Its needs are many because the country has high consumer goods consumption.Yet the workforce — perhaps through desperation — can be turned to receive a modest wage.There are tax breaks and land going on offer throughout the country, most close to the ocean or rivers for easy transportation of raw materials and finished product.The icing on the cake is that it has existing infrastructure to support car assembly.The country is the USA.Now the focus turns from outward looking to the manufacturing equivalent of navel gazing.Now European countries have seen a weakened USA become ripe for domestic manufacture.The US dollar is so weak that it makes importing European cars too expensive.Far better to look at camping on US soil, in the way a cuckoo camps in another nest to exploit its personal needs.While General Motors seeks manufacturing in China, Volkswagen is looking at the USA.Volkswagen is not alone, European suppliers are also sniffing out what the USA can offer.The tide has unexpectedly changed and perhaps the only hindrance will be a revival in the US economy.Preoccupied with the 'war with no end' in the Middle East, the US is poised to become the world's next big car factory.Who would have thought that possible?

So Rudd has committed $35 million of taxpayers’ funds for Toyota to build a car that Toyota was going to build anyway.

Mitsubishi ceased production of its 380 sedan two months ago, but a special edition version remains under construction and starts its showroom debut this week. The TMR380 is everything Mitsubishi would have wanted to showcase the product. This rapid, comfortable, affordable and well-finished model may have raised enough interest to keep the 380 in production ... maybe. Where Holden has HSV, Toyota has TRD and Ford has FPV, Mitsubishi has TMR. Mitsubishi's division is the conduit to Australia for Ralliart toys, though it is on full tilt to produce a smart, quick, quiet and unobtrusive sports sedan based on the now defunct 380. Only 20 TMR380s, priced at $56,990, will be built. This week, four will be delivered to dealers in Adelaide, Melbourne and Brisbane. Team Mitsubishi Ralliart (TMR) chief Alan Heaphy says three TMR380s are set aside in his warehouse and the remaining 13 will be completed before the end of this month. “We've pre-sold 17,” Heaphy says. “Sixty per cent of the total have been bought by collectors and I guess they'll end up in their sheds. These collectors already have cars like the R-Series and E49 . There's a lot of interest in the TMR380 and it's reassuring that it has already been picked up by collectors.” The TMR380 gets a 230kW and 442Nm version of its plain-jane sister's 3.8-litre V6. The power and torque upgrade come courtesy of Perth-based (and recently a public listed company) Automotive Technology Group. ATG is the umbrella to the research and development. It is the specialist manufacturer of Vee Two motorcycles and equipment and, pertinent to the TMR380, Sprintex superchargers. The TMR380 uses Sprintex's latest Series-IV supercharger. There have been changes to the suspension with Koni dampers, re-rated springs and a lower ride height. The brakes are enormous: Harrop-designed 370mm front and 340mm rear rotors with six-pot calipers at the front and four at the back. These rotors squeeze within the 19x8 inch ROH alloys, ringed by 225/40ZR19 Advan Sport tyres. The TMR380 is distinctive by its colour, all 20 are red, and the addition of a different upper and lower grille, rear spoiler, side skirts and badging. Inside there's retrimmed seats with the TMR logo. Now don't think this article is a dead loss because Mitsubishi no longer makes the 380. If you miss out on the few that will make it to selected Mitsubishi showrooms, TMR and/or ATG can supply all the supercharger equipment to replicate the TMR380's performance. Used 380 prices could make an aftermarket upgrade quite a bargain. One dealer has advertised 2007 380s at $25,990, less a $6000 trade-in, leaving $19,990. And a 2005 model is going for $15,990. Heaphy says the TMR won't take blokes out of HSVs but will appeal to those wanting a sports sedan that accelerates, stops and goes around corners as good as its rivals. “We've tried to combine the high quality and reliability of the 380 with a racier character,” he says. “It still seats five people. It has a big boot, it even has a full-size spare wheel that's the same as the road wheels.” TMR says the $56,990 price tag is based on the TRD Aurion, before Aurion's price was reduced. Heaphy says after the 20 TMR380s are built, he will look at providing after-market performance cars for the 380. They will include the superchargers and suspension kits. On the road the TMR380 is as sophisticated as its rivals, so it's a shame this model will never see full-scale production. Even before exercising its potential, the test car (the first TMR380 built) is far more refined than the show car of a few years ago. Back then, the car was raw, noisy and inaccurate in its steering. I put it down to being a pre-production car; Heaphy put it down to having to build that prototype in seven weeks. “It was a US-spec Galant,” Heaphy says. “We had to change the car into a 380 and then modify it into the show car. It was a difficult job.” This time the supercharger is barely audible and the car runs hard and precise through the bends. The power, pushed up 55kW and 99Nm at the same revs from the stock engine, is linear and never upsets the car's dynamics. The Sprintex supercharger pumps at a modest 0.45bar (6.5psi) boost without needing an intercooler. It performs with surprising quietness so few will pick this as a performance sedan. The transmission remains the stock five-speed auto with sequential change. Though the steering is unchanged, the re-rated suspension relays better road feel. The suspension is compliant enough so the TMR380 endures bumps without passing on any harshness to the occupants. In effect, the TMR380 is like a slightly rawer version of the TRD Aurion. And it's rarer as well.   Snapshot Mitsubishi TMR380 Price: $56,990 Engine: 3.8L/V6 230kW/442Nm Transmission: 5-speed auto  

There is much interest about the car dubbed Australia's fastest production vehicle. HSV managing director Scott Grant has 1500 expressions of interest and yet has production plans of only 200 of the hand-built special sedans. Prices are now being crunched but Grant sees it falling in the $150,000 to $170,000 slot, a bit higher than the $125,000-plus hint dropped by HSV at the model's Melbourne Motor Show debut. But the price could be even higher. What won't change is the 200 production run though Grant won't rule out a second-tier model line using the same drivetrain. Only six W427 — for Walkinshaw and the imperial-measure cubic-inch capacity of the engine — cars will be made each week. “We can only manage six a week,” Grant said. “We're saying 200 today. But when we fix the price, we'll also confirm production numbers. “We'll stick at 200. But we could produce variations on that theme.” The W427 celebrates the 20 years of HSV that started in 1988 using the VL Commodore donor. Only 421 sales were made in 1988 compared with 5222 in 2007. Grant is aiming at 80 builds of the GTS-based W427 this calendar year and the remaining 120 in 2009. The 427cublic inch (7-litre engine) produces 370kW at 6500rpm and 640Nm at 5000rpm to be the most powerful HSV road-going model. The engine is based on the US-made LS7 though fine-tuned by HSV with cold-air induction, ceramic-coated 4-into-1 extractors and active twin-mode rear mufflers. Inserting the 7-litre V8 has proved to be a shoehorning exercise made awkward because of the engine's dry-sump design that requires a separate oil canister under the bonnet. The battery has been relocated to the boot to make some room. The W427 gets a new face to distinguish it from other HSV sedans, a carbon-fibre rear lip spoiler, 20-inch “cookie cutter” wheels, uprated springs that are 30 per cent stiffer than HSV's GTS and new adjustable MRC suspension settings. It sits 20mm lower than the GTS. It also uses six-piston brake calipers.

The spectacular 308-based coupe, the RC-Z — shown as a concept car at last year's Frankfurt Motor Show — was dismissed as a pure show car.But Peugeot last week confirmed it will go on sale in 2010 and is expected to be priced in the high $50,000s to substantially undercut its main rival, the Audi TT.The cheapest TT is $68,990.The introduction of the 308 RC-Z is part of a plan outlined by Peugeot director — and the fifth generation of the car-making family — Christian Peugeot. “We won't make boring cars,” he says.Of interest is that Peugeot has steered away from fitting the RC-Z — which uses the 308 hatch platform — with a big engine.But it does get Peugeot's most powerful four-cylinder yet — a highly tuned 160kW derivative of the existing 110kW and 128kW turbocharged 1.6-litre engines.These 1.6-litre engines, shared with the Mini Cooper, are standard fare in some 207 and 308 models.Peugeot says the company fleetingly considered a V6 petrol or V6 turbo-diesel engine but stayed with the 308-based drivetrain.“A smaller petrol engine with turbocharging gives performance plus low carbon-dioxide emissions,” Peugeot says. “That's our marketing goal and we've maintained that with the RC-Z. Downsizing is clearly a technical revolution.”Peugeot hasn't discounted a turbo-diesel engine for the RC-Z. It is certainly possible, given Audi's recent announcement that a diesel would be optional in its TT.There are a lot of similarities between the Audi TT and the RC-Z — a 2+2 seating arrangement, sloping rear deck profile, front-wheel-drive and even four-cylinder turbo engine — though Christian Peugeot says his coupe would be less expensive.“We aim to have an acceptable price,” he says.“The concept car will now be put away for a month while we decide on the finer details of the production car.”One feature that may not remain is the “double bubble” roof line. This scalloped glass roof is regarded as being too expensive for production and is likely to be replaced with a curved glass pane.“The RC-Z will not be a high-volume car,” Peugeot says.“It's not 200,000 a year, more like 30,000 to 40,000 a year.“The final car will be presented at Frankfurt in 2009.”Peugeot says a convertible version is “very unlikely” because the company already markets two folding metal roof convertibles, the 207CC and 307CC.It will also miss out on receiving Peugeot's hybrid powertrain, which is expected to be ready at the end of 2010.