Articles by Neil Dowling

The Cygnet small car — an unabashed makeover of the Toyota IQ — today was shown in its production-ready guise.  Though it shares two doors with (most) other Astons, it won't share their price tag. However, it is believed the Cygnet won't come cheap, flying in at about $60,000 — that is, four times the price of an IQ — thanks to the same quality level of fittings and features. It has, for example, similar audio systems and the cabin is hand-trimmed in leather. Aston says the car may be available in Australia but sees it more as a complement car for city-borne owners of its larger machinery.  But though it will appease luxury car buyers with its stubby dimensions and environmental badges, Aston is particularly using the Cygnet as a means of reducing the marque's corporate CO2 footprint. Its 1.3-litre automatic (a manual is available) gets about 4.8 litres/100km and goes 670km before topping up.  The Cygnet is expected to go public at the Geneva Motor Show in March next year and could start production later in 2010.

Because, in Australia, there is always a car.  For baby boomers and on through the alphabetical generations, the car was the centrepiece of our formative years by providing freedom from the family and the ability to selfishly form new human and mechanical relationships.You could argue without conclusion about what cars stamped their mark on Australians during and subsequent to World War II. In 1939, for example, there were 43 makes on sale in Australia ranging from Alvis to Wolseley.  But some were more pronounced than others.Carsguide's team of motoring experts from around Australia has compiled its ultimate list of the most important cars to drive on local roads in the 70 years since The Sunday Telegraph was first printed in November 1939.Right at the top of the list of the cars that have grabbed Australia's public interest most is the VW Beetle, closely followed by the Mini —  two of the most popular little cars ever to grace our streets.  Britain's baby four-seater Mini, with front-wheel drive, became a cult that spread from 1959 Britain through to the global market by the 1970s and regenerated more recently as a bigger, yet unmistakedly familiar, version of the past.The Beetle preceded the Mini by a few years, but the effect on a US-driven, big-car Australian customer base leapt from curious to smitten.  Despite the Beetles' peculiar shape and compact dimensions, people took to it further when it competed in, and occasionally won, arduous outback rallies with the accent on fuel economy, low running costs and durability.Like the Mini, the Beetle was briefly assembled in Australia, which created a home-grown affinity to the brand.  And it starred in its own movies as the popular Love Bug. More than 270,000 Beetles were sold in Australia.Appeal based on economical motoring reached its antithesis when Australia launched another of its favourites, the awesome Ford Falcon GT-HO Phase III of 1971.At the time this was the world's fastest four-door sedan. It was pictured on black and white televisions thundering down the Mountain at Bathurst, stood mystically at centre stage in Ford showrooms, and when one cruised the city streets, people just stared.Never mind that the $4300 hoon express wasn't a great sales success. It held up Australia as an engineering centre the rest of the world shouldn't mess with. If that wasn't patriotic enough, the exhaust noise was sufficient to send shivers up the spine.  And Australia had other slivers of greatness.The Ford utility was a world first at combining sedan comfort with truck-like versatility. It just suited Australia and was successful through the war and into its generational upgrades and model changes to this day. While the ute was unique, the Holden 48/215 and more production-oriented FJ that followed was more a clone of a small Detroit sedan. But it was touted as Australia's own car and the name (slogan??) stuck through impressive market sales.  The strength of the sales bedded General Motors' Holden into Australia soil and spawned a line of winners, most notably the enduring Commodore that was originally nicked from Germany's Opel but soon became indelibly indigenous after its launch in 1978.And then came the Japanese. Post-war Australia took the Japanese car as a bitter pill that once was targeted by the RSL as being a very unwelcome addition to its meetings' car parks.  But a Toyota Corolla is either owned — or has been owned — by virtually every Australian family. It was the first family car and the first car for youths and the preferred second-hand transport for the budget-conscious.The wave that washed away the war and made Toyota — and other Japanese makers — a household name also participated in our early history.  Toyota LandCruisers were the mules for the Snowy Mountain hydro-electric scheme, and the durability of the model to this day ensures that we are comfortable with the generic term of 4WD as a LandCruiser.It's hard to say where we would be, and what Australia would have become, without the vehicle.The most significant cars of the past 70 years1 VW Beetle2 Mini3 Toyota Corolla4 Holden FJ/48-2155 Holden Commodore6 Ford Ute7 Falcon GT-HO8 Toyota Prius9 Toyota LandCruiser10 Valiant Charger11 Holden Kingswood12 VW Kombi13 Holden panel van14 Mazda MX-515 VW Golf16 Citroen DS17 Porsche 91118 Morris Minor19 Hyundai Excel20 MGB21 Austin A3022 Subaru Leone23 Volvo 24024 Leyland P7625 Ford Customline

The V8 engine, once touted as a dinosaur ready to crumble beneath the weight of stringent emission laws and soaring fuel prices, refuses to die. Holden and Ford say demand for V8s is still strong despite large car sales declining. Holden's director of sales, John Elsworth, says about 12 per cent of Commodore sales are V8s and that percentage hadn't changed "for years" even if raw numbers are down in line with the falling large car sales.More pertinent is how the V8 engine concentrates itself. Elsworth says 90 per cent of Caprice models, 40 per cent of Utes and 30 per cent of Calais versions are ordered with V8s. "That's because a Caprice buyer wants the top-end car with everything, and that includes the V8, while the Calais V-series and the SS Utes appeal to sports-oriented drivers," he says. The SS and SSV models are solely V8 powered. "These figure haven't changed for a long time suggesting petrol price rises don't affect these buyers. "Today's Holden V8 is quite economical with its ability to shut fuel to four of its cylinders. Buyers are also aware that the resale value of a V8 is higher than other engines."In general terms slotting a V8 into either of the Australian-built brands will add between $5000 and $5500 to the price of the car.Fuel efficiency can vary enormously depending on how the cars are driven, although it is accepted wisom that nobody is buying a V8 to feather-foot the car around town. Ford's 4-litre inline six boasts fuel economy around 10.1L/100km while Holden's latest 3.6-litre V6 is generally good for about 9.9L/100km. Add an extra two cylinders and the extra cost is noticeable: 14L/100km for the 5.4-litre Ford engine and 12.6L/100km for Holden's 6-litre monster. That penalty is handled easier currently because petrol prices are down.Elsworth says the V8 was also historically linked to Holden since the first time it was fitted to its range in the HK of 1968. "The heritage is the thing for us," he says. "Consumers think V8 and to them, that means Holden."Ford spokesman Justin Lacy says the V8 is "definitely here to stay". "We have some exciting V8 news next year ... but we can't reveal that yet," he says.Ford and FPV report a slight downfall in V8 sales but Lacy says that's only partly to do with the retraction of the large-car sales segment. He says V8 buyers tend to ignore issues such as fuel economy, hence sales have relatively minor fluctuations. While Ford says V8 sales are relatively stable, it more than Holden has felt the effects of model changes. It also has a worthy performance equivalent in its 4-litre in-line six-cylinder turbocharged range which has attracted many would-be V8 buyers.Since moving to the FG range last year, Ford has reduced the models available with a V8. The V8 is now not available in the wagon and Ford Australia has deleted the Fairlane and LTD. The V8 is now available only in the XR8 sedan and Ute. The previous model offered a V8 in three sedan and four ute versions.So from a percentage of engine sales, Ford's V8 has slipped from 9 per cent in 2005 to about 7 per cent. "Historically for Ford - excluding FPV - V8s are a higher percentage of total Falcon Ute than they are of total Falcon sedan sales," Lacy says.FPV sales are historically weighted in favour of V8s by about 60 per cent. While the Aussie V8s dominate sales there are plenty of other bent-eight engines available for local sale.OTHER V8s INCLUDE: Audi: Q7, A8, R8 and RS4Bentley: Arnage and AzureBMW: range of modelsChevrolet: CamaroChrysler: 300CFerrari: all V8sJeep: Grand CherokeeLand Rover: DiscoveryLexus: range of modelsMaserati: all V8sMercedes: range of modelsRange Rover: petrol and dieselToyota: LandCruiser petrol and diesel 

An accelerating Korean auto industry is now within a car's length of equalling sales of our home-grown models.  According to the official car sales figures for October released last week Korean vehicle sales in Australia were up 80 per cent compared to October 2008 and up 23 per cent for the year so far compared to the same period in 2008.Sales of Korean-made cars (12,324) nearly equalled the total sales of all Australian manufacturers (12,822) for the month.  Nearly 20,000 more Korean-made cars have been sold in Australia this year than in the same time last year.  By comparison, locally-built cars are down by 24,594 units, a drop of 17 per cent.Hyundai is leading the way, recording its best-ever October result in Australia, up by 106 per cent over October 2008, and is our fourth biggest-selling carmaker behind Toyota, Holden and Ford.  It's not only Hyundai and Kia that are raising the profile of Korea.The Holden-badged models of Captiva, Cruze, Barina, Viva and Epica are made by GM-Daewoo in Korea. The Renault Koleos is made by Samsung in Korea and Ssangyong SUVs are from a Korean plant.  About 39 per cent of light cars sold in Australia, 27 per cent of small cars and 26 per cent of medium-sized SUVs - including Australia's most popular SUV, the Holden Captiva - are built in Korea.A Hyundai spokesman said: "We are now on the shopping list. There was a time when we weren't but we have won awards - such as the Carsguide Car of the Year in 2007 - which has made people really notice us.  We didn't take our foot off the accelerator when the recession started late last year.  We didn't reduce production and we didn't spend less on marketing. That worked in our favour because people saw us as being constant."Overall car sales in Australia were up in October for the first time in 16 months.  Improvements were across the board covering private, business and rental buyers.  Sales of vans and Sports Utility Vehicles (SUVs) were particularly strong.And the situation is set to improve when import tariffs drop 5 per cent from January 1.  Some importers, including Mazda and Subaru, have already passed on savings.

That equates to 38 million notes each day, of all denominations, that are being trucked out of its Washington DC building and onto every street corner from Boston to Beijing. Just lately, the bureau has been even busier. It has been called on to boost the US economy by printing an extra $300 billion that will be used to buy back US debt – sort of a merry-go-round for shopperholics – which means an extra 21 billion notes are needed. It all seems surreal to most of us. I mean, can people actually decide to simply make money and then spend it? Where does the money come from and if we have to keep printing the damn stuff, where has the rest gone? Much of it, it seems, has gone in executive handshakes and sadly, many of the recipients are in the car industry. The latest was Porsche’s blunt instrument, former chief executive Wendelin Wiedeking, who was turfed out with a golden handshake of about $100 million. That was on top of a few extras and in addition to his 2008 salary of a cool $120 million. This is a man who joined a struggling Porsche in 1993 on $2 million a year plus 1 per cent of profits. He cleaned the place, let his friends at Toyota have a sleep over at the factory to introduce some cunning Japanese work systems – incidentally, the first time that a Japanese company had divulged work practice secrets – and told Porsche to build a small car, the Boxster. It worked. Porsche became the world’s most profitable car maker and would continue to hold that mantle had Herr Wiedeking not lose the plot and try and repeat some mid-century German takeover tactics. Porsche, which Herr Wiedeking groomed as the parent of Volkswagen Group, is now about $10 billion in debt and Volkswagen – once the prey – is now the captor. Wiedeking is now no doubt back on his Porsche tractor on his potato hobby farm in the cool first winds of a German autumn. Porsche car owners are wondering why they pay five times the price of an oil filter compared with one for a Volkswagen Golf. You see, someone has to pay for Herr Wiedeking. Or the ousted boss of stockbroking firm Merrill Lynch, Stan O’Neal, who was booted out the door with a $200 million farewell. Or the $500 million that former ExxonMobil chairman Lee Raymond walked with in 2006. Of “Aussie Jack” Nasser who walked from a decaying Ford with $34 million in 2001 and has more recently become chairman of BHP Billiton. Or Jurgen Schrempp of Daimler who, as one of the architects of the failed DaimlerChrysler alliance, was dismissed with about $200 million in 2005 in a similar how’s-your-father act to Herr Wiedeking. Would a Porsche be cheaper if the company found an equally competent accountant for, say, $1 million a year? Would the parts be cheaper and the maintenance schedule less financially threatening if the CEO was more austere? Of course. As would stockbroking fees and perks and offices and holidays for staff be reduced and we would embrace a new way to enjoy the sharemarket. Insurance would be cheaper and oil refinery costs would be slashed to the point where they would impact positively by reducing petrol prices. But it’s all a sham, isn’t it? We know we are human and greed is the most inspiring pathway to power. If you were the head of Porsche and the board of directors knocked on your door and said: “Look chap, lovely having you and all but we’re frightfully sorry that it’s not really working out. Here’s a cheque for 100 million dollars and be a good boy and run away”, would you? Of course. And you wouldn’t think about the price that someone in Australia was paying for a new Porsche or the price to replace an oil filter. You wouldn’t even ask the board of directors where the money was coming from. We gasp in horror at the price of new cars and the annual service bill, we are shocked by the rip-offs of executive handshakes and we can’t fathom how one second of printing bills at the US Bureau of Engraving and Printing is worth about $8000. But the most shocking fact is that we keep paying. Because even though we are horrified or bewildered by the seemingly worthlessness of money being bandied about by executives – car executives in the main – we know that someone is paying for all this. That someone, is you.  

It's a calorie-free fact that Audi has more models and engine choices than that Baskin Robbins has ice cream colours and flavours. There's also the fact that one-quarter of Audi's range is diesel and even here there's a choice of five engines ranging from a 1.9-litre sipper to a 4.2-litre stonker. So it's odd that Audi introduces a 2.7-litre engine to separate its 2-litre and 3-litre diesels. Why bother? Because it's not just about the size.Drivetrain and economy The 2.7 is Audi's latest turbo-diesel. Like the 3-litre, it's a V6 but adds low-friction engine components and low-drag steering and oil pumps. Audi claims fuel savings of up to 15 per cent and rates the 2.7-litre turbo-diesel in the A6 at 6.4 litres/100km — pretty good for a big saloon even though this city-bound test recorded a more modest 8.2 l/100km.PricingIf you're happy with that — and can afford the $84,500 entry fee — you'd be even more delighted knowing you have saved a fair amount of sales tax. Thanks to the A6 2.7's low fuel thirst of less than 7 l/100km, the 33 per cent Luxury Car Tax kicks in at $75,000, not the $57,180 of thirstier rivals. Effectively, the A6 2.7 buyer pays the tax on $9500, not $17,320. Personally, it's a tax on a tax and shouldn't even exist but it's now written and unlikely ever to be erased. But it will be the last thing on your mind after getting the A6 on the road.DrivingThis is a big car that thinks it's a small car and in comparison to the BMW 5-Series 530d, is arguably more comfortable, better built, easier to operate and cheaper. In the BMW's favour, the 5-Series handles better and has a more sporty nature.The Audi is more a saloon. The 2.7 comes only in the front-wheel drive version with a continuously-variable (automatic) transmission. It's suited more to the person who wants a luxury car with outstanding build quality, exceptional range (this will go up to 1250km in the country) and plenty of room and features. If you want a sports car, look elsewhere.The A6 will lope along in the country yet is benign as a small car in the city. The handling is very good. Not excellent like the 530d mainly because the Audi has its diesel engine forward of the front axle and therefore — despite lots of work including an alloy bonnet and fenders — is a tad nose-heavy into tight corners.This quirk won't concern any but the most discerning driver. For the rest, take it from me that this is an accurate, comfortable and always confident five-seater. A lot of its appeal is its ease of use and simple controls. The park brake is electronic and consists merely of a postage stamp-size console button.The central controller allows access to a host of vehicle operations to fine tune it to the driver. But it has preset buttons so finding everything is quick. The rear seats are split and fold down so long objects can be stored, so adding an element of versatility to the car. And while we're in the big boot, there's a full-size spare wheel.The cabin also gets woodgrain and leather and the front seats have electric adjustment. It's a top car and shows that the diesel really is suited to the luxury car sector.Verdict: 86/100Audi A6 2.7 TDI Price: $84,500Engine: 2.7-litre, V6, turbocharger, intercoolerPower: 140kW @ 3500-4400rpmTorque: 400Nm @ 1400-3500rpmTransmission: CVT automatic, 7-speed preset; front-drivePerformance: 0-100km/h 7.9 seconds, top speed 277km/hEconomy: (official): 6.4 litres/100km, tested): 7.2 litres/100kmEmissions: 169g/km (Corolla: 175g/km)Rivals BMW 530d ($116,250) — 83/100Jaguar XF diesel ($116,250) — 85/100Mercedes E220CD ($80,900) — 83/100Volvo S80 D5 ($73,950) — 84/100

It will be one of your biggest secrets. The car that looks like an SUV - even hints at a 4WD - yet beneath its boxy, upright facade it has the off-road capabilities of roller skates. The Nissan Dualis Hatch looks exactly like its more dirt-friendly all-wheel drive sister, the Dualis AWD, yet is only a front-wheel drive.It shares the 2.0-litre engine and transmission specifications, has the same dimensions including the 188mm ground clearance and yet will save you $4000 in purchase, a bit extra in fuel costs and 73kg in weight. The idea that something is missing beneath the seats is unlikely to occur to the driver and, considering about 90 per cent of SUVs never touch dirt, will never be missed.The Dualis, itself based on the X-Trail, gets a front-drive version to compete with similar exercises including the Hyundai Tuscon City and Kia Sportage LX. It appears to be a no brainer until you recognise that in making a 2WD SUV, you are going head-to-head with conventional hatchbacks and wagons. It even exposes a rival in that very clever, yet a bit awkward, Skoda Roomster.The Dualis Hatch comes in ST (as tested) and the more upmarket Ti guises and has appeal for people that want a small car footprint with flexible cargo space. The ST is a very simple hatchback that is modestly equipped and shows its entry-level pricing in its all-black plastic dash treatment. The CD player takes one disc, there are only two airbags and though the airconditioner is ducted to the glovebox, it isn't a climate-control system.It will seat up to five adults — though if you were number five your smile would be short lived — with reasonable rear legroom. Though the rear seats are relatively comfortable, the front chairs are really comfortable — more like an armchair or one of those padded seats that endeared buyers to French cars.The ride is also up there with some bigger cars. There's been excellent work in suppressing exterior sound and underbody road noise and that, together with the tall sixth ratio of the six-speed manual transmission, makes this a relaxed machine on the open road. A 2-litre engine is rarely inspiring though it has a broad power/torque band that suits the Dualis' primary role as a suburban family wagon.It can be revved towards 6500rpm in the lower four gears but that's a waste of time and money. The smooth-shifting box is better used to upchange about 3000rpm where the engine is comfortable, quiet and fuel efficient.Handling is reasonable. Remember this is a tall vehicle with most of its weight in the nose. It will tend to understeer when hurried and that will combine with bodyroll — mainly because of the car's height — to present some interesting dynamics. The all-wheel drive is slightly better because drive to all wheels can be provoked.In saying that, the Dualis Hatch comes standard with electronic stability control and electronic brakeforce distribution, so there's help available from the car's nanny if needed. It's a neat package and has its appeal with buyers who may like the high seating position and, more importantly, owners who like the higher hip-point of the seats to ease entry and egress.Those who are buying this just because they like the look of an SUV may be kidding themselves. By comparison, a Ford Focus LX hatch costs $700 less than the Dualis Hatch and adds alloy wheels, six airbags and at 7.1 litres/100km, is a lot more fuel efficient than the Dualis' 8.2 l/100km.

People who say they wouldn't be seen dead in a light car, please come back and see me in 10 years. Or five years. Because, we hope, you won't be dead but commuting in a weeny car along with a traffic flow of other weeny cars on your way to work while smugly snubbing anyone with an SUV.You will change because the bright light of logic — driven by the need to preserve some of your soaring transport costs — will have illuminated above your head. This car, this Indian-made Suzuki Alto, is one of the cars that will change your mind into moving from small cars to the light-car class.Body and equipment It's clearly small and exaggerated by the chopped tail that puts the wheels at each corner — almost literally if you check out the back wheels — and the short, slanted bonnet. To be honest, it doesn't look safe. But it is! Surprisingly, the base model Alto GL has a four-star safety rating thanks to six airbags and ABS brakes with brake assist. That's as good as some much bigger cars — Mazda3, Toyota Corolla, Toyota Camry and so on — which is a bit comforting even if the view from the driver's seat is less succinct in relaying that message.Spend an extra $2000 and the GLX model gets the all-important electronic stability control plus a few extra goodies.Drivetrain, economy and price But the big news here is the economy. Suzuki claims 4.8 litres/100km from the 1.0-litre, three-cylinder engine when attached to the five-speed manual gearbox and, for the four-speed auto as tested, 5.5 l/100km.Diesel cars and hybrids do better than that but can't come close to the Alto GL's $12,490 price-tag (plus on-road costs) which is less than a third of the price of a Prius. The automatic transmission is an extra $2000 and the more upmarket Alto GLX starts at $14,490.It appears the economy is not only in the fuel. However, Suzuki stipulates only premium unleaded for the Alto which bumps up the petrol bill by about 9c a litre. So if you travel 15,000km a year the premium adds only $1.20 a week to the Alto manual's fuel bill. Big deal.Driving The cheap-as-chips car seats two adults and will take two children in the back seat. Rear seat legroom is a premium, though headroom isn't bad. Recognise that filling the car with people or luggage will severely dampen any dreams you have of this car having a career on the race track. In fact, just clearing the traffic lights is a blessing.No, it's not even remotely fast and as an automatic will be defeated by Chinese scooters and triathlons in training. But that's ignoring that it is a good drive. At idle the engine emits an odd beat that's in tune with its odd-numbered pistons, and yet sparks up quickly to become a nimble if somewhat buzzy power unit.Even the auto is remarkably adept at keeping up with the charade going on beneath the bonnet. Around the city and suburbs it's a comfortable car despite the thin seats. The suspension does a pretty good job of warding off poor bitumen and it's only the chunkier country asphalt, or a sudden winter-born pothole, that will make the Alto feel uncomfortable.It cruises easily and quietly at 100km/h and will take to country roads with only the driver's fear of larger vehicles being the deciding factor. Interestingly, the Alto has a full size spare wheel but has virtually no boot space. Not even a space-saver spare will help here.There are some welcome things about the GL, such as good front seat room and its brilliant turning circle, and some not-so-good things including the manual mirror adjustment (actually even the GLX has this) and the crappy sound of the audio system. But it's the future. Maybe not my future, more likely yours.Verdict: 78/100Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

The McLaren Automotive MP4-12C, the first of a range of machines from the world's most successful racing car company, is a carbon-cored, Formula One-inspired bespoke design that is not only rapid but boasts one of the lowest CO2 emissions in its class. McLaren, driven by chairman Ron Dennis, has already built two critically-acclaimed sportscars — the McLaren F1 (1993-1998) and the world's best-selling luxury supercar, the Mercedes-Benz SLR McLaren (2003-2009). The mid-engined MP4-12C takes the price tag down a notch, expecting to debut in the $250,000-$350,000 bracket. That puts it up against the Ferrari 458, Lamborghini Gallardo, Porsche 911 Turbo, Bentley Continental GT and Aston Martin DB9. The car doesn't share any components with other cars — even the engine is inhouse — and will be built in England at McLaren's factory. McLaren Automotive managing director Antony Sheriff says the company planned a range of sports cars that were true to its philosophy. "When we embarked on the 12C project, we wanted to re-write the rules of sports car design," he says "The 12C offers performance and technology that exceeds that of the world's most expensive and sophisticated supercars, while competing in a much more accessible market segment. To achieve this result, we designed every component from scratch to meet the extreme goals of the 12C and avoid any compromise. Forget what you know about sports car companies, McLaren is different." The car is built with a Carbon MonoCell — a carbon-composite construction pioneered by McLaren in the 1981 Formula One MP4/1 model — but to reduce costs, is moulded as one piece. It is the first time a chassis has been made this way. McLaren claims that this design allows a much narrower structure overall which creates a more compact car that is easier to position on the road and more rewarding to drive. The engine is a bespoke McLaren 1M838T2 3.8-litre, V8 bi-turbo that produces about 450kW/600Nm and drives through a McLaren seven-speed Seamless Shift dual clutch gearbox (SSG). Sheriff says the engine delivers the highest horsepower to CO2 ratio of any car on the market with an internal combustion engine "and that includes petrol and diesel hybrids". Although the recent economic downturn has affected the performance car sector, McLaren Automotive believes that the MP4-12C's market segment has grown from 8000 sales in 2000 to more than 28,000 in 2007. Sheriff says this highlights the potential that exists and that it will soon return to at least 2007 levels. "By the time the 12C is launched in 2011 we expect the economic conditions to be much improved," he says. "We have already seen significant interest in the car and the supply of the 12C will be relatively scarce; in its first year we plan to produce just 1000 cars which represents only 3.5 per cent of its market." McLaren Automotive will distribute the 12C and future models through a brand-new retail network in all global markets.

A Fiat 500 with teeth and the Alfa Romeo Mito with new, greener engines.