Articles by Neil Dowling

Why do rich people buy diesel-fuelled luxury cars? It's not that they can't afford petrol and one would think that forking out $200,000-plus for a big oil-burner would be pointless. But well-heeled people buy diesel cars — in fact, more than one-third of all BMWs sold in Australia are diesel, making the marque the most popular luxury diesel maker — for three main reasons.In no particular order, a diesel needs about a third less visits to the bowser as its petrol-fuelled equivalent. Less time filling up equals more time doing other things, like reading the newspaper over a cup of coffee while thinking about ways to make money.The second reason is the subjectively warm and cuddly feeling you get from driving a big, fuel efficient and (relatively) low-polluting car. The fact that a diesel has substantially lower fuel consumption also means it pumps out far less carbon-dioxide. Most European cars also have particulate and oxidation filters to dramatically cut other nasties such as nitrous oxides and hydro-carbon soot. Then there's performance. Though you'd probably never expect it, diesels can really get up and fire.Now to the BMW 730d. The Europeans who can afford a car like this love them because they'll run long and hard over international freeways on fuel that — unlike Australia — is cheaper than petrol. Buyers miss nothing in the way of luxury and even clever soundproofing makes the 730d as quiet as its petrol equivalent.Variants and pricing The 730d costs $198,800 to make it the cheapest 7-Series, $4200 less than the 3-litre petrol six-cylinder 740i. The 740i is faster to 100km/h by 1.3 seconds but averages 9.9 litres/100km; more than the diesel's 7.2 l/100km average.So there's sense in choosing the diesel 7-Series rather than the petrol. But to most buyers, that's not the point. It's all about convenience. You'd squeeze 1111km out of the diesel's tank and 828km out of the petrol before needing a refill. You won't miss out on any luxury and you'd be hard pressed to notice the slightly less acceleration time.Engine and technology The diesel engine is a new unit that is shared with the 330d and will soon begin to appear in other BMW models. Compared with its predecessor, it gets an aluminium block, a turbo with a variable-pitch impellor and a higher pressure injection system. Power and torque is up and fuel consumption is down.Clever body aids — including air flaps in the grille that only open when the engine needs additional cooling — cut air drag to a slippery 0.29. Anything under 0.30 is excellent. Most body panels are aluminium which makes big savings — the roof alone saves 7kg and the doors add up to a 22kg saving.The 730d also has brake-energy regeneration, automatically engaging the alternator only when the car is coasting or braking. That boosts the battery power and reduces the engine's commitment to running ancillary components. For the driver, all this is academic. The 730d may be big but a plethora of electronic aids makes it feel nimble and light to operate.EquipmentMost drivers will take it as it is and luxuriate in the comfort features. More curious owners will start playing with the buttons, finding the ‘dynamic driving control’ as being the key to changing this car from limousine status into something akin to a sports sedan. Granted, a big sports sedan. This control offers comfort, normal, sport and sport-plus settings that adjust the suspension, throttle and steering response.The effect is as predicable as the names of the setting, with comfort soaking up and insulating every road imperfection while sport tightens up the car, extends the gearbox upshift points and firms the suspension. Sport-plus sharpens everything to razor-blade fineness and even turns off the electronic stability control to turf out the nanny. The sport-plus setting, though tempting, isn't recommended for the road. The sport switch is perfect for a bit of exhilaration but the comfort suits the car and will, possibly, better suit the maturity of the owner.As you'd expect, standard equipment is extensive. It includes head-up display speedo, headlights that turn into corners, auto door and boot closing, TV and DVD satellite navigation, heated and ventilated front seats and a reverse camera.The BMW feels exclusive yet has active rivals in the recently-released upgrade of the S-Class, the Audi A8 and the Lexus — even though the Lexus isn't a diesel. What's so alluring about the 730d is the ease at which it does everything and the ability to go so far between fuel top-ups. That alone is worth more than money to some buyers.Verdict: 93/100BMW 730d Price: $198,800Engine: 3-litre, in-line six-cyl turbo-dieselPower: 180kW @ 4000rpmTorque: 540Nm @ 1750-3000rpmPerformance: 0-100km/h: 7.2 secondsEconomy (official): 7.2 litres/100km, (tested): 7.9 litres/100kmEmissions: 192g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; rear-driveRivals: Audi A8 3.0TDI quattro ($172,900) — 91/100Lexus LS460 ($201,000) — 90/100Mercedes S320CDI ($201,810) — 92/100

Three decades ago the townfolk would have piled kindling in the town square in preparation for burning the heretic who forecast 4WDs with airconditioning.Twenty years ago the same grilling would be applied at the mention of automatic transmission and even a few years ago dark clouds would form above the person uttering leather upholstery.The fact is that the 4WD as we once knew it is gradually being morphed into a station wagon, with all the comforts of a sedan and all the appearance of a go-anywhere leisure machine.Take all that to the ultimate stage and you will have a vehicle that looks tough but has a soft centre. In case you missed it, that stage has already arrived. The Lexus RX350 is one of the latest SUVs to lavish features and comfort on its occupants.It would be staggering for a 1970s Land Rover owner to even contemplate what's inside this wagon. But just to make you jealous, here's some of the features: Radar cruise control with a pre-collision warning system; swivelling xenon headlights; rear-view camera with clearance and parking sensors; and head-up display of vehicle speed.Thankfully, none of this requires much input from the driver. Though it looks a lot like last year's RX350, this one is bigger, lower and more powerful.It is a beautiful drive — a machine that will just eat the kilometres. Lexus has successfully endeavoured to rid the wagon of almost all noise and the result is a bit numbing.The wagon is as quiet as a mouse and is almost un-nerving in the way it isolates the outside world. This will suit some owners who will then bask in the feature list. There's plenty of thrills when the accelerator is prodded but it doesn't transfer to the occupants. The RX350 could just as easily be electric.The test vehicle showed that SUVs can make sense in the country thanks to Lexus neatly incorporating a full-size spare wheel. Too often carmakers talk safety and then fit a space-saver spare wheel that is, at best, dangerous as an alternative tyre in the country. At least Lexus gives you the choice.In the Sport Luxury tested, that list extends to more things that you'd probably have time to play with. But play you will. The cameras will alert you what's behind the wagon will give you a sense of security and the 15-speaker Mark Levinson audio system will wrap you in its warm sound.The leather front seats have heaters and ventilation and almost infinite electric adjustment. Lexus made a change this model that, while logical, took away one of the wagon's best features — a touch screen. Now there's a mouse-like controller on the centre console that accesses everything from the sat-nav to the radio from the big screen.Owners of the previous model complained about glare _ and fingerprints _ on the screen so Lexus lifted the screen higher, placed a hood to shield light, and fitted a computer mouse to access all the data. Shame, because it's now easy to see, but not as easy (or as quick) to get information.This is an impressive vehicle. It's a solid alternative to a conventional sedan but its appeal lies more in its quality and features than any driving pleasure.

The humble Ford Falcon depreciates faster than any other car on the Australian market, retaining only 47.9 per cent of its value after two years. The Falcon BF MkII slid from $39,890 when new in 2007 to a mere $19,100 to delight used car buyers but create a financial headache for its first owner. But though it topped the list for the car to lose more money in two years than any other, information from automotive researchers Glass's Information Services show the Falcon wasn't much different from its rivals, the now-obsolete Mitsubishi 380 SX and the VZ Holden Commodore. The 380, dumped from Mitsubishi's line up after its Adelaide factory closed last year, retained the same 47.9 per cent as the Falcon and is according to Glass's data, is now worth only $15,800. Glass's operations manager, Chris D'Sousa, says there should be no surprises that the large car sector — of which the 380, the Falcon and Commodore belong — has been hit the hardest on the used car market because of last year's surge in petrol prices. However, he acknowledges that the niche market of the FPV range resulted in the GT Cobra retaining 92.2 per cent of its value after two years. On the other side of the ledger, small cars fared much better. The 2007 small car that retained its value more than any other was the Honda Civic Hybrid with a massive 87.6 per cent of its value retained. It is listed as costing $32,990 new and is now $28,900. But it isn't all good news for the little cars with the worse performer being the Alfa Romeo 147 GTA three-door that fell from $63,990 new to $37,600 now. Even the baby light-car segment has its heroes — the Mazda2 with a whopping 92.1 per cent retained value — and losers. In this case the Proton Satria lost 40.5 per cent of its value, slipping from $18,990 new to $11,300 now. There were interesting winners in the medium-car class, where the Mercedes-Benz C-Class diesels occupied the top 10 places. Sports car winners were dominated by the Ferrari models — the best is the Scaglietti with a 101.9 per cent retention meaning it's worth more after two years than when new in 2007. Even more bizarre is the Ford F250 and F350 range that record a retained value of between 112 per cent and 122 per cent. Mr D'Sousa says these cab-chassis and crew-cab trucks wee highly sought after by tow-truck operators and fifth-wheel buyers and, because they were now out of production, the used market has soared. 2007 LARGE CARS (retained value): THE WORST: 1. Ford Falcon BF — 47.9% 2. Mitsubishi 380 — 47.9% 3. Holden Commodore VZ — 48% THE BEST: 1. Ford FPV GT Cobra — 92.2% 2. Mercedes E-Class — 72.9% 2007 MEDIUM CARS (retained value): THE WORST: 1. Saab 9-3 sedan — 56.4% 2. Jaguar X-Type V6 — 56.4% THE BEST: 1. Mercedes C-Class diesel — 80.8% 2. Ford Mondeo LX — 76.7% 2007 SMALL CARS (retained value): THE WORST: 1. Alfa Romeo 147 GTA — 58.9% THE BEST: 1. Honda Civic Hybrid — 87.6% 2007 LIGHT CARS (retained value): THE WORST: 1. Proton Satria — 59.5% THE BEST: 1. Mazda2 — 92.1% 2007 SPORTS CARS (retained value): THE WORST: 1. Citroen C4 VTS — 51.9% THE BEST: 1. Ferrari Scaglietti — 101.9% 2007 SUV COMPACT (retained value): THE WORST: 1. Ssangyong Actyon — 54.4% THE BEST: 1. Mazda CX-7 — 82.7% 2007 SUV MEDIUM (retained value): THE WORST: 1. Holden Adventra V6 — 56.8% THE BEST: 1. Toyota Prado diesel — 88.9% 2007 SUV LARGE (retained value): THE WORST: 1. Ford Explorer — 55.7% THE BEST: 1. Mercedes GL diesel — 92.2%

Only about five Porsche 911 Sport Classics — a hand-built, bespoke celebration of the 911's 40-year history — will come to Australia from a fixed global production run of just 250. So exclusive is the car that Porsche Australia spokesman Paul Ellis doesn't know the final price and has yet to take any orders. "But we know we'll sell what we can get," he says. "This is a very exclusive car that is basically hand built. It even has a woven leather interior as well as the very best components from Porsche." The Porsche 911 Sport Classic revives the aura of one of its most outstanding models, the 1973 Carrera RS 2.7. It's taken Porsche three years to develop this car and yet it will make only 250 units. To be shown at next week's Frankfurt Motor Show, the Sport Classic has been developed by the company's specialist department, Porsche Exclusive. Reflecting the Carrera's design is the Sport Classic's ducktail rear spoiler and the Fuchs-style design of the special custom-made alloy wheels. The distinctive double-dome roof is borrowed from the style of the 911 Panamericana show car and in the roofline of the Carrera GT. The coupe is further defined by its more powerful engine, unique exterior with reshaped front and rear styling, a new centre section in the roof, new side sills and new shape of front and rear lights. Porsche says that every car in this limited series comes in an exclusive paint colour called Sport Classic Grey with subtle dark trim strips. The interior is finished in Espresso Nature and is claimed to go further than the current customising portfolio available on the other 911 models. Power comes from a worked version of the 3.8-litre flat-six engine that now delivers 300kW. The engine has a unique six-butterfly intake manifold. The Sport Classic has a six-speed manual transmission and sprints to 100km/h from rest in 4.6 seconds and on to a top speed of 302km/h. Fuel consumption, for those who care, is claimed to average 10.6 litres/100km. While the limited edition 911 Sport Classic is based on the 911 Carrera S, it has aluminium doors and features the rear bodywork of the all-wheel drive models — meaning it is 44mm wider and has a rear track extended by 34mm.  

As humans we are cautious, even violent, towards mutations of our species. It's part of being a human. Ironically, we are mutants and books describing the origin of the species discuss the intervening years that eventually made you look like you and me like Brad Pitt. But we accept minor variations on our theme, placing as much blame as necessary on our parents and the irregularities of DNA.Cars are no different. There is, for example, a lot of Lancia in the Alfa Romeo Mito. For those who came in late, Lancia has a rich history of innovation and racing success but has more recently plunged to become a directionless division of Alfa Romeo's parent, Fiat. In the past few years Lancia has made a saloon for the Pope and sold some baby cars with a funny grille to compete with Fiat. It's all rather pointless.Or it was until Alfa stumbled over the Lancia concept of pregnant styling in a compact car enriched with chrome trimmings and a funny grille. This is the Mito. It is Alfa's smallest car in recent history and in size and price, rivals the family Fiat's 500 and Punto plus it attempts to lure people who are also looking at the Mini, Fiesta, Mazda2, Jazz, Peugeot 207, Volkswagen Polo and Toyota Yaris. That's stiff competition.Charming looks In styling, the Mito also shares a lot with the forthcoming Alfa 149, replacement to the current 147, with its tiny rear hatch and a profile like a badly drawn animal with its nose longer than its tail. However this imbalance, and the fried-egg shape of the polycarbonate headlight covers, give the Mito its distinctiveness and with it, a likeable charm. Onlookers were intrigued by its design though awkwardly guarded when asked to comment.Drivetrains Though it's an Alfa, it doesn't feel like an Alfa. The exhaust doesn't make the same sound as the 147 hatch and there's no distinctive Alfa perfume emitting from the cabin's fabrics. But it retains the urgency of an Alfa. The engine is always willing and even if it needs a hefty prod, it comes to the party with eagerness.The Mito borrows the Fiat Punto's 1.4-litre engine and delivers it in two guises — an 88kW for the Mito tested and a 114kW version in the Mito Sport. Both are turbocharged and, aside from the Sport getting one more cog to give it a six-speed transmission, it's really only electronic engine management changes that splits the two.Variants and pricing There's $6000 difference in price between the Mito and the Mito Sport and only a weeny 0.8 seconds separates them on the 0-100km/h dash. Is that worth $6000? Truthfully, there are quite a lot of extra things that make the difference and you'd be better off paying the extra. As it stands, the base Mito offers little for its price compared with some excellent rivals — VW Golf, Peugeot, Audi and Volvo among them.InteriorThen there are other issues. Like the seating position that suits tall people because the steering column sits unusually high. Though there's a telescopic and tilt adjustment, the wheel still never feels low and sporty. Only high and bus-like.This, combined with the expansive dashboard and the large distance to the windscreen pushes the driver back towards the centre of the car. It doesn't do a lot for rear seat passengers. At best, only children will fit. But the rear seats do split and fold down to boost boot space and it's more likely the Mito will — like the Mini — become just a two seater.Driving On the road, the Mito doesn't disappoint its illustrious ancestors. Though the engine gets a lot of attention because of its eagerness, it is the suspension that quietly reflects how the Italians can, sometimes, get it right with a balance of comfort and fine cornering.There is some sharp reaction through the suspension to potholes but generally the Mito is a confident handler. The steering is initially offputting because it is electrically-assisted and feels vague and lifeless. But it becomes familiar and ultimately a joy to steer. But this is not my favourite car. The VW Golf is far too sophisticated and perfectly built for the Mito to challenge.Verdict: 76/100Alfa Romeo Mito Price: from $31,490Engine: 1.4-litre, 4-cylinder, turbochargerPower: 88kW@5000rpmTorque: 206Nm@1750rpmPerformance: 0-100km/h in 8.8 seconds, top speed 198km/hTransmission: 5-speed manual; front-driveEconomy (official): 6.1 litres/100km, (tested): 7.5 litres/100kmEmissions: 145g/km (Corolla: 175g/km)Rivals Audi A3 1.6 ($35,400) — 84/100;Mini Cooper ($33,450) — 68/100;Peugeot 308 1.6 Turbo ($31,590) — 86/100;Volvo C30 2.4 ($36,450) — 81/100;VW Golf 118TSI ($30,490) — 88/100

...and a plug-in version of its existing Prius Hybrid. The Corolla - called Auris in Europe - is a full hybrid that uses the Prius drivetrain. It will be shown, along with the Prius Plug-in Hybrid Concept, at next week's Frankfurt Motor Show. The plug-in system is still in conceptual stage though Toyota says it will start trials in Europe next year with 150 vehicles leased to selected fleet companies. The addition of the plug-in charge system allows the Prius to operate purely on its electric motor for short-range day-to-day driving.

Delusion may be frowned upon by people in the ‘real’ world but it has tempting advantages.I, for example, could delude myself that even after having four children, there is an ever-so-slight yearning to have more kids to fill any void in my life and the empty seats in my people mover.And not just any people mover. Australians can kid themselves that they're happy with a hatchback but show them a Honda Odyssey and they go completely gaga over its practicalities.This is a people mover like few others. Though it shares DNA with commercial metal boxes such as the Nissan Nomad and Toyota Lite-Ace, is so many streets ahead it's difficult to speak of them in the same breath.Honda threw away the traditional commercial van design guide by lowering its version's floor. That brought down the roofline and though its lengthy proportions tend to link it with a hearse, it has a very versatile and spacious cabin.The Odyssey seats seven people — real people, not babies — and has excellent centre and third-row seat flexibility. Seats flip, individually fold flat, can be removed and even slide. The third row folds into the floor so creates a flat luggage area. It's easy to get in and out of the third seat row. Once in, you note that visibility is pretty good and there's air vents overhead.Then there's the styling. There are overtones of a fun fair space capsule — a theme Honda infuses in its other car and motorcycle models — and though it can grate, it is never dull. In fact the flowing lines of the dashboard and the varying hues and textures — even the orange plastic wood trim — work to shrink what would otherwise be a big slab of black plastic.Heaps of personal storage spaces include centre armrests for the front and centre seats, big door pockets, cupholders and storage for the third-seat occupants and a handy bin in the driver-side dash. The front-seat centre console also folds down for access to the centre seat.The Odyssey can load up with 600kg — on top of its dry 1700kg weight — so it needs a capable engine to get this all in motion.Honda has upped the power from the predecessor's 118kW to more welcome 132kW. But the figures don't tell the whole story. The engine a 2.4-litre four-cylinder that is basically unchanged from the previous model.Where the old engine sweated out 118kW at 5500rpm, the new one copies the power delivery but Honda has engineered the ability to rev further and keep pumping out the mumbo.So while it still puts out 118kW at 5500rpm, it will run to 6500rpm and record 132kW. Unless they're deluding themselves, no people-mover owner wants to scream through the suburbs at 6500rpm in a desperate bid to attain mechanical Nirvana. Given that there's little change in the torque curve — it's still 218Nm at 4500rpm — the drive experience is unchanged.The same deal applies to the five-speed automatic transmission which, while virtually every component has been redesigned, it still feels like the smooth-shifting gearbox of old.On paper, the combination of a smallish engine, auto transmission and lots of load space can equate a torturous country drive where caravans overtake you on inclines. In fact, the Odyssey is remarkably nimble and doesn't seem too fazed by hills.It's also very comfortable with its long wheelbase able to soak up ruts and the soft seats numbing any harshness. But it's big and the steering is vague so clearly it's no Porsche through the bends.But it is versatile, it is stylish and there's no delusion about the fact that if you have the need or want, it would be easy to fill its seats with your offspring.

Will cardigans ever make a comeback now that the Mitsubishi 380 is gone? It's possible thanks to the existence of rival carmakers who indulge in the ordinary. Nissan is one. The Maxima has, since birth, been a smartly-engineered sedan whose potential appeal was shot because of bland styling.The second generation model, the one that ended early this year, was marginally better and clearly appeased those buyers itching for the return of the wool cardigan. Now there's a new, bolder Maxima. One with a more aggressive snout and stylishly thin side glass. And yet, gauging from the cabin, it is still a cardigan car.The pleated leather seats suit the Maxima's conservative overtones, appealing to part-time lounge room retirees who like space, comfort and the slightly sanitised smell of fallen steers.Indeed, this is a car that my father would like to drive and in which my mother would like to be driven. It's not a young man's car, despite marketing efforts that may imply it's the older brother of the 350Z coupe. They share an engine block, dearest, not a heart.Against rivals such as the Holden Berlina V6 (which is in the throes of a major drivetrain upgrade), the Falcon 6GE (one of the best-value large cars around), the Honda Accord V6, Skoda Superb 1.8 (gasp! Truly, 1800cc) and the impressive Toyota Aurion Presara, the Maxima hits hard but the return punches are harder.While this new Maxima is a step above its predecessor — particularly in its much-needed new look — it doesn't reflect value. I like the simplicity of the body style and the cabin but most people still think it's stark. It has all the features and more of its rivals, it just doesn't make a show of them.Everything works perfectly, though I still can't see the benefit of foot-operated park brakes when there's room for a conventional handbrake in the centre console and even technology around for an electronic version that takes up the space of a postage stamp.The keyless entry and start suits the car and, dare I say, the more mature motorist who is inclined to forget the keys. I speak from personal experience. The Maxima Ti version tested wants for nothing and, at $46,990, is good value for money.Most of the attention will centre on the car's roominess — it's generous, especially the boot — and its comfort. There is much to praise about the ride comfort which gently absorbs life's irregularities and does the whole motoring thing in a quiet, unfussed manner. As I said, a cardigan.The spark of life comes in the form of the engine which is a retuned version of the previous model's 3.5-litre V6 and not the 370Z's 3.7-litre unit. It feels sharper, more responsive and delivers its liveliness with a guttural tone. Though the continuously-variable transmission — an automatic gearbox without traditional cogs — is effective and smooth, it softens the engine's delivery and at times feels like the right pedal is being cushioned by a big marshmallow. Egg the Maxima along and it'll put up a good show — especially when you select the transmission's manual mode — but its preference is to cruise.

Though motorists express anger at rising petrol prices, new cars running on fuel costing half as much are being avoided in huge numbers. For the whole of 2008, only 527 dedicated-LPG cars were sold to private buyers across Australia.And it's getting worse, not better. This year, in the first seven months of 2009, only 118 Australians bought a new passenger car fuelled only by LPG. Holden also reports that sales of its dual-fuel (LPG and petrol) Commodores are down by half compared to last year as petrol prices stabilise. To put it into perspective ... to July 31 this year, 319 motorists chose a new hybrid, 9402 bought a diesel car and 163,726 now own a new petrol-fuelled car.Private LPG buyers make up an almost negligible 0.07 per cent of all private passenger cars sold this year. The automotive and associated industries are aghast at the lack of interest in liquified petroleum gas.Australia has an estimated 65 years of LPG and other vehicle-compliant gas supplies yet will need to supplement 80 per cent of its petrol and diesel needs within 20 years. Australia also has 3200 LPG stations — roughly one in every two stations sells LPG — so the fuel is as frequently available as it is cheap.Holden's Large Car and SUV marketing manager, Kristian Aqualina, says the first step in selling more LPG vehicles was changing buyer perceptions. “People are generally adverse to LPG because they may have had experience in the past of poor LPG conversions or poor vehicle performance,” he says. “That's a challenge for manufacturers. But there have been huge advances. A Holden Omega on LPG is no different in performance and the driving experience to a Holden Omega running on petrol. The biggest difference is that the cost of the fuel is half.”Aqualina says Holden was exploring dedicated LPG cars so the car's boot space isn't reduced by a gas tank. He says the Commodore LPG availability could be extended beyond the current Berlina model to include the luxury Calais model. And he says Holden's Australian-built small car, the Cruze hatchback which starts production next year, could have an LPG option.“LPG makes a lot of sense. People worry about safety but our LPG cars have the same 5-star crash safety rating as the petrol cars,” he says. “Refuelling is a bit different from fuelling a petrol car but that's it — it's just different, not harder.”The managing director of Orbital Autogas Systems, Tony Fitzgerald, agreed that the biggest challenge with LPG is public perception. “It is seen as a poor man's or a commercial fuel, similar to the perception of diesel a decade ago.”But Fitzgerald says it doesn't have to be like that. “I think you'll see LPG become a well-accepted alternative, like diesel has, because of its lower emissions, equivalent performance and much lower purchase price. “There's also the issue of availability. Australia has gas in abundance and dwindling oil reserves.” Fitzgerald says larger companies with future carbon obligations can get up to a 12 per cent advantage by switching to LPG, based on an LPG engine's emissions of about 12 per cent less CO2 than a petrol engine.The managing director of specialist consulting group, Rare Consulting Mark McKenzie recently told a Society of Automotive Engineers Australasia (SAE-A) gaseous fuels conference that LPG and associated gases could be the nation's transport fuel of the future.“Development of alternative fuels — including LPG and LNG — will reduce Australia's vulnerability to rising prices and the supply chain,” he says. “Australia has a 65-year supply of gas, which can help meet national greenhouse gas targets by reducing transport emissions — the third-largest source (of CO2).” 

...when Volkswagen in Australia debuts its 2010 Caravelle and Transporter models. The art of transporting people and cargo gets even more sophisticated early next year when Volkswagen in Australia debuts its 2010 Caravelle and Transporter models.To be first shown at next month's Frankfurt Motor Show, the people movers and commercial van range will appear here in much the same line-up as the existing model. But Volkswagen Group Australia spokesman Karl Gehling says unlike most markets, there will be no California model.Volkswagen claims its new van range comes with a 10 per cent fuel saving and has the latest technology, comfort and safety features. The vans are based on the architecture of the current model though externally pick up Volkswagen's passenger car — predominantly the Golf — look in the nose section. There's also new tail lights and mirrors.Bigger news is the latest generation electronic stability control system that comes with hill-start assist and an emergency brake light function. Available as an option will be a side-assist lane change system — which warns the driver of anything in the vehicle's blind spot — and a new tyre monitor display to alert the driver to any decrease in tyre pressures.Drive trains in Europe include the latest 103kW/220Nm, 137kW/250Nm, 188kW/340Nm and 242kW/400Nm turbo-diesel engines that meet the latest Euro-5 emissions standard. VGA is yet to specify engine choices for Australia.The new models also get the choice of the seven-speed DSG automatic transmission. This will also be available later in 2010 with the 4MOTION all-wheel drive system that will incorporate the fourth generation Haldex coupling.