Articles by Neil McDonald

It may only be a concept but this burnt-orange three-wheeler helped put students at Deakin University on the world stage.The students shared the rewards in a global contest to design the next-generation 2015 Model T Ford.The Deakin students' car, named T2, for T-Squared, was part of Ford's 100th anniversary celebrations to commemorate the original Model T. Teams at Aachen University in Germany and Melbourne's Deakin earned their schools $30,000 in scholarship funds with their designs.Deakin was one of only six universities to be invited to take part . The university's project leader, Dr Bernard Rolfe, says: “We've been involved with Ford Australia for the past 10 years so when the opportunity came to design the car we jumped at it.“The students have done a great job.”The 21st century concept had to share the original Model T's attributes of simplicity but it also had to be lightweight, practical, compelling and cheap.Rolfe says all these requirements were met. The T2 was designed to be simple to build and light, yet durable.The three-wheeler runs on compressed air and will turn 360 degrees on itself, making inner-city parking easy. It uses high-strength lightweight steel for safety and the conventional gearbox and steering systems were replaced by hub motors, the design so simple it can be assembled at a Ford dealership.One of the most challenging criteria was that the car had to have a range of at least 200km and cost no more than $9000.“Fortunately we met those targets,” Rolfe says.Ford has registered several patents on the concept cars, which means some of the ideas may end up in future cars. <

New Ford Australia president Marin Burela believes FG Falcon is undersold and plans to reverse that both at dealer level and with potential customers.Battling the fallout from last week's job cuts and falling large car sales, Burela believes the big-six segment is not dead — and nor is the Falcon.Burela has already met many of the national dealers and is taking on board the critical feedback regarding what needs to be done.“The FG Falcon is building its share in the large-car segment — even though that segment is reducing and has been reducing over recent months,” Burela says.Despite rave reviews, FG Falcon sales are down 6 per cent compared to the same time last year.Burela acknowledges the segment is a “critical” one for Ford and “one that is very difficult” in the current circumstances.This year Falcon sales trail Commodore by more than 13,000 vehicles and the Toyota Corolla and Mazda3 have outsold it in some months.At 11 per cent of the total market, Burela believes the large segment has bottomed out.“Our objective is to ensure that we promote its (Falcon) virtues, strengths, quality and everything about the car that makes it what it is,” he says.“That's what we're going to do, targeting our fair share of this reduced segment.”He is also adamant that Ford will continue to make cars here, while not being specific on the ongoing future of the Falcon.“We're committed to making sure that every step we take will put us on a solid and firm foundation so that we can actually build a very viable business going forward,” he says.“We're here to be viable, to be profitable and to be here for the long term.” 

Upgrades include some exterior visual tweaks to freshen the A-Class and B-Class, revised interiors and the addition of a 2.0-litre turbo-diesel in the A-Class.The A180 CDI costs $39,990 and is available with either a six-speed manual or CVT automatic.For the first time an active parking assist reversing system is also available in the both the A and B Class.The system is $4680 option on the A170 and A 180 CDI as part of a `metro' pack that includes CVT automatic, cruise control and 12-volt socket in the luggage compartment.The system is standard on the A200 three and five-door and turbo.On the B Class the same system costs $4160 on the B180 CDI and B200 as part of the same option pack but comes standard on the B200 turbo.The parking system uses ultrasonic sensors to identify suitable parking spaces and then automatically guides the car into the space.It is similar to that available in some Volkswagen models.Mercedes-Benz Australia spokesman, David McCarthy, expects a strong take up of the new parking system as well as the new turbo-diesel in the A-Class.“We think the A180 CDI will attract more people to the brand,” he says.Both A and B-Class sales have dipped this year by more than 30 per cent in the lead up to arrival of the newer models.Although the C-Class remains the volume Mercedes seller here, McCarthy says he expects both the A and B to lift volumes, particularly with the availability of the turbo-diesel in the A-Class.He believes the A180 CDI will at more than 300 sales to a yearly sales expectation of about 1000 A-Classes.The new 80kW/250Nm 2.0-litre turbo-diesel A-Class is the sixth model in the brand's entry lineup and shares its engine with the B-Class.In the A180 CDi it hits 100km/h in 10.8 seconds and delivers peak power at 4200 revs and peak torque between 1600 and 2600 revs.The frugal diesel has a combined fuel economy figure of 5.2 litres/100km.Like all A-Class models, the A180 CDI boasts a comprehensive safety story with electronic stability control, anti-skid brakes, brake assist, acceleration skid control, eight airbags, and a full-sized spare wheel.Comfort features include climate control air conditioning, multi-function steering wheel and display, AUDIO 20 sound system, Bluetooth connectivity and a split-fold rear seat.Moving up a notch, the B-Class gains minor cosmetic updates like its smaller brother, from the bumpers and headlights to the interior seat trim and upgraded audio systems.The front bumper gets a larger air intake and more aggressive treatment.The visual upgrades also include body coloured exterior mirrors, door hands and lower side skirts on all models.Inside, the B-Class, already well known for its roomy interior gets new materials with brushed aluminium highlights on the dashboard.A reach adjustable steering and hill-start assist also make an appearance.In common with both the A and B are new flashing brake lights that activate if the driver hits the brakes in an emergency when travelling more than 50km/h.In the B-Class the hazard warning lights also come on in emergency braking manoeuvres above 70km/h.Prices for both A and B have risen slightly with the equipment upgrades and fresher looks.The A-Class is up between $500 and $800 depending on the model and the B-Class has risen $400 across the board.The entry 1.7-litre A170 coupe costs $35,500, rising to $49,500 for the top-range A200 turbo.ON THE ROADWe've never been a huge fan of the A-Class and the changes to the latest model have only reinforced this thinking.That said, there are plenty of pluses.It's a great commuter car, nippy around town, frugal and easy to park.However, at higher speeds on the highway the car's short wheelbase and upright stance shows up some shortcomings that are inherent with building a car like the A-Class.The little hatch can be buffeted by cross-winds and road noise intrudes rather too much for a Mercedes, even if it's an entry Merc.The ride is also geared to comfort rather than handling but it must be remembered that this is not a sportscar.Although the driving position is good, with a broad panorama of the road, the electro-mechanical power steering is numb and feels disconnected to the road.However, on the plus side, the A-Class has impeccable safety credentials with a five-star crash rating and impressive arsenal of active and passive safety gear.It is well build and provides a feeling of being carved from stone while the interior ambience is appropriate to the brand.The new 80kW 2.0-litre turbo-diesel works well in the A-Class. It provides plenty of low and mid-range response and a combined fuel figure of 5.2 litres/100km.As peak torque of 250Nm is delivered from 1600 revs the little hatch is reasonably perky off the mark and can keep up with freeway traffic.The CVT auto works well with the diesel too, providing just the right response at any speed.Given the price points of the range the A-Class makes a reasonably alternative.But there are still many other small European hatches that deliver more driver involvement, equally impressive amounts of room and also have that crucial Euro badge to impress the neighbours. 

Dr Laurie Sparke, who recently retired after a career at GMH, says diesel fuel supplies for transport will be hit hard.“The growing use of diesel fuel is of concern because it will require increased imports,” he says.Sparke says Australia needs to secure its future fuel resources, citing LPG and natural gas as potential fuel sources.LPG and natural gas have the greatest potential to insulate the country from any future global oil shocks, he says.“World energy consumption has outstripped world supply,” Sparke says.“Australia will not have access to enough oil in the future. To secure a sustainable future we need to remove our dependency on oil. The opportunity to utilise natural gas in a way that has less environmental impact than oil has is a compelling one.”Australia produces less than half the oil it needs but has vast reserves of gas that could secure our transport future.“Most importantly, gas can replace the shortfall of oil in the near future,” he says.Motorists face a worse situation than the oil crises of the 1970s and '80s, featuring rationing and disruption of oil supplies.“Australia needs to be concerned about what fuel sources will be available in the short term,” Sparke says.The International Energy Agency predicts global oil supplies could become “extremely tight” within five years, being felt disproportionately in Australia. 

Your're looking at the new face of a revamped SsangYong car line-up.The South Korean carmaker, in the past best known for its unorthodox and quirky designs, will unveil the stylish C200 off-roader at next month's Paris Motor Show.The wagon is a significant departure from SsangYong's previous designs and will form an important part of the company's mid to long-term future.In Australia that future has just been secured, with Sime Darby assuming distribution rights for SsangYong from the end of next month.Sime Darby also distributes Peugoet throughout Australia. At present SsangYong is distributed by SsangYong Motors Australasia and its principals, Russell Burling and Vince Barbagallo. Burling is SsangYong distributor in New Zealand, and Barbagallo is the SsangYong dealer in Perth.“We see Sime Darby as the best candidate in the market to take the SsangYong business to the next level and look forward to working with them,” Burling says.Burling will continue to distribute and retail SsangYongs in New Zealand.Sime Darby Motors division executive vice-president Lawrence Lee says the group has been looking to expand its local operations and move into new segments.“In SsangYong we see a strong pickup and SUV product offering that has significant opportunity for growth,” he says. “Its established credentials for making solid products in these segments, and the extent to which it does so as its specialty, is something we intend to capitalise on.”The C200 concept, described by the company as an urban compact wagon, is the first SsangYong model in Europe to have a front-wheel drive platform and monocoque body construction.Apart from Peugeot, the Malaysia-based multinational has distribution rights in the Asia-Pacific region for BMW, Hyundai, Land Rover and Ford. SsangYong has about 50 outlets in Australia but the brand is not strong, having sold only 1137 vehicles so far this year, 25 per cent down on the same period last year. 

After an absence of 12 months, Subaru has added a new sedan to its Impreza line-up.The sedan is initially available only in naturally aspirated models. The WRX is due to arrive in December, but a hotter STi sedan is not on the cards, Subaru spokesman David Rowley says.Despite being out of the market for 12 months, Rowley says Subaru lost few customers.“If you look at the combined sales of the old sedan and hatch we have been selling 200 more a month of just the new hatch,” he says.“We hope the sedan will take sales to another level.“Even though the market has shifted a bit towards hatches we still think there is room for growth.”Prices of the R, RX and RS sedans are identical to the hatches, which means prices start at $24,490 for the R sedan, rising to $31,490 for the RS sedan.About 20 per cent of buyers are expected to opt for the new sedan, Rowley says.Like the hatch, the sedan has a five-star crash rating and electronic stability control is standard.So far this year Impreza sales are up 12.5 per cent, averaging more than 1000 a month, despite the lack of a sedan option until now.Subaru managing director Nick Senior says the Impreza is one of the country's fastest-growing models.“It is hugely encouraging that the sales mix of Impreza hatch has been fairly equal across the three variants, compared with the previous generation's bias towards the entry-level cars,” he says.Subaru expects the sedan to add about 200 Impreza sales a month.The Impreza sedan is 35mm higher and the wheelbase 95mm longer than the superseded version.For the first time, the sedan gets a split/fold rear seat to increase cargo-carrying capacity. 

The locals say the last serious soaking rain that fell on the MacDonnell Ranges west of Alice Springs was almost 12 months ago.The region has been drought ravaged for years and the harsh red centre is living up to its name.The riverbeds are bleached dry. The winter air so devoid of moisture it leaves your throat raspy like sandpaper.Even the famous outback wildlife has deserted the heartland.Yet it remains a beautiful, albeit brutal, location and one which challenges not only its inhabitants but the vehicles they drive.It was in this setting that Suzuki bravely chose to launch its updated Grand Vitara four-wheel drive.By doing so it wanted to reinforce the car's credentials as a true off-roader, and set it apart from its chief rivals — the Subaru Forester, Nissan X-Trail, Toyota RAV4 and Honda CR-V.This quartet of soft-roaders has made it tough for the Grand Vitara because they dominate the compact off-roader sales race.With considerably more marketing muscle, the rival Japanese push the highly capable Suzuki into the background.That is until you tackle some sandy outback trails and the wide dustbowl of a corrugated “highway” called the Mereenie Loop Road, west of Alice Springs.If this deeply rutted road from Kings Canyon Station back to the Glen Helen Resort does not render passengers speechless, the bulldust and car-size potholes will.But after more than 350km, the Grand Vitara has very little else to prove.Suzuki has taken notice of customer feedback with the refreshed wagon, lifting equipment levels but most importantly the car's ride comfort and handling without compromising its off-road performance, according to Suzuki Australia general manager, Tony Devers.“The styling hasn't changed dramatically but the driving experience has,” he says.“We really want to put it on more buyers' shopping lists.“If you look at our key rivals, we're certainly ahead on price, equipment, power, economy and towing capacity.”Devers is confident the new car will double sales to more than 500 a month.Apart from some extra visual tweaks, a 30mm longer bumper and new alloys, the Grand Vitara's handsome shape continues on from the third-generation model launched in 2005.However, it gets more standard safety equipment, including side and curtain airbags and electronic stability control across the range, which eliminates the need for a centre limited slip differential.But the big news is under the skin and under the bonnet.Gone are the asthmatic 1.6-litre four and 2.0-litre four-cylinder engines, as well as the indifferent and less than frugal 2.7-litre V6.In their place are a 2.4-litre four cylinder and 3.2-litre V6 in the range toppers.These two petrol engines join a reworked 1.9-litre turbodiesel that returns 7.0litres for 100km, an 8 per cent improvement.The Suzuki-designed 2.4-litre develops 122kW at 6000 revs and 225Nm at 4000 revs and gains a balancer shaft for quieter operation.It is available in both three-door and five-door models.In the three-door this represents a power gain of 67 per cent over the 1.6, while fuel economy improves to 8.8litres for 100km.The 3.2-litre quad-cam V6, mated to a five-speed automatic, comes in one guise, a five-door luxury Prestige model.The V6 develops 165kW at 6200 revs and 284Nm at 3500 revs, 22 per cent more power and 14 per cent better torque than the outgoing 2.7-litre V6.Fuel economy has also improved to 10.5litres for 100km, a 9 per cent improvement over the old V6.The V6's five-speed automatic also gets revised shift points that smooth out its operation.Significantly for both the four and V6 is hey both come with dual-range full-time four-wheel drive.Across the range, the car's driveshafts have also been changed to sliding constant velocity joints for a quieter operation and reduced vibration.Buyers also get rear ventilated disc brakes, climate control air conditioning, electric windows, mirrors and central locking and steering wheel audio controls.The 2.4-litre five-door adds cruise control while the luxury Prestige gains a four-speed automatic, leather trim, sunroof, mirror-mounted side indicators, premium seven-speaker CD stereo and 17-inch alloys.The range topping 3.2-litre V6 Prestige has the same equipment as the 2.4-litre Prestige but adds automatic high-intensity headlights with washers, premium sound system, hill descent control and hill hold control and six-stacker CD.Suzuki is confident that the toughened front end and body structure, along with six airbags, will improve the previous Grand Vitara's four-star crash rating.Thicker steel is now used around the engine bay and engine supports, while at the back the independent rear suspension is stronger with better location to the monocoque body and its built-in ladder frame chassis.Suzuki has not forgotten about the cabin either.Inside, the trip computer has moved from the top of the dashboard to inside the instrument cluster.The climate control functions are easier to use with an LCD display and the steering wheel mounted switches for audio and cruise control are now backlit.Of the line-up, Devers believes the three-door has the most potential, even though the 2.4-litre five-door will be the volume seller.“At $24,990 the three-door has the potential to grab buyers who want something different to a four-cylinder hatch,” he says.“We are the only ones who offer a three-door compact SUV.”DRIVINGWE have to admit, even carsGuide has been seduced by the popularity of the Grand Vitara's four key soft-roader rivals.That's because we spend most of our time in the city, with an occasional side trip to the snow.But when you go bush it's a different matter.Of the four the X-Trail is really the only one we'd feel reasonably comfortable venturing right off the beaten track.And then there's the Grand Vitara.Suzuki Australia boss Tony Devers says about 60 per cent of Grand Vitara owners actually take their cars off-road.Its dual range four-mode off-road capability, 1850kg towing capacity and good approach and departure angles turns the trusty Suzuki into a good all-Aussie vehicle.With the new 2.4-litre four and 3.2-litre V6 soft sand and steep, rock-strewn bush tracks along the Finke River west of Alice Springs prove no trouble.Even the harshest corrugations on the Mereenie Loop Road could not unsettle the car's integral strength, or dust sealing.On bitumen both engines also proved their mettle. The 2.4 is impressively quiet and torquey while the five-speed manual is crisp to operate.The V6 likes to be worked and really gives its best high in the rev range. Once you give the accelerator a good prod, it will snap to attention and the torque spread is far better than the old 2.7 V6.Both engines proved reasonable frugal, too.In a mix of some low-speed off-road work and high-speed driving the 2.4 delivered around 9.7litres for 100km and the V6 less than 11.7litres for 100km.With gentle driving, Suzuki's claimed fuel consumption figures for both models should be attainable.Apart from the curtain airbags, the other significant safety plus is the addition of electronic stability control, which is well calibrated for our gravel roads.Inside, the cabin has an upmarket feel and standard of quality, fit and finish that beats some of its much-vaunted Japanese rivals.Apart from the touch and feel things, there are other palpable improvements.On-road handling is more refined and the cabin quieter than before.The stronger body helps the suspension cope better and maintain a flatter ride, requiring less steering correction.The Grand Vitara has the right ingredients to convince more buyers that it is just as good, and in some areas, better than its competition.With credentials like that it has a crack at being leader of the pack. 

So confident, in fact, that it plans to launch the car in North America in 2010, a continent mostly known for its love of gas-guzzling pickup trucks.Both three-door and five-door Fiestas arrive here in January with either 1.4-litre or 1.6-litre Duratec four cylinder engines driving the front wheels.Three models will be available, the entry CL, mid-range LX and range-topping sports Zetec model with the 1.6-litre Duratec Ti-VCT four cylinder.The LX will only come as a five door while the CL and Zetec will be available in both three and five-door guises.The 1.4-litre Duratec four develops 71kW at 5750 revs and 128Nm at 4200 revs while the 1.6-litre Ti-VCT gets 20 per cent more power than the outgoing engine.It now develops 88kW at 6000 revs and 152Nm at 4050 revs.Zetec models are expected to get sports seats and suspension, body kit, 16-inch alloys and front and rear spoilers.Other standard equipment may include keyless entry and a start button, Ford's human machine interface, air conditioning, anti-skid brakes and CD stereo with MP3 compatibility.A `safety pack' including electronic stability control, knee and curtain airbags is expected to be optional on the CL and LX.Ford Australia spokesperson, Sinead McAlary, says prices should be close to the outgoing model, which should mean a sub-$16,000 price for the CL three-door and about $20,000 for the Zetec five-door.At launch the Fiesta will come with a five-speed manual.A four-speed auto arrives about March.Based on the Verve concept car shown at last years Frankfurt Motor Show, the seventh-generation hatch shares about 20 per cent of its hardware with the Mazda2, as part of Ford's global product development system.But Ford engineers modified the suspension, steering and dynamics.Although both cars were developed side-by-side, the Fiesta gets Ford's DNA.Like the current crop of Aussie and European Fords, the Fiesta uses Ford's kinetic design language, with the signature bulging wheelarches, trapezoidal grille and slimline headlights.The interior also gets a classy, European feel.Designers have taken inspiration from the latest mobile phones for the car's centre console and upper dashboard controls.Apart from the two side air vents on the dashboard, its hard to pick any visual commonality.Both the Fiesta and Mazda2 share the same MacPherson strut front suspension and twist-beam rear suspension suspensions but the Ford is tuned differently.Even the rear muffler has been re-engineered to provide a sportier exhaust note.Ford vehicle engineering manager, Dieter Schwarz, says the bushings, spring and damper rates at the rear have been retuned.“As the car is stiffer than even the Mazda2 we've been able to provide a more compliant ride without any handling tradeoff,” he says.The car is stronger than the previous model, using more than 55 per cent of the car uses high-strength steel and is 10 per cent stronger, which not only contributes to a solid feel, but helps the suspension work more efficiently, Schwarz says.The Fiesta has shed about 40kg but added in 10kg in sound insulation and extra safety features, like the knee airbag, one of seven available in European cars.Australia-bound Fiestas will initially be built at Cologne in Germany.However, Ford plans to transfer sourcing to Thailand from late next year, which should drive some pricing and equipment benefits because of the Free Trade Agreement. Delivering refinement and a big-car feel in a light car is virtually impossible.But Ford has managed to refine the new Fiesta to a point where rides like a French car but has the quality, quietness and ambience of a German car.The air of sophistication carries over to the cabin too. The newest Fiesta looks and feels more expensive than it really is.From the driver's seat there are distinct cues that let you know this little Ford is a cut above.The steering is both reach and height-adjustable, which is unusual in the light car segment.There is an up-market look and feel to the switchgear and the overall interior ambience suggests the Fiesta should be in a segment above.Ford has skilfully used slush-moulded soft-touch plastics for the top of the instrument panel but the lower surfaces still use hard plastics.The seats are supportive and comfortable, particularly in the Zetec and while you sit some distance back from the steeply raked windscreen, visibility is excellent.The prominent C-pillars do hinder over the shoulder rear views out the back though.In the centre of the dash, the mobile-phone inspired design works well for the audio controls.Likewise, the switchgear for the heating and other ancillary features are of a high quality.That was not always the way with the current car, which looked and felt a little underdone in the cabin.On the road, Ford has managed to make the Fiesta both smooth and quiet while delivering a reasonably energetic driving experience.It may not be as sharp as the current car but many more buyers will appreciate the car's higher levels of suppleness and refinement.The trade off in previous crispness in the chassis has been the development of a big-car ride.The electronic power steering is sharp and accurate, and Ford's claims of better low-speed maneuverability more precise high-speed stability seem on the money.The five-speed gearbox is slick and the handling is beautifully.The three-door Zetec's, with its slightly sportier suspension tune, could be adopted right across the range without complaint because it remains supple while allowing more sportier handling. It's that good.We can only wonder how good the new Fiesta could be with a 2.0-litre four in XR4 guise...The early production cars we sampled, the Titanium five-door and Zetec three-door had excellent fit and finish and there is a palpable sense of the depth of engineering integrity in the cars.The 89kW 1.6-litre four is smooth and revvy. To get the best out of it though liberal use of the silky five-speed manual is required.We got 7.8 litres/100km in spirited driving over the winding Tuscan roads near Siena. Ford says the 1.6 is good for 5.9 litres combined fuel economy.Interior space up front is good and while rear passengers get plenty of headroom, legroom is best described as snug. Boot space is reasonably good.The rear seat spit-folds 60/40 and there's room for 295 litres with the rear seats up and 979 with the seatbacks folded.The only sour note on the car's overall quality was the exposed, black-painted seatbacks, which we suspect will scratch easily.Ford's McAlary says the company is hoping to sell about 600 a month, about the same rate as the current car.We suspect that once word gets out about how competent the new Fiesta is, it could seriously the supremacy of the likes of the Mazda2, Honda Jazz, Suzuki Swift, Toyota Yaris and Hyundai Getz in the sales race.It may just have what it takes to be a class leader.

The car, which will be sold both locally and export, could utilise “first in segment technology”, according to Ford of Europe's vehicle line director, Gunnar Herrmann.This means things like stop-start technology and Ford's ECOboost engine technology which utilises direct injection and turbocharging to deliver up to 20 per cent better fuel economy and lower emissions than comparable-capacity vehicles.Herrmann says the next-generation Focus will also break the 100g/km CO inf2 barrier, which will be important in European countries that tax high C0 inf2 emissions.Less than 100g/km in CO2 is currently more associated with cars smaller than the Focus.Ford already sells a Focus model in Europe, called ECOnetic, which is powered by an 81kW 1.6-litre Duratorq TDCi engine with a particulate filter.This car delivers an average fuel consumption of just 4.3litres for 100km, which corresponds to an average CO2 emission of only 115g/km.Ford Australia plans to built 40,000 Focuses annually, including diesel and petrol variants.Herrmann says the next-generation C-car platform architecture that will underpin the locally built Focus will be more flexible and cheaper to build.It will have better attention to noise, vibration and harshness and improved quality, he says.Ford's four-cylinder ECOboost engine can also produce more torque than a larger four cylinder engine with better fuel economy.Herrmann cited the example of Volkswagen's twin-charger 1.4-litre four cylinder, which uses both supercharging and turbocharging to deliver the power of a higher capacity engine with the economy of a small four cylinder.ECOboost technology could also rival hybrids and diesels for real-world economy and emissions, he says.In Europe, diesel has previously been cheaper than petrol but rising prices have put it on a par with petrol.Ford chief engineer ofd product development in Europe, Andreas Ostendorf, says many buyers are now moving away from turbodiesels in Europe to smaller capacity turbo petrol engines.“That's a big change in thinking,” he says.Turbodiesels currently dominating the European car market, representing up to 80 per cent of total European sales of small and light cars. 

They are the Kuga all-wheel drive and S-Max people mover. Both are compact models built off the mechanical package of the Focus and could be easily added to the Ford Australia family, provided there is a case for solid local sales. However, of the pair, the Kuga is more likely as it could swing in as a replacement for the ageing Escape. Ford's group vice president, Derrick Kuzak, is enthusiastic for the pair but carsGuide understands Ford Australia cannot go it alone. It will need the endorsement of a least one other Asia-Pacific market to get the nod. Kuzak says Ford is looking at its options for both vehicles but they would need a sound business case for Australia. Also, whether Kuga was a replacement for, or separate model, to the Escape was another issue. “Escape has a very loyal following with millions of customers globally so we need to pay particular attention to those customers,” he says. “We just need to ensure that customers are there today, when they're coming; as well as what we need to do to make a business case.” Kuzak says that the advantage of having potential for either Kuga or C-Max locally could be built off the same supply base that will feed into the locally built Focus. “You've got the platform, the supply base not only for the platform but interior and the rest of the vehicle,” he says. “So you've got the scale already started for the platform as well as a manufacturing facility you'd like to put more capacity in. “When you've made the business case for the first vehicle it's a lot easier for the rest of them to follow.” The Kuga is 27mm shorter than the Escape, 50mm lower but 17mm wider and has a 70mm longer wheelbase. At present it is available in Europe with the same 100kW/320Nm 2.0-litre turbo-diesel as the Focus. However, next year the range will be expanded with a 2.5-litre five-cylinder turbo, an engine shared with Volvo. A key driver for the car is that like the Territory, it is available in either front or all-wheel drive. The Kuga has a high level of standard equipment in Europe, including electronic stability control with combined anti rollover mitigation, anti-skid brakes and an intelligent all-wheel drive system that distributes torque up to 50/50 front and rear. The all-wheel drive system is from Haldex, which also supplies Volvo. Ford says the Kuga delivers best-in-class CO2 figure of 169g/km. It has a roomy interior and luggage area that can fit from 410 litres to 1355 litres when the rear seats are folded flat. By comparison Ford describes the five-seater C-Max as a “multi-activity vehicle” but in essence it is a sporty wagon. In Europe it is available with three four-cylinder petrol engines, a turbo-diesel, LPG, CNG, and bio-ethanol.