Articles by Neil Dowling

Despite a tidal wave of SUVs swamping family buyers, Peugeot says the latest 308 wagon -to be called Touring when it arrives in Australia in August will re-define the market. It has proven to be a success even before it goes on sale. So far Australians have pre-ordered almost the entire 308 Touring annual quota of 1150 units.The wagon comes with a seven-seat option, tackling the bigger and more fuel-sapping SUVs with temporary room for two children.There's also a full-length glass roof as standard and flexible concepts such as the three individual centre-row seats, which are removable and can even be repositioned as two seats. The 308 Touring's rear window is bigger and curved and flips up independently to the tailgate.The wagon comes in small-bore diesel and petrol, turbocharged petrol and big-bore diesel, with transmission variants from four-speed and six-speed autos to the new, slick, six-speed manual. All this and a forecast $30,590 opening price for the automatic petrol XS version is intended to build on the tremendous success of the 308's predecessor, the 307. Peugeot Australia spokesman Mathew McAuley says the Touring is expected to account for 40 per cent of 308 sales.A lion's share of the Touring sales will be diesel, though this won't be as high as the 75 per cent take-up witnessed in the 307. He expects 65 per cent of Touring buyers to take up the $1200 seven-seat option as an after-sales accessory.Also on the option list is leather upholstery, including heated front seats, for $2900.Pricing for the Touring starts at $30,590 and rises through the seven models to $38,390 for the two-litre XSE turbo-diesel automatic.The wagon is $1600 more expensive than the hatch versions. But the new 308 Touring gets more features, including the panoramic glass roof that is normally a $1000 option.Clearly, it is based on the 308 hatch and yet it has a long list of unique features.The wheelbase is 100mm longer and the length is out by 224mm, so it has improved legroom in the centre and rear.The centre seat is on rollers for a 90mm fore/aft adjustment that expands the third row's legroom. Peugeot correctly terms the third row as occasional and while an adult can squeeze in here, it's purely for smaller people.The boot gets a roll-out cover blind, luggage net, carry hooks and a removable and rechargeable torch that doubles as the cargo light. A full-size spare wheel is located beneath the chassis. Now that the family is seated, Peugeot went for enhancing the wagon's ownership and started with economy.The European-spec tyres are Michelin's new Energy Saver rubbers _ not yet specificed for Australia _ that claim a 13 per cent fuel saving on the previous 307 wagon. The new Touring is sleeker and its slippery aerodynamics will further trim fuel consumption while cruising.Thankfully, the 308 Touring doesn't share the 207 Touring's awkward rear end. A long wheelbase, compliant suspension and the promise of a perky turbo-petrol engine make on paper at least the 308 Touring an appealing all-purpose machine.That promise transfers neatly into the tangible, though the degree is dependent on the engine chosen. Australia will get four engines missing out on a gaspy 1.4-litre and the hot 128kW version starting with a pleasant 1.6-litre normally aspirated petrol.Few should complain about this little motor that works a tight balance for economy and performance. Less can be said of the 1.6-litre turbo-diesel. This economy-minded engine comes only as a manual transmission version and needs serious rowing. Then there's the 1.6-litre turbocharged petrol with 110kW that combines frugal thirst and decent performance.When pushed on the Sardinian test route, it was quite thirsty even in manual form.Australia will get this engine only with an automatic gearbox and only in the top-line XSE trim, priced at $35,190. There's little to complain about in ride comfort and general handling, though the wagon becomes quite nose-heavy through fast, tight corners and will activate the standard ESC.The standard glass roof with an electrically-operated fully-lined cover gives the unusual feeling of travelling in an aquarium. The triple-layer UV-protected glass may just be a bit too sun-friendly for some parts of Australia.But full marks to Peugeot for the quick and easy ability to remove the centre-row seats, though they are heavy and will be awkward for mum to remove.Still, it's an impressive machine and will certainly sway potential SUV buyers who don't really need an all-wheel-drive and big fuel bills. 

But before you press the panic button, there are many simple ways to save cash. Take your car. You may not have to rush out and buy the cheapest, smallest and most fuel-frugal car just yet.Instead, you may be able to find a big car that drinks like a small car.The choices are hybrid (basically, a small petrol engine with an electric motor for assistance); diesel (expensive fuel, but goes a long way); petrol (no need to expand on this one); and LPG (it's a gas, but it is also rising in price).Hybrid: A Toyota Prius costs $37,400, about $12,000 more than a similarly sized and equipped Toyota Corolla. But the Prius gets 4.4litres per 100km and expels only 106g of CO2 for each kilometre, while the Corolla gets 7.4 litres per 100km and emits 175g/km CO2. If you drive the Prius 15,000km a year, it will take 18 years to make up its extra price over the Corolla. But you'll feel greener.Diesel: A diesel automatic Ford Mondeo is almost as big as a Ford Falcon. Yet, the $37,990 Mondeo gets 7.3 litres per 100km compared with the $39,990 Falcon G6 automatic's 10.5 litres per 100km. But diesel is about $1.70 a litre and petrol is $1.50 a litre, so at 15,000km a year, the Mondeo will still save you $700 each year, and about half the number of refuelling stops.Thinking green? The Mondeo emits 197g/km CO2 and the Falcon is 252g/km CO2.LPG: Though most motorists don't equate LPG to petrol, unfortunately it suffers the same erratic price movements. It is now in sympathy with petrol and is about 67c a litre. The Federal Government will start taxing LPG from 2011. Though cheaper, LPG is less efficient than petrol and uses upto 30 per cent more to travel the same distance. LPG conversions get a government rebate, which makes changing over a plausible economy move for long-distance cars. Ford makes dedicated (that is, not dual-fuel) LPG Falcon models that start at $37,890. Canny motorists can buy previous model LPG Falcons at fleet auctions, though you'll be bidding against some serious taxi owners.An LPG Falcon gets 15.5 litres per 100km compared with a petrol Falcon's 10.5 litres per 100km. The LPG Falcon costs $1400 more, so it takes 20 months for pay-back and then the LPG car promises lower future running costs. Emissions are 233g/km CO2 for the LPG and 252g/km for the petrol Falcon. Note that government rebates are not available for factory-fit LPG vehicles.Petrol: Basically, if you're not financially blessed to buy a new car, lower your running costs by using the car less. Don't go out and sell the big family car to buy a small-engined car before doing the sums.A 10-year-old V8 Holden, for example, is a gas-guzzler at about 16 litres per 100km. It's probably worth $10,000 as a trade-in. Buying a smaller Holden Astra, for example, to save fuel will mean you have a newer and safer car for $16,000. At $1.50 a litre, you could have bought 10,670 litres to fuel the V8 for `free' for 67,000km.  

All eight cylinders are firing hard at Holden Special Vehicles and the punch will only get strong with the arrival of V-Series cars with an LS3 V8 under the bonnet.

That's despite sitting slap-bang in the middle of the nation's knife-edge economy, diminishing disposable income, plummeting large car sales and soaring petrol prices.Last year it sold 5222 cars, up 42 per cent on the previous year — and a long way north of the 421 sales it made 20 years ago, in its first year of trading.HSV managing director Scott Grant says his company was bucking the big-car sales spiral.“Our customer order book is very strong,” he said. “There's a two-and-a-half month waiting list for some of our models.“WA, for example, is extremely strong because of trades and mining booms. We could sell another 100 Maloos a month in WA.“We can sustain a volume of 4000 to4500 units a year for the next three to five years. That's a great position to be in.”The average age of an HSV buyer is 38. But within that figure is specific groupings. Grange owners average in the low 40s and Astra (yes, there's still the VXR) buyers are in the low 30s.HSV's buyer profile is changing from buyers who primarily desired the big-bore engines to more professional customers getting out of European sports sedans: “About 20 per cent of our sales are `conquests' to buyers trading in Audis and BMWs.”Grant makes HSV's position a clear distinction from Holden.“We are a stand-alone unit. We are for customers who want a premium product and that's not discounting Holden, it's just to show that we have very different customers. The VE is an outstanding platform.”And to appease its customers, there's a new model with a numerically bigger boot badge.HSV last week launched a significant running change to its range, slotting in the Chevrolet Corvette's hot 317kW 6.2-litre LS3 V8 to justify the distinctive “317” boot badges.The engine goes into the E-Series models — ClubSport R8, GTS, Senator Signature and Maloo R8 — and the stretched WM Grange. Technically, the LS3 gets a bigger 103.25mm bore — yet retains the outgoing engine's 92mm stroke — for 317kW at 6000rpm and 550Nm of torque at 4600rpm.Valve lift is higher, exhaust ports are wider, and intake valves jump to 55mm diameter from the LS2's 50.8mm. There are new cylinder heads and, probably more significant, a stronger engine block that puts more meat around the bores.Gearboxes have also been revised, with the six-speed Cadillac auto getting partial lock-up in the top three cogs and a quicker sequential change.Play with the auto box and you'll discover neat features, such as subtle engine run-on when down-changing to keep it on the boil when cornering.The auto gets a standard oil cooler that improves fuel economy by allowing the box to change up at lower revs.HSV engineering manager Joel Stoddart says the LS3 changes up at lower revs than the LS2. “That improves economy and comfort when driving gently,” he says. “Overall the new engine offers better driveability thanks to improved torque and power.”The MRC adjustable suspension remains on selected models without change, though there is a ride and visual enhancement in the form of new 20-inch Pentagon alloy wheels.These are standard with the performance pack on the Maloo R8 and GTS, and a $2500 option on the rest of the fleet.HSV adds new colours to the 2008 palette, including Sting (red), which teases buyers into making a statement and the more restrained Karma (grey).Buyers wanting to turn their car up to “loud” can go red paint with 20-inch Pentagon alloys and red-painted brake calipers.“These buyers want to show off their car,” says HSV sales and marketing manager Darren Bowler.“To them, it's the number on the boot; a case of “mine is bigger than yours'. That's part of the reason why there's a bigger number each model.“The VS was 195kW; now we have 317kW. Buyers want badges.”However, not all get them. Grange and Senator owners will smugly make do with having all the numbers but no flagrant display. Even the brake calipers are silver.At the top of the tacho, around 6500rpm, the latest LS3 engine sounds like a muted V8 Supercar. The exhaust note is a guttural roar yet it's delivered with a clean and fuss-free spin, like the engine has found its sweet spot.HSV doesn't make a song and dance about the new sound on the street. But it makes delightful background music to what's happening under the right foot.Where the LS2 could sometimes bog down at low speeds, the LS3 is confident. It's an easier engine to drive and that's helped by a smoother clutch action and slightly better shift changes on the six-speed manual. I say slightly because it still needs a firm hand, and demands you follow every angle of the shift pattern's bends.But the package feels immensely strong. You can be an absolute bastard to the box and the engine and it'll just cop it without complaint.The auto loses no points in acceleration — the same 100km/h sprint time of 4.96 seconds as the manual — but gains heaps in driver ease. The sequential change is crisp and quick and the availability of six cogs puts any four-speed light years behind.Tickle the accelerator and there's that 550Nm of torque raising its head. It makes driving the manual an easier experience but its immediacy is more pronounced with the automatic transmission. Steering is firm yet nicely weighted — more appreciated at cruising speeds — and is razor-sharp for fast corners and impromptu lane changes.The MPC adjustable suspension — standard on the GTS, Senator and Grange — is a two-stage affair giving a firm, sporty ride for fast corners and track work, and a surprisingly compliant and quiet ride for suburbia.It makes a substantial difference to the turn-in for the big cars and doesn't hurt the kidneys unless the bitumen is especially irregular.Seat comfort and cabin room are first class, naturally borrowing from its VE Commodore donor.It makes the most of the grunt but, surprisingly, keeps its rear wheels incontact with the bitumen — most ofthe time — because of its weighty rear fibreglass deck cover and sticky big wheels.The Maloo even feels perkier than the sedans, though that's more attributable to the mileage on the odo.

It comes only as an automatic and loses nothing because of it.It looks distinctive, yet not overblown.It is tastefully executed and the five bold colours in the palette suit the nature of this vehicle.Side-steps are standard and needed to make a graceful entry or exit.Once inside, the seats are as comfortable as any Toyota, though the same can be said of the ambience.It's a Toyota, and a TRD logo and some red stitching fails to reflect the $9500 premium on the SR5 model.But then the right foot kicks it in.The Eaton supercharger cranks in immediately, so from idle this thing starts whistling and whining and moving.Acceleration feels more leisurely than the 7.2-second sprint time, mainly because the engine will run only past 5000 revs before telling the auto box to up-shift.Despite the extra 50kg — it's now 1850kg plus occupants, fuel and anything in the tray — it tracks positively through the corners.There is, however, some initial lag at turn-in.Once you get used to that, the vehicle can be flung into bends with a flat stance that belies the Hilux's high centre of gravity.Off the road, the TRD has all the four-wheel-drive competency of the regular HiLux.The suppleness of the suspension hasn't been destroyed by TRD engineers, so it's as comfortable as a standard model over rocks. But, like the standard model with automatic transmission, there's precious little engine braking on downhill slopes.Thankfully, the TRD has bigger discs and calipers up front, yet oddly retains drums at the rear.Ground clearance is only a bit down on the standard model.TRD lowered the body height but fitted bigger-diameter tyres, so this one's as good in the dirt as the SR5. 

Normally I'd wax lyrical about how this car will affect your senses, the aural music created by the quad exhaust pipes and the gravity forces affecting the driver's body through high-speed bends.Then there's the sumptuous leather cabin, the richness of the timber trim and the clarity of instruments, not to mention the new, full figure sexy body.But not this time.Because for the few times that I've previous driven a Maserati, this was the first time that nothing went wrong. And that is so remarkable that it almost rates above the driving experience. It didn't squeak or rattle. Nothing fell off. The doors opened with ease and the radio was audible. Yes, you'd expect that for near-on $300,000. But in previous models, you didn't get the Q-word.Quality, it seems, was a bit thin on the ground in the 1980s and 1990s.I remember a Maserati of the early 1980s that seemingly was assembled from a distance.So bad was the fit and finish it was highly likely that workers stood at some distance from the creeping production line and threw bits at it in the hope that some would stick.Another Maserati rattled so much the radio was useless, and another started losing weight mid-journey by jettisoning parts. Window winder, lower dashboard trim and something unidentifiable that dropped from under the dash were three that broke free on my small trip.Driving the latest GranTurismo could have been a journey back. But to my surprise, it wasn't. This new car — the latest Maserati and the one that could prise well-heeled enthusiasts out of their Ferraris, Lamborghinis and Astons — is simply beautiful to drive.Gone is that dreadfully clunky semi-automatic gearbox that marked the brand as painfully sporty.Now there's a silky-smooth ZF six-cog box. It even has shifters on the steering wheel if you simply must change gears yourself. The build finish is superb and only matched by the quality — there's that word in a Maserati article for the first time — of the materials.The dashboard is attractive and as easy to use as a Camry. Everything is laid out so neatly it not only defies historic Maserati trends, it is at odds with the Made-In-Italy badge.And it seats four adults. No kidding! A two-door coupe that fits two adults in the back. It was so novel that I tried it and even my 177cm frame was comfortable.The boot is accommodating enough to fit a golf bag, primarily because there's no spare tyre. There's an aerosol kit, so lots of luck.The simple fact is that the standard 20-inch wheels don't fit in the boot.Now that we've established that this one is going to stay together, let's take it for a punt.This is a big car. It's based on Maserati's four-door Quattroporte saloon with a margin snipped out of the wheelbase.So in the flesh it's a bulky car that sits quite high for a coupe and stretches far enough to need park sensors.It's also heavy and crests the 2-tonne mark with two occupants and fuel. Remember, this is primarily a GT and not a track racer.Countering all this is the Ferrari-sourced 4.2-litre V8 engine that despite its meaty power, is quite uninspiring.Sure, the exhaust pipes will bark and howl and the engine will make a muted mechanical gargle, but the auto gearbox softens the blow.In the old model the semi-auto would sound like a rabid dog gnashing its teeth centimetres from your face, so it felt fast. But the fact is it is fast. Maserati claims that the 100km/h sprint arrives in 5.2 seconds, which is Ferrari territory. The ride is surprisingly compliant and the cabin remains quiet. It's a very relaxed ride.The seats are supportive, the steering wheel falls easily to hand and the gauges simple and communicative. There's a premium audio system and a sat-nav system that doesn't need an electronic engineering degree to operate.The car's bulk will be invisible to drivers who stay on gazetted roads, though on closed roads the kilos are noticed.It can point and shoot corners with ease, though the brake pedal needs increasing pressure to slow it down. The steering is perfect for touring though in close quarters needs a few extra turns to make a tight corner.But I'm penny-pinching. This is a beautiful car and the surprise is that it's a Maserati.At last — a Maserati that looks as good as it's built.    SnapshotMaserati GranTurismoPrice: $292,800Engine: 4.2-litre, V8, quad-camPower: 295kW @ 7100rpmTorque: 460Nm @ 4750rpmAcceleration: 0-100km/h in 5.2 secondsFuel: premium, 86-litre tankEconomy: 14.3 litres/100km (claimed), 16.9 litres/100km (tested)CO2 emissions: 335g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential, paddle-shifters; rear-driveBrakes: 4-wheel 330mm vented, cross-drilled discs; ESC, ABS, EBD, traction control, brake assistTurning circle: 10.7mSuspension: double wishbone, coilsWheels: 20-inch alloyTyres: 245/35R20 (front); 285/35R20 (rear); no spareDimensions (MM): 4881 (l), 1847 (w), 1353 (h), 2942 (wheelbase)Weight: 1880kgWarranty: 3 year/unlimited km, roadside assistFor: Performance, comfort, driving easeAgainst: Visibility, no spare tyre 

No one in its Gothenburg centre in Sweden will talk about future product, although there is an underlying trend to shrink technology.Volvo's strategic design chief Jose Diaz de la Vega thinks a small car — smaller than the current C30 hatchback — would fit neatly into the company's mould.But he warns it could be a long way off — not because of design and engineering progress, but simply because of the Scandinavian caution about change.“We take a long time, we enter vehicle segments later than many car companies,” he said.“Volvo is a cultural brand. There is a movement towards smaller, more efficient motor cars and away from bigger SUVs. So I hope we can look at a smaller car. Like the Fiesta.”Volvo's holistic approach to the car has encompassed safety and environmental concerns for decades.Prepared to put its money where its mouth is, Volvo has committed $1.8 billion between 2006 and 2011 for research and development linked to environmental issues.The biggest step in this framework becomes tangible within five years with the launch of Volvo's first hybrid. No details are being released, although the hybrid unit is being developed in Sweden at Volvo's specialist Hybrid Centre using technology shared with its parent company, Ford.The hybrid — expected to be seen first in the XC60 body — aims to reduce Volvo's CO2 emission footprint and will join its other low-emission models for sale in Europe.It is part of Volvo's commitment to reduce emissions and to meet the stringent 120g/km of CO2 level being legislated for 2011 by the European Union. The CO2 level is an average across a carmaker's range and affects all manufacturers.Volvo said it was looking across the hybrid spectrum, including the simple 'micro-hybrid' technology, which is a starter motor/generator combination that works as a stop-go system. This turns off the petrol engine when the car is stationary — such as in heavy traffic or at lights — and automatically restarts when the accelerator pedal is depressed. Stop-go reduces fuel and C02 emissions by up to 10 per cent.Volvo will also expand its alternative fuel range, predominantly for the markets in Sweden, France and Brazil.There are three Flexifuel engines that run on varying percentages of ethanol and are available in five models — C30, S40, V50, V70 and S80. The engines range from a 1.8-litre four-cylinder to a 2.5-litre turbocharged version. Extra-low CO2 emission models under development include the C30 Efficiency with a C02 level of less than the proposed EU figure of 120g/km. This car will go on sale next year in Europe.Volvo is also close to delivering a twin-clutch automated gearbox that will offer greater engine economy.This transmission is similar to the Volkswagen DSG system. Would you be interested in a smaller Volvo car?  

How ironic is this. Jaguar, that most traditional of British luxury cars created in the post-war strength of the empire, will soon be owned by a company from the colonies.As the Indian conglomerate Tata prepares to buy Jaguar and Land Rover in a $2.2 billion package deal, the car company that is a division of Ford unveils a stunning sedan that could just produce lifesaving riches.Late last year Ford put Jaguar and Land Rover up for sale to divest itself of what it saw as weaker assets. Perhaps it didn't know about the XF.This is Jaguar's latest mid-sized sedan and replaces the retro-styled S-Type. It is itself moulded on the two-door XK rangeJaguar, for the moment ignoring what may happen in India, sees the XF as more than a rival for BMW, Mercedes-Benz, Audi and whoever else wants a slice of the luxury car segment.Coming into Australia in June and very competitively priced from $105,500, the XF has already attracted 200 Aussie pre-sales orders. More than 50 per cent are non-Jaguar owners.The saloon, based extensively on the XK sports, will be offered in four versions in Australia, starting with the bi-turbo V6 turbo-diesel and 3-litre V6 petrol Luxury models, both priced at $105,500.Then there is a 4.2-litre V8 Premium Luxury model at $130,500 and at the top, the 4.2-litre supercharged SV8 version at $166,700. Jaguar dealers have said they are surprised at the value in the prices considering the feature list.Efforts have also been made to ensure buyers are protected as much as possible by poor resale value that has been linked to quality control issues.The car is designed by a young team and emphasis has been placed on quality, said project director Mick Mohan.There is also a move to introduce a younger audience. Overall, Jaguar owners in Australia average 59 years of age. BMW, by comparison, is at 44 years.The XF is the second in Jaguar chief designer Ian Callum's reinvention of the marque after the XK. The latest Jag shares some components including engine, transmission and some suspension pieces, with the XK even having a similar set of tail lights to Callum's other drawing, the Aston Martin DB7.It's a very pretty car with modern styling and lines that belie its size.“We are done with retro,” said Mr Callum of the car that replaces the S-Type.Jaguar has created a big car that feels small. Externally, it appears on par with the now defunct S-Type though the cabin feels as roomy as the larger XJ saloon with a right cabin laden with quality rim and a bit of design flourish.The driving position feels sporty, primarily because of the high centre console that makes a distinction in separating the front occupants.The sporty nature of the XF is further enforced by bold instrument graphics, aluminium flash through the dashboard, the wide-rimmed leather-bound steering wheel and phosphor-blue mood lighting. Jaguar XF program director Mick Mohan said; “It's like sitting in a sports car and that's the way a Jaguar should feel.”"There's a lot of wood in fact, more than any Jaguar in the past 40 years together with the finest leather."There are accoutrements like the push-button starter which illuminates and pulses like a heartbeat before being pressed into action. Touch this starter and the ventilation vents rotate from their closed position. Jaguar said this empties stale air from the vents before fresh air is introduced into the cabin.Very few fittings are options, so even the two cheapest models, the V6 petrol and turbo-diesel at $105,500, have competitive feature lists.All models get sophisticated audio systems; the entry-level has 140-watts and eight speakers with sat nav, TV, iPod and iPhone interfaces, Bluetooth and so on.In many cases, the XF will outdo most European rivals.Much effort has been placed on widening the car to move occupants apart and this has been effected without damaging shoulder room for the driver.There's seating for four adults though five is plausible.The XF gets Jaguar's biggest boot and, surprisingly for this class of car, split and folding rear seats for luggage versatility.A space-saver spare tyre is standard though some markets will be offered a repair kit, basically aerosol goo, to increase boot space.Ignore the remote keyless entry, the press-button starter and the subsequent pop-up central gear selector and the most impressive feature of Jaguar's alluring XF sedan is the exhaust note.Each of the engines — 3-litre V6 petrol, a supercharged and normally-aspirated 4.2-litre V8 and the sole bi-turbo 2.7-litre V6 turbo-diesel — makes its mark on the surrounding countryside from a deep burble to a barely-restrained high-rev roar.Of course, all the noise is accompanied by brisk engine performance that combines neatly with pleasant road manners.Jaguar provided three models for its international launch in Provence and Monaco — the 3-litre V6 was absent with the turbo-diesel the first drive car.It comes with the same PSA-derived engine also picked up in different tunes by the Peugeot 407 and Land Rover Discovery.There is added refinement to virtually negate idle clatter.At speed, any speed, it's as quiet as a sophisticated petrol engine. It's also incredibly flexible and has a locomotive mid-range power delivery that brings a smile to any face.That smile gets wider when after 300km through France's high-speed autoroutes and narrow mountain zig-zags, the trip computer relays a fuel consumption figure of only 8.4 litres/100km.That gives a range of almost 830km which, more than concerns about fuel prices, makes diesel-engined saloons so appealing to buyers in a hurry.Like its petrol-fuelled counterparts, the diesel drives the rear wheels through a six-speed ZF automatic with sequential mode and steering-wheel paddle shifters.The supercharged V8, like the diesel and the normally-aspirated V8, is a carry-over engine that has only mild tweaks.Clearly, Jaguar has released the XF with the focus on street presence knowing that it already has a desirable armoury of power plants.Obviously, with 306kW and a massive 560Nm of torque, the supercharged version is a raucous machine.Jaguar aims it at the top-end, performance seeker and has come to the party with a saloon that will run the 100km/h sprint in a claimed 5.4 seconds.In fact, it feels more like a sub-5 second car and that sits with Jaguar's conservative attitude.This engine comes with a gearbox with more switchable features, such as turning off the electronic stability control (ESC) and a dynamic mode for full manual shifting and more sensitive throttle feel.While the exhaust noise is audible, it is muted enough not to impinge on the luxury theme.Impressive also on all models is the flat-cornering stance and delightfully-weighted steering that balances the ability to relay road feel with sufficient lightness to ease parking effort.The XF gets high marks for comfort and ergonomics, though visibility is poor especially to the rear through its stylish window.

Like dropping a perfectly square peg into a square hole with Ikea ease, the XC60 perfectly fits the growing trend for luxury cross-over vehicles.Revealed last week at the Geneva Motor Show and due for an Australian debut early next year, the XC60 is a shrunken version of Volvo's most popular model, the XC90.Built on architecture that has similarities with but is not, Volvo implores, identical to the Ford Focus, the latest product from the Swede is purely a five-seater but has all the cabin flexibility for which the compact SUV segment is known.Although not new as a concept, the wagon takes giant strides in safety areas.It will come here with a unique laser sensor system to prevent low-speed crashes. It's a warning system that noisily intrudes on any lack of driver alertness by detecting when the car is drifting out of its lane.There is collision avoidance that monitors the distance to the car ahead; an 'active' cruise control takes over braking. There is all-wheel drive, six air bags, rollover protection, an advanced ESC and traction control system, hill descent control, trailer stability assist, WHIPS, SIPS and much more.I haven't driven the car yet — few have, in fact — because it doesn't go into production until August for European and American buyers.Volvo unveiled it officially in Geneva and followed that up with an in-depth look at what makes the XC60 tick.The company put a lot of time into the safety message, which will bring much comfort to buyers, particularly those with families. In fact, it is selling this car as “the safest Volvo ever.”It's a car for the family that has all the high-end luxury features in a nimble, attractive package. However, although it appears to hit the spot, it won't be alone soon in its segment.It will be up against coming compact luxury SUVs, including the Volkswagen Tiguan, Audi Q5, new BMW X3, Mercedes-Benz GLK and even a baby Lexus. Already the market has the Mazda CX-7, Toyota Kluger, Ford Territory, Nissan Murano and others, so there's plenty of choice.Volvo president Fredrik Arp says the XC60 is an example of how his company is injecting more emotional appeal into the cars.“It is an ideal partner for a single person in the city or for crossing over to an active family life with an appetite for cross-country fun and adventures,” he says.“We like to describe the XC60 as a perfect choice for the C30 (Volvo's smallest three-door model) owner who has grown out of the car and is looking for a larger one with the same attitude.”The safety message may be the overriding impression from the car but there's a lot more that appears to make it a sprightly and enjoyable drive.It is 20mm shorter than its sister, the XC70, and lower than its bigger sister, the XC90.It's quite heavy, having a range from 1825kg to 1990kg, depending on the model and fittings, which is on par with the XC70.There will be three engines, starting at the top with Volvo's 3-litre in-line six-cylinder turbocharged T6 petrol unit that whacks out an impressive 210kW and 400Nm of torque, the latter from a mere 1500rpm.Then there are two five-cylinder turbocharged diesels; the D5 with 136kW and 400Nm and the 2.4-litre 2.4D with 120kW and 340Nm.Europe will get an entry-level model front-wheel drive version with the 120kW diesel and a low CO2 emission level of 170 grams/kilometre. It won't come to Australia.There is no four-cylinder option and none will be offered in the near future; but Volvo says it will launch a hybrid “within five years” which is likely to use a four-cylinder engine and be inserted into an SUV model.All engines are mounted transversely and drive through either a six-speed sequential automatic or a six-speed manual. Drive is to the front wheels with the Haldex all-wheel drive system engaged when a monitor detects any front wheel slip.The XC60 will be offered in Europe with 17, 18 or even optional 19-inch wheels, with a generous 230mm of ground clearance indicating the wagon will have reasonable off-bitumen ability.It seats five officially and is spacious enough to carry four adults with good rear leg and headroom. The rear seat is split and folds flat to give luggage versatility.Volvo predicts sales of more than 50,000 a year worldwide and has stated that China and Russia will be within the top five markets.There is no indication of price or final specifications for the Australian market, although something between $49,000 and $62,000 may not be too far out of the ballpark.  At a glanceVolvo XC60On sale (Australia): March 2009Engines: 3-litre, 6-cyl turbo petrol (T6); 2.4-litre 5-cyl turbo-diesel (D5 and 2.4D)Power: 210kW @ 5600rpm (T6); 136kW @ 4000rpm (D5); 120kW @ 4000 (2.4D)Torque: 400Nm @ 1500-4800rpm (T6); 400Nm @ 2000-2750rpm (D5); 340Nm @ 1750-2750rpm (2.4D); 0-100km/h: 7.5 seconds (T6); 9.9sec (D5); 10.9sec (2.4D)Fuel: Unleaded petrol and dieselFuel tank: 70 litresLength: 4628mmWidth: 1891mmHeight: 1713mmWheelbase: 2774mmTrack: Front 1632mm; rear 1586mmTurning circle: 10.9mGround clearance: 230mmWeight: 1825-1990kgLuggage volume: 492-1452 litres  

My son has a new car. Rather, a car that is new to our driveway. For this Mazda diesel is a veteran of 20 years and 250,000km of automotive lethargy.