Articles by Neil Dowling

Station wagons - as Australians term sedans with a bum - are becoming sexy. The Europeans and the Japanese knew this but we weren't listening.We were too wrapped up in the sugar-coated gloss of all things American, a place at the centre of the universe where only Moms piloted family wagons while Pa was seen in something snappier.Well, for those left a bit jaded by SUVs and still want a bit more room for hauling stuff like garage sale bargains, mud-caked mountain bikes or Fido the Fluffy, there's a growing list of sharp-edged station wagons that won't turn you into Mrs Cunningham.The Volvo V60 here is a stunner - both in looks and how it functions. I didn't want to get out of it and neither did the wife nor the kids. How's that - a wagon that doesn't embarrass children.VALUEAs a Euro-built wagon, you can put it against similar haulers such as the Volkswagen Passat ($40,990), a Skoda Superb ($40,990), BMW 3-Series (320i from $59,300) and Audi A4 Avant for $57,900. It's $54,950 price slots right in here and though the Passat and Skoda clearly appears to be the value winner, accept the fact that the Volvo is quicker, has more features and until the new Passat wagon arrives, is prettier.It has more features for your bucks than the BMW and Audi and entices prospective wagon owners to looks to Japan for even better value - but arguably less panache - at Mazda and Subaru. There's also very good value and quality at Skoda, so competition is keener than you may first believe.DESIGNSleek, wedge-nosed and almost seductive with its chamfered tail, it is a car that - like the C30 coupe - is as far away from what a Volvo used to be as possible. The good thing is that it all works. Perhaps the only downside is the invisible grille - a common problem - which may make the $325 front park sensor option a good deal.TECHNOLOGYBig news is the same 2-litre engine that will, later this year, be an option in the Ford Falcon. The four-cylinder, direct-injection turbo-petrol is rated at 177kW/320Nm and claims 8.3 l/100km and 194g/km CO2, though city/suburb/highway on test wouldn't get better than 10 l/100km.It's a great engine mated to one of the industry's best dual-clutch transmissions - one that doesn't hiccup and lag and pause and die when you hit the loud pedal, as some Volkswagen Group models tend to do. These oily bits bolt to a delightful chassis that loves a fast run through winding roads as much as a leisurely cruise down the highway. The mind-numbing crawl down the freeway is helped only by a decent audio system.Things that matter include the two flip-up child booster seats within the rear seat. There's two heights so children have a view out the windows. Safety gear is excellent but there's still no spare wheel as standard. A space-saver tyre is optional and bolts on top of the cargo floor where it eats into available luggage space.SAFETYHard to go past this one. Standard gear includes a full complement of airbags, a five-star crash rating, clever electronic stability control, big four-wheel disc brakes with ABS and City Safety - the radar-sensor system that automatically brakes the car at low speeds to prevent rolling into the back of another car or into your garage door.DRIVINGThe V60 puts the exhilaration of driving ahead of carrying loads of gear. If you want cargo room, buy Volvo's bigger V70. Even driving down the street, feeling the way the transmission's cogs replace each other so quickly, hints at how responsive the wagon is to a driver's demands.It constantly feels like a dog on a leash and that's a big change for a carmaker often accused of being safety-driven masters of lethargy. But it's not only the way the V60 responds. It feels good from the driver's seat. It has a simple, Ikea-like simplicity but you can see it has lots of features. It is quiet and comfortable and feels rock solid - all inspiring confidence which makes it a car to at least consider for the family. As I said, it's a car I always felt safe and comfortable in and never tired of enjoying how it performs.VERDICT One of the better wagons on the market that is a must-see for families as much as for the person who enjoys to drive. The S60 sedan has the same qualities.VOLVO V60 T5Price: $54,950Warranty: 3 years, 100,000km, roadside assistResale: 65%Service Interval: 15,000km or 12 monthsEconomy: 8.7 l/100km; 205g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 177kW/320Nm 2-litre turbo-petrolTransmission: Six-speed dual-clutch autoBody: 5-door, 5 seatsDimensions: 4628 (L); 1865mm (W); 1484mm (H); 2776mm (WB)Weight: 1653kgTyre size: 235/45R17Spare tyre: None

And it shows India aims to use price-cut techniques to outmanoeuvre China as it heats up its SUV presence in Australia. Major Indian light commercial and SUV maker Mahindra will launch its XUV500 wagon within three months in Australia and expand the models of its newly-acquired subsidiary, Ssangyong. A Mahindra spokesman at this week's Delhi motor show say the XUV500 is the company's first monocoque SUV and its first designed from the outset as a global market vehicle. Priced at about $24,000 and available as a 2WD or AWD, the XUV500 claims it ha more features than its rivals yet costs about half the price. It competes in India with the Toyota Fortuna, Chevrolet Captiva, Hyundai Santa Fe and Mitsubishi Outlander. But it will also take on China's Great Wall X240 petrol and X200 diesel wagons, the Foton and the XV that is expected to go on sale in Australia also in March. The spokesman - who did not want to be named - at the Mahindra stand at the Delhi stand says the AWD model features include sat-nav, touch screen monitor, upmarket audio, six airbags and electronic stability control. It gets a 103kW/330Nm 2.2-litre common-rail turbo-diesel engine - a development of an existing 89kW/270Nm diesel - and six-speed manual transmission.                              The spokesman says an automatic transmission will be available in the future. This transmission is likely to the six-speed unit made by DSI - a company owned by China's Geely - in Albury, NSW. The gearbox is available on the Ssangyong Koranda. The XUV500, which is marketed with a tiger motif that Mahindra claims represents the SUV's "athletic looks and symbolised by the pronounced wheelarches'', is similar in size to Great Wall's SUV.It is 35mm shorter at 4585mm, 15mm lower and 90mm wider and weighs 2450kg in AWD guise.  Mahindra will kickstart the XUV500 with production at about 2000 units a month and expects to grow that figure on export demand. 

Ford boss Alan Mulally won’t say it and he won’t even hint at it - merely putting off the announcement with "We’ll talk about that in the future" - but the writing is on the wall, tucked in between the rhetoric, the hyperbole and the irritatingly repetitive "One Ford" sales pitch. The issue really isn’t about Ford going front-wheel drive. Or losing the Falcon name. Or seeing the end of television battles at Bathurst and commonality at taxi ranks all over the nation. Get used to it - it’s over. No, the real story is about whether Australia plays a manufacturing role in the building of the next large car. Mulally is strong on the “One Ford” principle that he masterminded. He isn’t a "car guy" like most of his contemporary auto industry chiefs. But he is an astute businessman and he knows the importance of cutting costs as much as every engineer knows the benefits of cutting vehicle weight. One of his causes is parts sharing. He reckons - and no-one’s arguing - that 60-70 per cent of a vehicle segment can share the same parts. Taken further, with the C-segment Focus, there are 11 "top hats" - engineer speak for bodies that can range from sedans to hatches, wagons to coupes, convertibles to SUVs, utes to vans. The platform, complete with the drivetrain choice, is the same for the 11 variants. That’s economy of scale. The second of his causes is placing the right car segment at the centre of its market. No more mass global distribution of vehicles from one plant. An example is Ford’s B-segment vehicles - Fiesta, Figo and EcoSport - in India for the Asia-Pacific market. The Indian market alone is massive and is forecast to rise to nine-million units a year by 2020. It’s an ideal place to be when you’re making small cars for its developing and maturing market. Australia, by contrast, is bouncing around one-million vehicle sales a year and will probably be unlikely to hit 1.5 million by 2020. Ford has a modest but important slice of this market but its large car sales performance is poor, falling to around 18,000 Falcon sales in 2011 - it’s lowest figure since Ford began making the car in 1960. Mulally admits that he can’t get every model to be structured on these lines - but he can do about 95 per cent. The odd ones out will include Mustang, which is a specific niche-market vehicle with specific drivetrain demands and a rear-drive platform. Just like Falcon. Or is it? Mulally says motorists in the US, like other countries including Australia, are downsizing. That’s seen in the large car market in most global markets going into reverse over the past decade, and more so in the past five years. "In the old days we would say the market was 25 per cent small car, 25 per cent mid-size cars and 50 per cent large cars," he said at the 2012 Delhi motor show where he unveiled the Indian-built, world focussed and Fiesta-based EcoSport SUV. "Small cars were then seen as cheap and cheerful. Not anymore. Juts look at the Fiesta. We made a conscious decision to make cars for people that didn’t compromise on quality or safety or comfort or fuel efficiency or smart design but they wanted to choose a vehicle that works for them. "You can se the future now. Now, nearly 60 per cent of vehicles - that’s 100 million a year - are B and C segment. Then 25 per cent are C and D segment and only 15 per cent are D and E segment. That’s a dramatic turnaround." He said that the parts sharing and the acceptance that the company can make one car for a lot of markets - albeit with different "top hats" - is the key to Ford’s survival and by doing so, will make it the "most successful car company" in the world. "When I joined (Ford, about five years ago) we had 97 nameplates. It’ll soon be 13 off eight or nine platforms with every variation - 11 variations on the Focus’ C-segment platform alone. That’s the future. The variation will be available to all our customers. We’ll be more affordable than anybody else." Mulally knows the markets - importantly, the customers - are changing. "Australia’s changing, the same way that the US is changing. You are seeing more and more smaller cars to serve the Australian customers," he says. Where does Mulally see the rear-drive car in 10 years time? "We don’t really know yet but clearly, the segment is getting smaller and we’re going to build platforms but over time, everything will move to that (downsizing) strategy - Falcon’s a great vehicle now and we’re continuing to invest in it over the next few years but over time, this is where the world is going - we’re going to be in every segment and we’ll make world-class product even if the segment is small. We’re always going to have a D/E segment car. It’s going to become more and more efficient - over time, right? - which can become a family of cars because that’s what the Australian customer wants." And then the clanger: "Most customers don’t care where the car is made. They want the best value for money they can get." Ford Australia can build - or at least - assemble a car and is likely to be very successful doing it. It can import the platform of the Ford Fusion - a C-D segment car shown in pre-production form at this month’s Detroit motor show - and "top hat" it with a sedan, hatch and SUV body made in Geelong. It could even play a role in continuing with a rear-drive Falcon by continuing to supply partner Prodrive with Falcon sedan, ute and Territory shells to be built and sold as FPVs. That would create a niche market business for Australia’s performance enthusiasts while moving the car to a more upmarket position, away from taxi ranks, fleets and all the low-rent stigma that goes with those markets. Hell, FPV could even launch low-cost performance vehicles to ignite the bottom end of the market. It’s all possible. Just delete the Falcon word.

A decade ago you wouldn't consider a motoring holiday in a light passenger car. Too small, too noisy, too bumpy and stripped of any comfort feature demanded by the long-distance motorist. The only time you'd crack a smile is when refuelling - if the range of the tiny petrol tank allowed you to get there. But I'd take any of these four hatches - Hyundai Accent, Mazda 2, Toyota Yaris or Ford Fiesta - out to Alice Springs, have a coffee at Gonzo's, and drive back. You wouldn't have done that in most of the lightweight hatches sold 10 years ago.What's changed? You. You are now demanding fuel efficient, safe and roomy baby cars that slot under a Corolla but just above the pared-back, minicar budget class.Manufacturers are falling over themselves in the challenge. They know you are downsizing but don't want to lose luxury and convenience features. They know you are focused on fuel economy and safety, like a space in a comfortable cabin and demand premium things like audios that integrate with handheld devices.There are more than four hatchbacks to choose from. In fact there are 26 distinct models in the light-car segment. But the four listed here are very, very good at their job. They will suit the commuter as much as the uni student, have sufficient zip for driver's with passion, the simplicity of driving to lure Mum and the cabin and boot room for junior and the pram.These four tested here are all the top-spec in their model range. They are all automatic, all have the maximum five-star crash ratings and five lap-sash seatbelts, and are similarly priced. They're just small - that's all.1. HYUNDAI ACCENT Premium ($22,990)Slips above the i20 and just below the i30 (which gets bigger next year with a new model) in size and price but loses nothing in terms of comfort, space and features. Possibly the best of the three sisters, it wears the latest Hyundai style yet is suitably restrained to broaden its market.ValueStar: 4: Wins the race here with heaps of features for the price in comparison to the others. Leather upholstery; compatible audio with Bluetooth, iPod and USB; full-size spare alloy wheel; keyless start; electric windows and mirrors; four-wheel disc brakes; and a lidded centre console are included.DesignAt 4.1m long it's not tiny but the snub nose, abrupt tail and height give it distinction. It all translates into excellent cabin room - a close second for rear legroom - and a big boot. How Hyundai fits a 195mm wide full-size spare under the boot floor and still manages to beat most rivals is simply clever.TechnologyIt's a simple car with the accent (that's a pun) on low running costs. So the 91kW/156Nm 1.6-litre engine is made for durability and the four-speed auto - with sequential shift - is built to be inexpensive and reliable. The electric steering can be vague and even uncertain so requires familiarisation.SafetyFive-star crash rating, six airbags, electronic stability and traction control, four-wheel disc brakes, rear park sensors and even a camera with its screen in the rear vision mirror. Complete.DrivingOnly the vague and twitchy electric steering dampens a confident, peppy and comfortable ride. The engine is flexible enough to cope with only four gears - though the sequential mode can add sparkle - and is relatively quiet, economical and even entices a level of fun to driving. Handling is typical of its class and will surprise with its surefootedness. Great visibility (rear camera helps here) and comfortable leather seats help survive the city.2. MAZDA2 Genki ($22,145)This model gets better each year and is now the most popular in its segment with a 13.6 per cent share. The Genki is the top-line of the Mazda2 range and continues to add more comfort and features to make many buyers think twice before going up a size to the Mazda3. This is a small car - at 3.9m long, the second smallest here - so is suggested for single drivers or perhaps couples.ValueOver the mid-level Mazda2 Maxx, Genki costs $2805 more and adds cruise control, body kit, bigger 16-inch alloys, trip computer, auto headlights and climate-control airconditioning. Worth it? Probably not, though if you're a leadfoot, the cruise control may save the difference in speeding fines within the first year.DesignCute. Everyone loves these but they are definitely styled to attract women. Get out of the car, Brian. Mazda cleverly doesn't overdo the family-themed styling so the baby car has subtle looks yet remains distinctly zoom-zoom. It's small size doesn't stop design flexibility - the vertical glovebox has an open top to store A4 documents which is handy if you have A4 documents, a bit daft if you do not. The rear seat is better for children than adults and though the boot is only 250-litres, split fold rear seats give some load-space flexibility.TechnologyAgain, this is a simple sector of the car market and Mazda complies with a 1.5-litre engine and four-speed automatic transmission. No surprises here. It has front disc brakes but the rear units are drum - see also Fiesta and Yaris - which is serviceable but old hat. Suspension is common to the four - MacPherson struts at the front and a torsion bar at the back - based on low price and compactness.SafetyAlso a five-star crash rated car. The Mazda2 equals most rivals with its six airbags, electronic stability and traction control, brake assist and brakeforce distribution. The space-saver spare wheel loses some points - compared with the Hyundai - so can limit its ability to take to the country.DrivingThis is the oldest model here yet still delights with its performance and particularly its agile handling. Like the others it has electric steering but seems more communicative than most. The drum rear brakes don't affect performance and, surprisingly, the engine copes very well with the miserable four cogs offered in its gearbox. It really is a joy to drive but can be noisy and if you have too much fun, fuel thirst will kill the smiles.3. TOYOTA YARIS YRX ($21,390)The second generation Yaris - following on from the Echo - improves by evolution to become bigger and stronger. It is making a step away from the "cutesy" end of the segment and looks bolder. In doing so, it will appeal equally to male and female buyers. But despite its new look, much of the car remains similar to before and may not appear to offer as much value as its most deadly rival, Hyundai.ValueThe price is good. This is the cheapest car here by up to $1600 and probably not what you'd expect from Toyota. It's pretty well specced with 15-inch alloys, auto headlights, touch-screen audio with sat-nav, Bluetooth and USB/iPod compatibility, climate airconditioning and trip computer. The YRX is $2000 more than the mid-spec but aside from the SUNA traffic system - not available in all states - I can't see the value in the extra loot.DesignAs mentioned, this model arrived a couple of months ago with a more masculine style and boasting more cabin room. The deep V-shaped grille and kerb-catcher bottom inlet are striking, as is the bulging rear wheel arches and pronounced tail lights. Inside it's a very good match of ergonomics and aesthetics. The double-layer boot looks cavernous but is only a snip above the Mazda2. But rear legroom is the best in this comparison so this car has more flexibility than most.TechnologyThe YRX gets the bigger 80kW 1.5-litre engine which has been around, in various guises, for a while. Most others get a 63kW 1.3-litre unit. No problem with the 1.5's power delivery and even the four-speed auto doesn't cripple its verve. The electric steering is pretty good but the drum rear brakes appear at odds with the rest of the car.SafetyAgain, a five-star crash rating with seven airbags (the seventh is for the driver's knees), electronic stability and traction control, brake assist and brakeforce distribution. The spare wheel is a space saver.DrivingThis is a tidy car. It sits nice and flat on the road and produces no squirms through the bends. The engine is sufficiently flexible to dust off the four gears and though it's no sports car, you can have a lot of fun here. The ride quality is also tops with comfortable seats and forgiving suspension, but it's not the quietest of the bunch and tyre noise can become annoying. Visibility is reasonable. It is difficult to get the complete rear view because of the rear-seat head restraints and to forward vision is thwarted by the steep rake of the bonnet. There is also no park sensors so parking can be guesswork.4. FORD FIESTA Zetec ($22,990)Ford have a little beauty on its hands with the Fiesta. It's so good that in many ways, trumps the bigger - and newer - Focus. It's made in Thailand (like the Mazda2) but quality rates highly. The Zetec is the most expensive of the range that also includes sedan versions and the frugal small-bore diesels.ValueThe price compares favourably with the others. Ford has a $2000 gap between the five-door hatch models - from the CL at $16,990 to LX at $18,990 and then the manual Zetec at $20,990 - and the latter justifies the extra with sports suspension, 16-inch alloy wheels, cruise control, sports seats and is the only one with USB and iPod integration in the audio. Yes, it's worth the extra.DesignLike the rivals, hard plastic dominates the dashboard and most remaining cabin spaces. But it's all been tastefully executed and though a bit busier than, say, the Hyundai or Mazda, delights in its playground appeal. The Focus-style audio buttons are a bit small for some fingers and there's no lid on the centre console (though the Fiesta isn't alone here) while the exterior is distinctive and fresh.TechnologyNothing to thrill here except the brilliant six-speed dual-clutch automatic. The six gears gives a wide spread in which the engine can work more efficiently while giving rapid upchanges. Very sporty. The 1.6-litre engine is a pleasant unit but nothing really to write home about, while the Fiesta follows suspension convention with MacPhersons at the front and a torsion beam behind.SafetyI repeat - five-star crash rating. There's also all the same electronic aids as the other competitors here and the only glaring difference is that the Fiesta doesn't come with a spare wheel. Nada. Zip. Nothing. Just a bottle of aerosol goo to reinflate the punctured tyre. A spare is optional and is a mandatory purchase.DrivingThe gearbox makes this car. It adds sparkle to the engine, creates smoother driving and ensures the engine is always in an efficient and torquey band of power through the corners. But there's actually a bit more. The seats are supportive and the small steering wheel falls nicely to hand, so there's the feeling that you're in a sports car and even though it's a city hatchback, it has a healthy 89kW/151Nm and records the lowest fuel consumption. Nothing much to dislike here though the boot is almost Mazda2 class in its size.

Based on the Fiesta, the high-rise wagon will go on sale with a price tag starting from as low as $22,000. The Ford EcoSport is aimed directly at urban, style-conscious motorists who place economy, practicality and agility above off-road ability. In fact, the EcoSport - a name that will stick for Australia - will be made only with front-wheel drive. But it will have a fresh range of engines. Top of the list is Ford’s EcoBoost 1-litre, three-cylinder petrol engine. Ford claims it has the same power and will return similar performance to its 1.6-litre normally-aspirated engine thanks to direct-fuel injection and turbocharging.  Ford claims 4.5 litres/100km and 140 grams of CO2 per kilometre - but says however good this engine is, it can’t match an even more frugal 1.5-litre turbo-diesel. The SUV will also be available with a 1.5-litre normally-aspirated petrol engine.  The diesel version - a smaller-capacity derivative of the Ford/Peugeot 1.6-litre turbo-diesel - can get fuel economy about 3.9 L/100km when matched to a five-speed automatic.  Ford production director for the B-Car category, David Filipe, tells Carsguide that the EcoNetic diesel engine - available in Australia’s Fiesta - is unlikely to be available in the EcoSport because the drivetrains selected are already efficient.  But he hasn’t ruled out the SUV being a potential recipient for alternative engines, though in the shorter term, sees fuel-saving add-on technologies being introduced.  “We are looking at stop-start systems and other technology,’‘ he says. “We have also been very aggressive on weight reduction.’‘ But he didn’t have final weight figures for the car.  He says transmissions will be a five-speed manual and a six-speed dual-clutch automatic. There may be a six speed manual for the bigger diesel engine. He says the dual clutch box is shared with the Fiesta and will be available later in the launch timetable.  “We have no plans for an all-wheel drive version.’’ Filipe says. “We know how to do it but it’s up to market demand. But I can’t see a lot of buyers of B-segment cars wanting AWD. In C-segment cars, yes, there is demand. The Kuga is one example of demand in this segment.’’ Ford Australia spokesperson Sinead Phipps says it’s too early to give drivetrain, specification and pricing. But she has confirmed that the 1-litre turbo-petrol is one of the engines coming here. Filipe says the EcoSport has been specifically designed and engineered so it drives like a nimble small car. “It doesn’t drive like an SUV,’’ he says.  “We had a German team - the one that built Fiesta - do the ride and handling of the platform. It is an SUV that can be interpreted for all global markets. “There’s no reason we can’t take the EcoSport into the US,’’ he says, even though that market is not on the agenda.  Filipe also says the small SUV has been developed for all markets with a Euro-5 level of emissions and has “a strategy’’ to be a five-star NCAP crash-rated car. Of the launch of the EcoSport, Ms Phipps says: “It will create its own segment in the small-car class.  “We see it being particularly attractive to urban buyers who want the same level of flexibility in bigger SUVs - including our Territory - but want it in a smaller size.’’ Ford’s Asia Pacific and Africa president, Joe Hinrichs, says the EcoSport - which uses the new Fiesta small car as its base - will spawn more models. One is believed to be a coupe.  Australia currently sources two passenger cars from India - the Hyundai i20 and the Suzuki Alto - and some commercial vehicles. Ford is soon to complete a massive increase in its Indian factories, opening new car and engine plants in west and expanding its existing plants in the east.  Mr Hinrichs says India will lay a bigger role in providing smaller vehicles for the global market. Ford Australia will also launch a mid-size SUV in March, the Kuga, which is built in Germany. In 2013, the EcoSport will be followed by a 4WD wagon based on the Ranger utility and built in Thailand.

But Joe Hinrichs, the vice president of Ford Motor Company and its president for Asia Pacific and Africa, admits the Falcon -- which recorded dismal sales in 2011 -- “can do better’’. Hinrichs won’t be drawn into discussing a possible replacement of Falcon with an imported, front-wheel drive sedan. “Don’t underestimate the importance of Falcon and Territory to us,’’ he says at a Carsguide interview at the opening of the 2012 Delhi motor show where Ford unveiled a new Fiesta-based SUV. While Hinrichs supports the Falcon and says “it’s a great car’’, he is acutely aware that a sub-20,000 sales figure may not be tolerated for long. “At the moment, at our current investment in Falcon, we can sustain the sales of Falcon,’’ he says. “Not forever, however, but at this moment it is sustainable." “It’s still an important part of our company. We have invested in Falcon and have the EcoBoost model coming, and we have substantially upgraded Territory.’’ Mr Hinrichs blames the fall in Falcon sales to issues including the shrinking large car segment “and our share of that getting smaller’’, and a need for it to “do better’’ with its fleet business. “Overall, Ford sales (in Australia) have done well,’’ he says. “But Falcon sales have eroded these improvements. We have to shore up Falcon and Territory and grow the products. That will come via product such as the EcoSport (SUV). “I think you’ll find a stabilisation of Falcon sales. We have the potential to see the end of the decline. Falcon sales can only continue to fall for so long.’’ But Mr Hinrichs admits that he “doesn’t know where the (large car) segment is going to go. People are looking for alternatives and I think that Territory has more potential to rebound than Falcon.’’

According to a recent survey, oldies are the most law-abiding motorists in Australia with almost 90 per cent recording no traffic infringements over the past 12 months. By comparison, only 77 per cent of motorists aged 18-24 had a fine-free year. The results, from insurance group Apia, shows older drivers are te best to have as motor vehicle insurance customers and one of the main reasons why most insurers charge them less in premiums. But if you're an older driver, don't get too smug just yet. The survey of over 3700 Australians found that of those aged over 50 who admitted they had a blemished record, speeding was the most common infringement. This was followed by running a red light or stop sign, and careless driving. Nationally, Victorians fared the worst. Drivers in Victoria admitted to having the most number of infringements (18 per cent) with Queenslanders admitting to the least (5 per cent). The research also found that older d rivers are twice as patient on the roads as their younger counterparts - 27 per cent of drivers under 50 admit to being impatient on the roads compared to just 10 per cent of older drivers. But that was diminished by reports that an alarming 21 per cent of drivers over 50 believe going less than 10km/h over the speed limit is "not really speeding". Apia's executive manager Grant Taylor said that: "With age comes wisdom - it's what we like to think and Apia's research bears that out. Over 50s drivers usually have a lot of experience on the road built up over many years, so it's no wonder they are less likely to risk it all for the sake of saving a few minutes," he said. "But there is no such thing as a safe infringement, particularly when it comes to speeding. Whether you are doing 5km/h or 50km/h above the speed limit, you are endangering the lives of your passengers, pedestrians and other road users, not to mention yourself. As an insurer, we see the results of speeding acc idents, and it is not something you would ever wish upon anyone." Mr Taylor said the fact that over 50s are the least likely to have some sort of traffic infringement is testament to their relative levels of safe driving on the road. "Obviously not everyone is perfect, but certainly by 50 most people have learnt some pretty important life-lessons." Australian drivers over 50 admitting to having a traffic infringement over the last 12 months (rounded to the nearest whole number): National average Speeding (9%) Drink Driving (1%) Red light/stop sign (2%) Careless driving (1%) None/don't know (89%). Percentage of drivers over 50 admitting to a traffic infringement last 12 months: VIC (18%) SA (13%) WA (11%) NSW (10%) TAS (7%) QLD (5%).

Australia has 816 Saab owners facing a bleak New Year as all company support and warranty has been dissolved. Saab Australia managing director confirmed that Saab's filing for bankruptcy has frozen all warranties."It's tough times," says Stephen Nicholls. "All warranties have been suspended and we (Australia) are waiting for an outcome from the new administrator of Saab in Sweden."The news is bad for Australian owners compared to those in the US. General Motors - which owned Saab from 1990 to early 2010 - has announced it will honour warranties for the cars built during its ownership.But in Australia, Saab's subsequent owner Spyker in 2010 bought back the warranty book from Holden. "All Australian cars have their warranties covered by Saab - which is a problem,'' Mr Nicholls says.Saab launched its new 9-5 in April and received its last cars from the factory in May. "There have been no new cars from the factory since then,'' Mr Nicholls says. But though bleak, Mr Nicholls says Saab Tooling and Saab Parts - two separate businesses not involved in the bankruptcy of Saab Automobiles - are both profitable and are continuing to trade.``We are still able to source parts because there's an agreement to supply components for up to 10 years,'' he says. "We can't say 100 per cent of the parts are available, but it's certainly the majority.''Mr Nicholls says that though the news from Saab is hardly festive, there was a glow of optimism surrounding the future of the quirky Swede. ``It's not over till it's over,'' he says. ``We're still optimistic on news that there could be parties willing to invest in part or all of Saab.''In Europe last night, the CEO of Saab parent company Swedish Automobile, says there were ``parties out there that have expressed an interest to pursue a possible acquisition of Saab from bankruptcy''. The CEO, Victor Muller, says: ``Although this may seem like the end, it is not necessarily so.''He said it was now up to receivers appointed to oversee the bankruptcy process to judge such offers. Saab's bankruptcy filing this week came after the company had been deserted by two Chinese companies that proposed a long-winded and complex buy-out of the homeless carmaker.The buy-out was rejected by shareholder - and former owner - General Motors who argued that all its vehicle technology and intellectual property would be transferred into Chinese hands. SAAB'S ROLLMOP:July 2010: Saab's new owner, Netherlands-based sports-car maker Spyker, says it would sell 50,000-55,000 vehicles in 2010.October 2010: Spyker revised its sales target to 30,000-35,000 vehicles.December 2010: Saab sales for the year are 31,696.February 2011: Spyker plans to sell its own sports-car division to concentrate on Saab.April 2011: Suppliers to Saab halt their shipments because of unpaid invoices. Saab suspends car production.May 2011: Spyker becomes Swedish Automobiles (Swan) and says it has funds from Chinese company Hawtai to restart production. Chinese Government blocks the deal and the deal collapses. Another Chinese carmaker, Great Wall, denies it's interested in funding Saab. Spyker signs a deal with China's Pang Da Automobile Trade Company to give Saab the financing needed to restart production and give Pang Da an equity stake in Spyker. Production restarts.June 2011: Saab stops production after only two weeks due to an insufficient supply of parts. The company says it can't pay June salaries to the entire workforce of 3800 employees due to lack of funding. The trade union, IF Metall, gives Saab seven days to pay the employees or face liquidation. On June 29, Saab employees were paid. China Youngman Automobile Group Company and Pang Da announce their intention to buy 54 per cent of Saab for $320 million and finance three new models, Saab 9-1, Saab 9-6 and Saab 9-7.July 2011: Saab announces it is unable to pay July salaries to 1600 white-collar workers. However, the entire blue-collar workforce is paid on July 25. Trade union Unionen says that if Saab did not pay the white-collar workers within two weeks, Unionen will force bankruptcy. European Investment Bank says it will reject the request from Vladimir Antonov to become part-owner of Saab. August 2011: Saab pays the salaries of white-collar workers through an equity issuance from US capital investment group Gemini Fund in exchange for five million shares in Saab. The Swedish Enforcement Administration states it has more than 90 claims of $25 million against Saab for non-payment of debts. Swan announces Saab loss is $2.5 million for the six months of 2011.September 2011: Saab petitions the Swedish court for bankruptcy protection, the second time in less than three years, to stave off creditors while Youngman and Pang Da proceed with buy out plans. The Swedish courts reject Saab's bankruptcy petition, doubting that it could secure the necessary funding. Two workers' unions submit applications requesting Saab be put into liquidation. October 2011: Youngman and Pang Da agree to a joint $140 million takeover of Saab Automobile and its UK dealer network unit from Swan.December 6, 2011: GM announces it would not continue its licenses to GM patents and technology to Saab if the company had been sold to Youngman and Pang Da stating that the new owner's use of the technology is not in the best interest of GM investors.December 11, 2011: Left with no alternatives after GM blocks any Chinese partner, Saab officially files for bankruptcy.

Why is it that air weighs nothing but as soon as it starts moving, it can blow an umbrella inside out, cause seas to send ships off course and even destroy buildings.Please don't expect and answer from me. I am too busy wondering while Volkswagen would even consider picking wind names for its cars. A range of yachts, yes. Kites and wind turbines, even.I won't crudely suggest that the name of wind from animals be applied to a new Volkswagen model but there's not many options left. Renault has come close - Fluence - and Daimler made a Dart. For now, at least, it's a Volkswagen Jetta.VALUEThe Jetta is an extension of the Golf but is so close to the Passat that it could create buyer indecision on the same showroom floor. The test car costs $26,490 as a six-speed manual - which you'd upspec to an auto without thinking - which frankly makes it feel like a cheap car.Then there's the dreary all-black dashboard with as much life as a burnt stick. List the features - including that sparkling 1.4-litre engine - and the Jetta 118TSI redeems itself. But the delivery is poor and it looks very basic against similarly priced rivals.DESIGNCertain people prefer sedans, citing their more conservative and less abrupt styling as being more elegant. More pragmatic buyers cite the isolation of the cabin and the boot as being safer - especially in ice-cold climates where occupants would incur the freezing air while the boot lid was open.The Jetta is liberal in its accommodation and thanks to the huge boot, is an excellent case for a sedan. The styling is neat but too conservative to accurately reflect the sticker price. The cabin is simple - which I applaud - but needs some spice to resurrect it from deco 1970s Ukraine.TECHNOLOGYBig news here is the 1.4-litre engine that blends a supercharger with a turbocharger. The former works from idle to 3500rpm, and the turbo from about 3000rpm up. It makes a little engine perform like stink though, when you're off the heat, sip like a bird. It's a brilliant package with a price - it hasn't proven to be especially reliable.Volkswagen Australia is repairing busted engines and a cure has been found. Remember this engine is complex and needs regular, professional servicing. Jetta gets four-link rear suspension (some global markets get a less supple torsion beam) and electric steering.SAFETY Jetta has a five-star crash rating and comes with the full suite of safety equipment, including electronic stability control that from January 1, 2012 is mandatory on all Australian passenger cars. There are six airbags and the spare wheel is full size.DRIVINGThe six-speed manual version indicates it's aimed at the owner who enjoys the art of driving. He - or she - will have to go back to school to learn that the dual-clutch automatic version (DSG in VW-speak) is quicker and more fuel efficient. Regardless, the manual box is slick and the bottom four ratios wring the best from the broad and seemingly endless supply of power from that tiny engine.Remarkable. The top two cogs are for touring and even slight inclines will demand a downshift to fifth. Handling is very precise and the body stays flat. It will tend to understeer (as most cars do) but there's sufficient warning and it's a progressive action.I reckon the electric-assist steering is close to spot-on for the suburban, near-city driving conditions expected of this car. I was peeved that at 100km/h on the digital readout the analogue was showing 107km/h which is speeding fine material if you're looking at the wrong dial (the Jetta has two).VERDICTThis ticks most of the boxes but you'd want a bit of colour in the gloom of the cabin. The DSG auto is far better than the manual.

TRENDY flared trousers and platform shoes were so hot in the 1970s that blokes in straightleg pants were openly ridiculed. How could we be so blind? The cringeworthy fashion deviations taken 40 years ago swept back in a flood of embarrassment when I parked the Evoque alongside a new Mitsubishi Pajero. The Pajero, large 4WD with nice proportions, suddenly looked 40 years old. Such is fashion. But there's much more to the latest Range Rover than style.I've seen American clothing stores hang thousand-dollar price tags from bizarrely coloured mens suits that I wouldn't let my cat sleep on. Whacky stuff tends to command a price premium. The Evoque is very different, definitely not whacky, but isn't cheap. Yes, you can buy a 2WD version from $49,990 but the Prestige here costs $75,375 and that's without the excellent panoramic sunroof ($1035), rear camera ($670) and electric tailgate ($1020). Value? Nup.Now you're talking. This is the best looking thing on the streets. Doesn't matter if it's three or five-door, it makes everything else look old hat. And it all works. The five-door is sufficiently roomy for four adults, has a very attractive and comfortable cabin, and has the necessary perceived quality level to suit its price tag. But there are problems. The huge side mirrors block all vision to the curb below and things like unattended shopping trolleys while the rear window is only slightly bigger than a letter-box slit.The all-wheel drive version gets a four-mode Terrain Response from the Freelander II, plus hill descent, which really helps it in the dirt. The 140kW/420Nm 2.2-litre turbo-diesel (now also in the Jaguar XF sedan) is perfect in its role and better than the 2-litre turbo-petrol option. There's a six-speed auto with paddle shifters on the steering column, top-end audio and sat-nav with a touchscreen, and electric steering. There's a sensible approach to the engineering in this thing which should auger well for durability.There's not many new vehicles on the market that lack premium safety gear. From 2012, ESC must be standard fit, for example, though the safety standards will soon become far more stringent. The Evoque is a five-star crash-rated wagon with chassis electronics including corner stability, rollover stability, trailer sway control and hill descent and ascent control. Oh, and seven airbags.It's not as small as I expected and at 1810kg dry, not as light. But it is exceptionally agile and the diesel engine kicks hard. You can throw this through corners and it's an absolute joy. I punted it across 1km of soft beach sand - without the tyres deflated - with the Terrain Response set to the "sand'' setting and it failed to sink. We took the family out to an eatery at night, shopped till the Visa card dropped, went visiting and generally ran this through everything from a pre-Christmas shopping complex to a quiet country road. Good though it was at all there tasks, every time I stopped for a break I just turned around and stared at it. Beautiful.Style with practicality. Yes it's expensive and visibility is rubbish but it is the car for 2011. Probably 2012 and 2013 too.