Articles by Neil McDonald

The company already gets the Escape off-roader from Taiwan and Ranger ute out of Thailand, which will be joined mid-2010 by the Fiesta hatch. Now an as-yet unnamed Asian plant will build the next-generation global Focus sedan and hatch for local launch in 2011."But in terms of the detail and what location in Asia it is still to be finalised," according to Ford Australia president, Marin Burela. A decision is expected within a few months. Thailand is unlikely despite a $608 million upgrade to the Auto Alliance Thailand joint-venture plant at Rayong south-east of Bangkok.Ford announced earlier this year that the upgrade would allow AAT to lift production capacity from 175,000 to 275,000 vehicles a year, building the Mazda2 and Fiesta for export markets. If AAT had the capacity for Focus, Thailand would be attractive as Australia enjoys a free trade agreement with zero tariffs with the Asian country.Burela backs his decision to cancel local Focus production. He says the global car industry was different back in July 2007 when Ford originally announced it would build 40,000 Focuses a year at Broadmeadows, with 15,000 exported to Asian and African markets.Since then the industry has been rocked by the global financial crisis. "The economic climate has changed," Burela says. "When we made this decision in 2007 it was the right decision at that time. Since then the world has changed and the rules have changed completely."The decision to abandon the Focus Broadmeadows plan was not taken lightly. "I think we're responding absolutely appropriately with the direction that we're taking," he says. "We came to the conclusion that to make a small car viable with the right level of technology, feature, content, styling in this country we needed to bring the most competitive levels of opportunity with that vehicle""We recognised, after studying this to death, that there was just no appropriate way for us to be able to do that by producing the vehicle locally."Burela is confident the next-generation Focus will lift the company's ability to compete in the C-car segment. "The C-car segment is very crowded," he says. "There are 24 different competitors fighting for 180,000 units in this country."The key for success here is you have to make it right, it has to be competitive and it has to have the highest level of technology, features and content. We are so confident we will deliver."

...as Europe and Japan push ahead with some cutting edge designs. Apart from the Citroen GT, the Mercedes-Benz SLS, Ferrari 458 Italia, Audi R8 V10 supercars and affordable Honda CR-Z and Peugeot RCZ,

Designers often sprout the phrase 'less is more' when describing the newest building, magazine or a piece of Paris catwalk clothing. But German carmaker Audi could quite easily use this to describe its new S4 sedan.In a bold move that many European manufacturers are following, Audi has downsized the engine from a 4.2-litre V8 to a 3.0-litre V6, driving the trademark quattro all-wheel drive system.But before you think it has gone soft, it has added a supercharger to the V6 to keep performance addicts happy. The move is designed to not only improve economy, but tougher new emissions requirements in some markets.Many newer petrol and diesel engines are also extracting the same, or even better power and torque out of lower capacity engines. Apart from the supercharger, the newest S4 V6 is mated to a slick shifting seven-speed S-tronic gearbox with steering wheel mounted paddle shifters.On paper, the V6 may be down 8kW on power compared to the V8 but has 30Nm more torque. The 440Nm is spread across a wider rev range, coming in from 2900 revs.Let off the leash, the S4 will still sprint to 100km/h in 5.3 seconds and on to a governed, but academic, top speed of 250km/h.Perhaps most importantly in these times of skyrocketing fuel prices, fuel consumption has been improved. Audi says its 9.4 litres/100km combined figure is about 24 per cent better than the old car.Although Audi refers to its S4 as a 3.0-litre TFSI, the T no longer stands for turbo.In conjunction with direct injection Audi says the supercharger is far superior to twin turbochargers both in terms of packaging as well as performance and responsiveness. It is clearly taking a dig here at the BMW 335i, which uses twin-turbochargers for both performance and refinement.In the S4 the compact supercharger fits inside the 90-degree V of the cylinder banks, in place of the intake manifold. As expected from a German carmaker, the Roots-style system is a work of art.Two four-vane rotary pistons counter-rotate inside the supercharger at up to 23,000 revs while two charge-air coolers are integrated into the housing and are connected to a separate coolant circuit.There are an impressive array of measures keeps the noise generated by the compressor to a minimum.Audi says the engine-driven belt that powers the mechanical charger provides full thrust right from idle and provides the necessary overtaking urge when needed.Visually the S4 gets discrete badging, quad exhausts, 18-inch alloys and is 20mm lower than the standard car. High performance brakes are also included, along with full a leather interior.The xenon-plus headlights and LED daytime running lights and LED rear lights add an air of purpose. Both the front and rear suspension are aluminium to save weight while the steering gear has been mounted low in the body for better precision and road feel.If you really want to explore the S4's limits there is the optional $6700 ‘driver select’ package that sharpens the car's behaviour through various electronic technologies. The system allows you to configure the level of steering assistance, damper control and gearshift shift speed.A sport differential is also part of the package but is not available as a stand-alone option. The drive select package gives drivers a choice of three settings, comfort, auto or dynamic mode.If the vehicle is equipped with the MMI operating system, a fourth mode is available which the driver can program according to their own preferences.The adaptive control system helps correct the car via lightning fast steering invention at the handling limits.The sport differential distributes torque in continuously variable proportions between the rear wheels in the manner of a conventional limited slip differential. If necessary, it diverts virtually all the power to just one of the two wheels to ensure better grip and agility.Of course, being an S4 there are huge high-performance and fade-resistant brakes sitting behind the standard 18-inch and optional 19-inch cast alloy wheels.The front brake calipers also wear the S4 logo.We were huge fans of the previous S4, with its thumping 253kW 4.2-litre V8 and an exhaust sound that was music to the ears of any red-blooded enthusiast. But in the four or so years since it landed here, things have mellowed and times have changed.Conspicuous consumption is no longer acceptable and more stringent economic times call for some belt tightening.For Audi that meant leaving the V8 behind and sliding a supercharged V6 under the bonnet of the latest-generation S4 sedan. But before you rally against the greenies, the V6 loses absolutely nothing to the V8 apart from the exhaust soundtrack and gains a hell of a lot more.Power is down ever so slightly compared to the V8 but supercharger endows the 3.0-litre V6 with plenty of torque across a wider rev range. Having less beef in the front also means the car's overall dynamics are crisper.It is a better all-round driver and the steering no longer has that disconcerting rattle through the wheel through tight corners on rough roads. The V6 gives the car a certain balance the V8 couldn't, even without the optional drive select package.Importantly too, you can tap the prodigious performance or just slip the cruise control on and still get acceptable fuel economy.We managed to get the numbers down to 11.0 litres/100km in a mix of mostly city driving with an occasional country run. That's still pretty impressive for a car with the performance X-factor of the S4.The V6 still delivers plenty of enjoyment even if the exhaust note is more subdued. The car will hit 100km/h in 5.3 seconds, .5 of a second faster than the old car.The engine delivers its power in a beautifully strong, linear way, helped by the rapid-fire changes from the seven-speed gearbox. Throw into the mix precise steering, well sorted suspension and body control and you'll quickly start to forget the old car.Whereas the V8 S4 would understeer heavily when pushed, the newcomer is agile through tight turns and feels more neutral. The steering still feels overly light just off-centre though.The extra security of the 40/60 front/rear split of the quattro all-wheel drive system is a bonus too on those damp mornings when the roads were slick with moisture.Most drivers will be perfectly happy with the standard S4. However, the take-up of the drive select option is running around 20 per cent so many enthusiasts clearly see a benefit from the technology.Visually the S4 is a wolf in sheep's clothing, made even more inconspicuous by its attractive solid white paint scheme. Like the white exterior, the interior is subdued.The only extras on the test car were attractive carbon inlays and S sports seats with Nappa leather that added an air of luxury. Apart from the nice 18-inch alloys a casual observer may think it is just a tarted up 3.0-litre TDI.Look a little closer though and the quad exhausts, body sills and nice shiny alloy finish on the exterior mirrors and S4 badges give the game away. It achieves the desired effect without resorting to loud colours or ridiculous spoilers.Inside there is a thick-rimmed steering wheel, alloy start button and S4 logos but apart from that it is quite restrained.The rest of the cabin is comparable to other A4s, which is no disappointment. The cabin is beautifully trimmed and appointed. The dash and controls are well laid out and easy to use, the materials are high-quality and the fit and finish A-grade.In some ways the S4 has been playing catch-up over the years against the likes of BMW and Mercedes-Benz so the V8 was the easy answer for the old car.The arrival of the Lexus IS-F and new Jaguar XF V8 is adding more pressure. But the new S4 V6 can cope with the competition. It is a very accomplished touring car.Ultimately, you have to really wonder how much better the expected twin-turbo V8 RS4 will be. But the bottom line is that the S4 now floats like a butterfly, but still stings like a bee.Verdict: 81/100 

Suzuki Australia has confirmed its mid-size Kizashi sedan will arrive in the second quarter of next year, pitched right into the stagnant mid-size segment. However, Suzuki Australia general manager, Tony Devers, has high hopes for the mid-sizer, which will be pitched directly at the Mazda6 and Honda Euro. "It's a driver's car and we've benchmarked the Mazda6 and Honda Accord Euro," he says. A Kizashi pre-production car is due to arrive within weeks to start the local homologation process. Devers says when production models become available he also plans to clinic the car among focus groups to see how it goes in front of potential Australian buyers. "This is the biggest passenger car that we've made," he says. "There's a lot riding on it." The Kizashi will be launched with an entry 2.4-litre front wheel drive version should be around $30,000 with a larger capacity V6 of more than 3.0-litre arriving later. The V6 may also get all-wheel drive. Ahead of the Kizashi is the new facelifted SX4, which will arrive early next year. "We've dropped the ball on the SX4," Devers says. So far this year Suzuki has sold just 1337 SX4s, down almost 50 per cent over the same period last year. Devers says the changeover to the new car is to blame. "We lost about three months of production," he says. "We definitely dropped the ball with that car." The facelifted SX4 gets a more powerful 2.0-litre engine but also a 20 per cent fuel economy lift and more equipment. Devers wants to relaunch the car with more enthusiasm in the marketplace but admits that it goes up against some tough small car competition, like the Toyota Corolla and Mazda3. Suzuki plans to push the car's individual styling as well as its all-wheel drive capacity. "AWD represents about 70 per cent of SX4 sales," Devers says. "Well definitely push that more among potential buyers." The Grand Vitara and Swift remain Suzuki's big cash-cows. Grand Vitara sales are up 12 per cent this year thanks to the addition of the 2.4-litre three-door and the Swift is weathering the overall downturn well, with sales down 14 per cent year to date. Further out a new-generation Swift and Swift Sport are due in 2011 and Suzuki wants to launch a bigger off-roader above the Grand Vitara around 2012. Devers says Suzuki's retention rate is lifting as the brand reputation grows thanks to the success of the newer entrants like the Swift. Four years ago Suzuki had a buyer retention rate of just 22 per cent. This has grown to around 60 per cent today.

But two Australian buyers have already joined the queue for the Mercedes-Benz SLS gullwing, sight unseen, putting deposits on the $500,000-plus supercar. The SLS, which pays homage to the 1950s Gullwing 300SL, is expected to be unveiled at this year's Frankfurt Motor Show.Mercedes-Benz Australia expects global demand for the SLS to be greater than the planned production output. "We want to maintain exclusivity," Mercedes-Benz Australia managing director passenger cars, Horst von Sanden, says.The SLS will not be as expensive as the million-dollar McLaren Mercedes, but its $500,000 plus price-tag will ensure it remains a rare sight on Australian roads.Von Sanden expects the SLS, with its distinctive gullwing doors, to be a magnet for collectors. "It's that type of car," he says. "For many customers it is a collectors car and the build volume will be limited globally to reflect that." The SLS is the first supercar developed in-house by the AMG performance division.More details about the Ferrari-beater are surfacing daily. It makes extensive use of alloy for its body and chassis to keep its weight down to around 1600kg.The car's United States dealership guide shows it will feature a mid-front mounted 6.3-litre hand-built V8 AMG engine developing 420kW/650Nm. The engine's mid-front mounting position helps deliver a 48/52 front to rear weight balance.The AMG tuned engine gives the car a top speed of 315km/h and it will rocket to 100km/h in 3.8 seconds. The V8 will be mated to a standard AMG seven-speed dual clutch transmission and limited slip differential.Among the features expected are keyless-start, auto-dimming mirrors and dual zone climate control, rear view camera's, daytime running lights, six-disc CD changer with MP3 connectivity and a 40GB satellite navigation system. US buyers can also individualise their cars.Several different standard leather trims will be available and carbon fibre trim is on the list for $5500. Throw carbon fibre side mirrors into the list and these will set you back $6200. A carbon fibre engine cover is $6600. If that is not enough, buyers can also spend another $11,000 to fit out the cabin with more carbon fibre for the sills and seat surrounds.A comprehensive Bang & Olufsen 10 speaker, 1000 watt speaker system is also offered for $7800. Other options include an AMG suspension upgrade for $1900. Carbon ceramic brakes will cost $16,000.

The 2010 Saab 9-5 has been revealed in all its glory across Europe three months ahead of its Frankfurt Motor Show debut.

There is a new baby car screaming for attention. Suzuki's new five-door 1.0-litre Alto hatch enters the light car class from $12,490 for the well-equipped five-speed manual.It is pitching into a new nursery of sub-light microcars heading our way from Korea and China over the next 18 months. But in reality it must also go up against larger-engined rivals like the three-door Hyundai Getz, Holden Barina and Toyota Yaris, as well as the Kia Rio.But Suzuki Australia general manager, Tony Devers, says the public mood is right for a car like the Alto. "If economists are correct we could be paying $1.60 a litre for petrol by Christmas so there is an opportunity with cars like this," he says."The Alto is not only a good proposition for budget buyers, but people with an eye for economy and the environment."He has big hopes for the five-door hatch even though Suzuki has set quite modest sales targets of just 1000 this year and about 3000 next year. Devers says it has the potential to help grow a new segment ahead of the arrival of the Hyundai i10, Proton Saga and entrants from China. "Hyundai is keen to see how this car goes but we don't want to give too much away with our expectations," he says.Suzuki is doing a hard-sell on the car's European styling and engineering, good fuel economy and low C02 emissions, presenting itself as a real-world low-cost `green' car."The Alto is already a hit in Europe and India, where demand is exceeding supply. Although designed in-house, Suzuki looked to Europe for inspiration in both the car's styling and driving experience.Platform and safety The smallest member of Suzuki's range tips the scales at just 850kg and measures 3500mm in length and 1600mm in width and has a wheelbase of 2360mm. It has a compact turning circle of 9m. The car is only marginally shorter than the Swift, which measures 3755mm long and 1690mm wider. Despite its diminutive size and light-weight, the Alto makes extensive use of high strength steels that have helped deliver a four-star crash rating.EngineThe Alto is powered by a Euro 4 compliant three-cylinder engine that develops 50kW at 6000 revs and 90Nm at 3400 revs .Its combined fuel economy figure is a hybrid-busting 4.8 l/100km and CO2 emissions of 113g/km. However, the downside is that the engine must run on more expensive premium unleaded.Variants and pricing Two variants are available, the GL and GLX. Introductory prices start at $12,490 for the GL manual with the GLX manual $14,490. A four-speed automatic is an extra $2000. Despite its low-cost entry, the micro-Alto gets standard safety features rarely seen in the light car segment. Six airbags, traction control, anti-skid brakes and brake assist are standard and the GLX version adds electronic stability control.The GL has air conditioning, CD stereo system with MP3 auxiliary input, remote central locking, anti-skid brakes and front electric windows.The GLX adds 14-inch alloys, foglights, a six-speaker sound system and tachometer. A full-size spare wheel is also standard.Appearance and interior Visually the Alto adopts a distinct Euro look within its compact dimensions and oversized headlights. In profile the car has a wedge-shape with a rising shoulder line along the rear door that provides a contemporary look. At the back the truncated rear end has a wide opening hatch with large high-set tail-lights and bumper. Inside the cabin uses sturdy, but hard plastics, integrated CD/stereo, height adjustable steering wheel.The driver gets a motorcycle-inspired single speedo with integrated digital fuel gauge. The front seats are similar to those in the SX4 and Swift and are height adjustable on the GLX. The rear seats split fold 50/50 with a small amount of boot space. There are plenty of storage spaces in the cabin.The CD stereo was specifically designed for the car to wrap seamlessly around the centre console.MarketDevers expects the Alto to be popular with people looking for a low-cost second car and two other distinct buyer types. "There are the over 45 couples or empty nesters and then the 18 to 23 year old singles looking for their first car," he says. The Alto is build at Suzuki's Manesar plant in India. The first Alto was launched in Japan in 1979 and over the past 30 years more than 10 million have been sold globally.DrivingThis is not a story about power and performance. The Alto is not that type of car. Instead, you get a reasonably willing little three-cylinder city commuter that even with just 50kW on board, can keep up with peak-hour city traffic without trouble.The bigger surprise is how refined the Alto is over rougher undulating roads. It exhibits a high level of engineering integrity in the way it steers and rides over some of Melbourne's harsher bumps.And those who expect tinny cheap-as-chips motoring will be pleasantly surprised. The Alto feels like a more substantial car that it really is and the six standard airbags provide some extra comfort. The doors shut with thud and the cabin is sturdy despite the extensive use of hard plastics.There is plenty of storage but the lack of a proper glovebox lid means valuable items will need to be tucked out of sight. Front seat passengers are treated well. There is plenty of leg and headroom and the seats are surprisingly supportive. In the back though, legroom is modest and so is boot space. We suspect many owners will just flip the 50/50 split rear seats down and use it as a comfy two-seater.Fire up the 988cc three cylinder and you get a distinct "heartbeat" throb at idle that smooths out once under way. At highway speeds the wee little hatch is quite capable of keeping up with traffic while the cabin remains impressively quiet and composed. Wind noise is low and the car will track true even in the harshest crosswinds.Of course if you mash the accelerator away from traffic lights the engine will scream its lungs out but it is a willing, if leisurely performer. Perhaps the only downside is that when mated to the smooth four speed auto - expected to be the most popular choice - it is a little slow off the mark.The steering is direct yet reasonably weighty, but not enough to discourage folk who like light-fingered steering. The Alto's tiny turning circle and size makes it the perfect city car.But the biggest surprise about Suzuki's newest hatch is that after four hours tootling around town we could quite easily have hit the road to Sydney without feeling even slightly embarrassed, particularly when you pulled up at a petrol pump.Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

The good folk at Sindelfingen have looked to the past to give us the future. One look at the new Mercedes-Benz E-Class sedan shows that the design team has taken some cues from the famous 1950s Pontoon models.The E-Class shares that car's bulging rear wheel arches, incorporated into the ninth-generation car's 21st century design. Apart from a passing nod to the Pontoon, the newest Merc gains a modern interpretation of the E-Class's quad headlight treatment wrapped around an entirely new body.As expected, it bristles with safety and technology. Mercedes boldly describes it as the safest car in the world.Prices have been trimmed on some models and there is more equipment across the range, while service intervals have been lifted to 25,000km.The range initially kicks off with the $128,900 E350 V6 and $178,900 E500 V8 with four other models arriving in two months. Both carry over the same engines with no change in performance. The E350 develops 200kW/350Nm while the E500 ups the ante with 285kW/530Nm.From September - two four-cylinder CDI turbo-diesels, a V6 CDI and a four cylinder CGI direction injection petrol engine join the lineup. These engines are all part of the company's Blue Efficiency technologies designed to improve aerodynamics, fuel consumption and emissions.The latest generation turbo-diesels and petrol CGI engines show just how far engine technology has come, delivering more power and torque from smaller capacity units. The 2.1-litre E220 CDI develops 125kW/400Nm, the 1.8-litre E250 CGI has 150kW/310Nm, the E250 CDI develops 150kW/500Nm and the E350 CDI develops 170kW/540Nm.The arrival of an entry level turbo-diesel is a marked departure for the brand, according to Mercedes-Benz Australia managing director, passenger cars, Horst von Sanden. It also becomes the first four-cylinder diesel E-Class to be sold here.Von Sanden says the E220 CDI reflects the growing acceptance of modern diesel technology by Australian customers. He says adding more gear into the cars was also a direct reaction to market demands. The luxury segment had become more price sensitive, he says. "We saw that with the runout of the old car," he says. "Even luxury buyers are expecting more."The entry car will be the $80,900 E220 CDI diesel four, $93,900 E250 CGI petrol four, $96,900 E 250 CDI diesel four and $131,900 E350 CDI V6. The new E350 costs $2965 less than the outgoing model, yet gets more than $10,000 in additional standard equipment. The E500 sedan is $11,232 more expensive but gets about $21,000 worth of additional standard equipment.Buyers can also specify the $5700 AMG sports pack which adds 18-inch AMG alloys, body kit, firmer suspension, sports seats, three-spoke steering wheel and brushed alloy pedals.The E350 gets front and rear parking sensors with parking guidance, 7-speed G-tronic automatic, lane keeping package with blind-spot alarm, attention assist, 18-inch alloys, bi-Xenon headlights with adaptive highbeam assist, cruise control, split/fold rear seats, cupholders, cable for the iPod input, multi-contour front seats and multi-zone climate control air-conditioning.The E500 ups the ante with keyless entry and go, more luxurious front seats, alarm and sunblinds in the rear and side rear seats.The ninth-generation sedan has grown slightly in all directions except height. At 2874mm, the wheelbase is 20mm longer, which has helped liberate more interior room. The sedan's boot capacity remains at 540-litres but it has been redesigned to improve accessibility so it can take four golfbags. Every E-Class now also gets a split fold rear seat to increase luggage room.Those looking for more punch will have to wait until November when the hotter 6.3-litre V8 E63 AMG model arrives.Mercedes has clearly improved every area of the sedan. It's stronger, quieter, beautifully finished and there is enough room and lashings of leather to please all occupants front and rear.The twin headlight front remains but the front is squarer and more upright around the familiar Mercedes grille. The overall look is mature but from some angles not as resolved as the previous generation. Time will tell how well the design will wear. At the back, the lines are more conservative with wide and bold LED tail-lights.Buyers initially have the choice of the E350 3.0-litre V6 petrol along with the E500 5.5-litre V8. Both engines carry over from the previous model. But once the newer CDI models arrive, even Mercedes admits that these powerplants have the potential to be volume sellers. With the imminent arrival of some of the impressive turbo-diesels from September, the petrol 3.0-litre V6 might just be overtaken in the performance stakes.Both the E350 and E500 have gained a bit of weight, but the benefit is added safety and a quieter car. However, with 200kW and 350Nm on tap it is a lot to ask the V6 to propel the hefty E350 1711kg sedan.On paper, Mercedes quotes a zero to 100km/h sprint of 6.3 seconds for the V6 and 5.2 seconds for the V8. On the road though both engines do not feel particularly brisk but it may have been because the cabin is so quiet that you do not get any urgency or sense of speed. Both models just go about their business without fuss.The cabin takes its cues from the S-Class and both the driver and passengers are cosetted and pampered. The ride overall in the V6 is composed, the direct control steering works well and the impressive seats set a benchmark for other brands in comfort and support.The E500 gets the lastest-generation air suspension with adaptive dampers. It delivers a plush ride on the comfort setting but feels best on the firmer setting, which adds some precision without losing ride comfort. That said, the E500 is probably best described as a luxury point-to-point tourer than an outright performance machine. It's about cocooning the occupants.There are no complaints about the seven-speed automatics in either car. Changes are slick and seamless but the V6 requires a hefty shove of the accelerator when overtaking. It is already clear that on paper at least, the 150kW/500Nm 2.1-litre E250 CDI and 170kW/540Nm V6 E350 CDI may well be the pick of the E-Class bunch.The V6 and V8 are adequate but we can't wait to drive the diesels.

So Mercedes-Benz has responded by trimming the entry price into its new E-Class sedan range and adding more equipment.The newest range opener is also now a 2.1-litre turbo diesel, the 220 CDI, which arrives in September with a pricetag of $80,900, about $10,000 cheaper than the outgoing 1.8-litre 200 Kompressor model. The CDI also becomes the first modern four-cylinder turbo-diesel E-Class to be sold here. The 220 CDI will be joined in two months by the $93,900 E250 CGI petrol four, $96,900 E 250 CDI diesel four and $131,900 E350 CDI V6.These engines are all part of the company's Blue Efficiency technologies designed to reduce aerodynamics, fuel consumption and emissions. The range initially kicks off with the $128,900 E350 V6 and $178,900 E500 V8. The new 3.5-litre V6 E350 costs $2965 less than the outgoing model, yet adds more than $10,000 in additional standard equipment. Of all the models, only the 5.5-litre V8 E500 sedan is more expensive, increasing by $11,232. However, it too gets an equipment lift with about $21,000 worth of extra standard equipment.Buyers can also specify the $5700 AMG sports pack which adds 18-inch AMG alloys, body kit, firmer suspension, sports seats, three-spoke steering wheel and brushed alloy pedals.Apart from a lavish level of safety, the E350 gets front and rear parking sensors with parking guidance, 7-speed G-tronic automatic, lane keeping package with blind-spot alarm, 18-inch alloys, bi-Xenon headlights, cruise control, split/fold rear seats, cupholders, cable for the iPod input, multi-contour front seats and multi-zone climate control air-conditioning.The E500 ups the ante with keyless entry and go, more luxurious front seats, alarm and sunblinds in the rear and side rear seats. The car has grown slightly in all directions except height. The wheelbase is 20mm longer at 2874mm, which has helped liberate more interior room. The sedan's boot capacity remains at 540-litres but it has been redesigned to improve its shape so it can take four golf bags. Every E-Class now also gets a split fold rear seat to increase luggage room.Visually, one look at the new Mercedes-Benz E-Class sedan shows that the design team has taken some cues from the famous 1950s Pontoon models. The E-Class shares that car's bulging rear wheel arches, incorporated into the ninth-generation car's 21st century design. Apart from a passing nod to the Pontoon, the newest Merc gains a modern interpretation of the E-Class's quad headlight treatment.As expected, it bristles with safety and technology. Mercedes boldly describes it as the safest car in the world. Apart from the added features, service intervals have also been lifted to 25,000km.Mercedes-Benz Australia managing director, passenger cars, Horst von Sanden, says the introduction of an entry turbo-diesel reflects the growing acceptance of modern diesel technology by Australian customers. He says adding more gear into the cars was also a direct reaction to market demands.The luxury segment had become more price sensitive, he says. “We saw that with the run-out of the old car,” he says. “Even luxury buyers are expecting more.”Apart from the sedan, Mercedes-Benz also launched the E-Class coupe, which effectively replaces the CLK.Mercedes-Benz E-Class Sedan: E 220 CDI sedan - $80,900E 250 CGI sedan - $93,900E 250 CDI sedan - $96,900E 350 CDI sedan - $131,900E 350 sedan - $128,900E 500 sedan - $178,900Mercedes-Benz E-Class Coupé: E 250 CGI coupé - $94,500E 250 CDI coupé - $97,500E 350 coupé - $127,500E 500 coupé - $174,500

You can now slide behind the wheel of a new Suzuki 1.0-litre Alto hatch from $12,490 for the well-equipped five-speed manual.Suzuki Australia is pitching the newcomer right into the sub-light car segment ahead of other newcomers planned over the next 18 months.General manager, Tony Devers, has big hopes for the newcomer, saying it has the potential to help grow a new segment ahead of the arrival of the Hyundai i10, Proton Saga and entrants from China. Hyundai is keen to see how this car goes but we dont want to give too much away with our expectations, he says.But Devers is adamant the public mood is ready for the Alto. If economists are correct we could be paying $1.60 a litre for petrol by Christmas so there is an opportunity with cars like this, he says.The Alto is not only a good proposition for budget buyers, but people with an eye for economy and the environment.The car combines European style and outstanding environmental performance in terms of fuel efficiency and C02 emssions and has the potential to be a benchmark low-cost green car.The Alto is already a hit in Europe and India, where demand is exceeding supply in the well-established light-car segment. Dever says this segment will grow in importance locally as petrol prices continue to rise and consumers look to make their dollar go further.The smallest member of Suzukis range tips the scales at just 850kg and measures 3500mm in length and 1600mm in width and has a wheelbase of 2360mm. Its compact 9m turning circle is aimed at city streets.It is only marginally shorter than the Swift, which measures 3755mm long and 1690mm wide. Despite its diminutive feather-weight size, high strength steel has been used extensively to deliver a four-star crash rating.The Alto is powered by a Euro 4 compliant three-cylinder engine that develops 50kW at 6000 revs and 90Nm at 3400 revs.Its combined fuel economy figure is a hybrid-busting 4.8 l/100km and CO2 emissions of 113g/km but the engine runs on more expensive premium unleaded.Two models are available, the GL and GLX. Introductory prices start at $12,490 for the GL manual with the GLX manual $14,490. A four-speed automatic is an extra $2000.Despite its low-cost entry, the micro-Alto gets standard safety features not before seen in the light car segment. All models get six airbags, brake assist and the GLX version adds electronic stability control.The GL has air conditioning, CD stereo system with MP3 auxiliary input, remote central locking, anti-skid brakes and front electric windows. The GLX adds 14-inch alloys, foglights, a six-speaker sound system and tachometer. A full-size spare wheel is also standard.Visually the Alto adopts the look of a small hatch with a bold front grille and large headlights.The curved bonnet design and wedged-shaped body profile with a rising shoulder line along the rear door also provide a contemporary look while the steeply raked windscreen adds a sporty on-road stance.At the back the truncated rear end has large high-set tail-lights and bumper.Inside the front seats are built from the same frame as those in the SX4 and Swift. Front seats have an adjustable range of 240mm with a height adjustable drivers seat on the GLX. The rear seats split fold 50/50 with a small amount of luggage space.The six-speaker CD stereo was specifically designed for the car to wrap seamlessly around the centre console.A handy deep pocket ahead of the front seat passenger replaces the glovebox.Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.