Articles by Nick Dalton

I believe this is the Japanese marque's best-kept secret, a delight to drive, both hard and easy, to own and to keep. Alas, I had to return the test car, but the 350 proved to me how enticing and liveable the mid-range IS model is.It certainly is a step above the base 250 version and provides more than adequate performance without a costly move further up the ladder to the wild V8-powered IS-F. It's a convincing luxury model that is not only fast and fun on twisty roads but sharply priced too.The 350 is well worth the jump of about $5000 for the Prestige and F Sport and $8500 for the flagship Luxury Sports from the IS 250. The key is the brilliant 3.5-litre V6 engine, far stronger than the 2.5 and better suiting the car. I reckon the IS is the best looking of the Lexus range, with a very clean and sleek design.The Sports Luxury is $87,700 drive away and stacked with gear.Standard equipment on the Sports Luxury are satellite navigation, electronic stability control, eight airbags, HID head lamps with cleaners, LED daytime running lamps (DRL), multi-spoke 18-inch alloy wheels, reversing camera with sensors, Bluetooth, multi-information display, leather trim and ventilated and heated front seats. Also standard are body kit, power-adjustable IS F-style sport seats with drivers' memory function, power tilt and telescopic steering column adjustment, auto-retract and self-dimming exterior mirrors, rain-sensing windscreen wipers, Mark Levinson 14-speaker premium audio system, active cruise control, Lexus pre-collision safety system (PCS), smart start-stop and woodgrain-look trim.Many of these standard items are costly optional extras in rivals from Audi, BMW and Mercedes-Benz.The $5000 or $8500 extra (depending on the model) for the bigger engine is well worth the extra dosh. It's a superb powerplant with 233kW of power and 378Nm of toque. It zips to 100km/h in just 5.6 seconds.It is remarkably fast and smooth. The engine note has a quiet growl that grows on you and adds to the refinement. Indeed, on smooth roads there is virtually no noise at all from the road, the engine or the wind, although coarse bitumen does transmit into the cabin.The linear power delivery helps hide the car's speed and a close eye needs to be kept on the speedo. This lovely powerplant spins smoothly all the way through to 6600rpm. There is no low-down surge of a forced induction engine and no kick at the top end of other naturally aspirated engines.This will be a big plus for some drivers who enjoy winding the engine out. The six-speed automatic is not the world's fastest shifter, but it is more than adequate. Lexus has fitted the IS 350 with steering wheel-mounted paddles that are fun to play with.Even better, the transmission has been designed to not change up until you want it too, which is not the case with rivals. On tight, incredibly twisty sections, the IS revelled in the corners, but they also emphasised that the 350 rides over bumps pretty well. The suspension was firm and yet it was quite comfortable over lumpy bits.It allows for more body movement that you might expect from a dedicated sports model. It also means the IS350 leans a little more in turns. It doesn't wallow around, but doesn't sit as flat as a comparable German, although rides a lot better.The steering is not the sharpest in the class, but it is not too bad either. The interior is similar to the previous model and is probably just what you would expect from a car in this price range, although there is more standard gear in here than is offered by competitors.Delightful touches, such as the orange rings on the inside ring of speedo and tacho that glow when you go past a certain speed or rev point are pleasing to see. The seats are great and support the upper body well, but your bottom can start to slide off the flatter seat squab that has less pronounced bolsters.The steering wheel is sporty without being overly chunky with just the right number of buttons for functions such as the phone and stereo. The cruise control system is an additional lever below the indicator stalk - a bit old-fashioned these days.One glaring anomaly is the foot-operated parking brake. Definitely a no-no when others offer simple electronic push button systems. A large and centrally located standard satellite navigation is welcome as is the rich sound of the Mark Levinson sound system.The IS 350 is a five-seater with the two outer rear seats shaped to support those occupants. There is a reasonable amount of head and legroom in the back and the IS has quite a spacious boot.The IS 350 is the pick of the Lexus range and offers good value compared to newer rivals from BMW (3 Series), Audi (A4) and Mercedes-Benz (C-Class). It's now the oldest in the class, which shows in areas such as the foot-operated parking brake and the tighter rear seat room.But the styling hasn't aged and it's a commonsense car with a lot of good value when rivals cost more, particularly when you have to pay more for the extras that are standard in the Lexus. It looks nice as well as aggressive with the mild body kit, without getting too carried away. However, the LED daytime running lights look like an afterthought and don't flow with the design.The addition of the IS 350 adds some muscle to the IS range and provides the perfect model for customers who find the IS 250 a bit underdone but cannot stump up the considerable additional cash required for the V8 IS-F.It's fast but not so furious, is still fun on the twisty bits and is quite comfortable. Given the strength of the engine and the value of all the standard features, this is a convincing version of the IS. The more I drove it, the more I liked the IS 350. 

The Japanese car maker has set the sights of its flagship passenger car range at entry level BMW 3 Series, Audi's A4 and Mercedes-Benz C-Class models.

The home of Holden in Cairns has been transformed into a state-of-the-art dealership, which not only looks good but meets high environmental and cyclone rating requirements.The Ireland family is investing $3 million in the Mulgrave Rd property, which exceeds exacting GM Holden standards. Ireland Holden and HSV now boasts a new showroom, upgraded workshops, a new service reception area, increased sales staff space and reception, new administration and corporate offices, new IT and customer contact centres and will soon have a newly renovated parts department and used vehicle sales offices.Holden dealer-principal Richard Ireland said the showroom was double the size of the previous building, able to fit nine Holden Caprices comfortably. He said the showroom, fronting Mulgrave Rd, featured high-quality fixtures and fittings, including custom tiled floors, stainless steel features, exterior cyclone-rated aluminium cladding, energy efficient lighting and larger window space."One of the surprises will be a 4m by 2m high-definition LED television screen which will show the latest product images and previews, advertising and special events such as Bathurst. The audio will include internal and external speakers,'' Mr Ireland said.The showroom and other parts of the building include heat shields to reduce the need for costly airconditioning. The aluminium panelling outside is designed to eliminate mould and reduce dust surfaces. A new sales reception area is included in the showroom as well as room for eight sales staff, an increase on the previous five.Customer sales desks and chairs are scattered throughout the showroom and there is a dedicated HSV area. "We don't want our customers to feel closed in. We have created an open and friendly environment,'' Mr Ireland said.Holden's high-tech Volt electric car will feature pride of place in the showroom and there is a designated rapid power-charging station outside, available to Volt buyers. Wheelchair access and automatic doors, the latest Holden and HSV corporate branding signs and paint finishes are included.The service reception area features a large TV, lounges and tea and coffee making facilities. Four customer service work stations with free wi-fi have been installed and customers are able to watch their cars being serviced. The heat shields and large overhead fans cool the workshops down to make conditions more comfortable for staff, while improving environmental impacts from cooling systems.The building features compartmentation which is automatically triggered in the event of fire, to isolate half the dealership and assist in mitigating damage. A $100,000 elevator gives easy access to the second floor which houses the dealer-principal's office, the boardroom, administration and corporate offices, the IT and customer contact centres.The administration area has doubled in size with a further eight people working in the department, now totalling 14. Ten extra staff have been hired at Ireland Holden with 130 in all. The customer contact centre makes 400 services and sales calls a week. A new IT server room has a double roof and ceiling as well as extra cyclone bracing.The new boardroom easily seats 22 people, more than double previous capacity, plus there is a full kitchen for catering. Ongoing work includes the new used car centre and the parts department. Joint managing director David Ireland was the project manager, liaising between the family and the three building and design firms involved in the redevelopment.The Hartley Group designed and built the new showroom and service area, RC Harder undertook the corporate offices and board room designed by Peter Dall'Alba Design of Gordonvale, while the Chappell Group is working on the used car and spare parts refits. Design work started in December 2010 with builders on site since October 2011. 

The 640i Gran Coupe is the Bavarian carmaker's answer to the highly successful Mercedes-Benz CLS, even if it is eight years late. The CLS is in its second generation, while the Audi A7 Sportback has been around for a couple of years.VALUEOn sale now for $194,872.08 drive away, the four-door 640i is about $6500 more than the two-door coupe version, but is $9500 less than the convertible. The V8 650i Gran Coupe is available from about $250K on road, then the M6 range-topping autobahn stormer next year. A diesel version is a possibility. The Gran Coupe also is targeting the far more expensive Maserati Quattroporte, Porsche Panamera and Aston Martin Rapide.Standard equipment on even the most basic 640i includes a 10.2-inch screen for the BMW Professional satellite-navigation system, in-car internet and rear camera as well as tilt-only sunroof, head-up display, electric power steering, Dynamic Damper Control, adaptive LED headlights with cornering function, heated front seats, keyless entry and start, four-zone climate-control, a rear folding backrest, full-length rear-screen LED brake lights (a BMW first) and 19-inch alloy wheels.TECHNOLOGYThe 1750kg 640i Gran Coupe is powered by the same 3.0-litre straight six as the Coupe and Convertible. Using direct-injection TwinPower Turbo twin-scroll forced induction, 235kW of power from 5800 to 6000rpm and 450Nm of torque from 1300 to 4500rpm are delivered to the rear wheels via a ZF eight-speed automatic Steptronic transmission. It reaches 100km/h in 5.4 seconds and the top speed is electronically limited to 250km/h.The combined fuel consumption is 7.8 litres per 100km (7.9 if fitted with the optional 20-inch alloys) and carbon dioxide emissions average 182g/km. Colleagues achieved about 11.5 on the drive around the Far North. Fuel use is aided by the stop-start system at idle, regenerative braking and on-demand ancillary components.Single-piston aluminium floating-calliper disc brakes (vented up front) bring the 640i to a quick stop, helped along by the usual suite of stability, traction and cornering controls, as well as BMW's Dynamic Brake Control, Dry Braking Function, a brake fading system and start-off assist systems. Steering is speed-sensitive electric power-assisted while the standard run-flat tyres are 245/40R19 up front and 275/35R19s at the back.DESIGNThe Gran Coupe can seat five with a smaller person in the middle of the rear seat at a pinch. It's basically a stretched version of the 6 Series Coupe and Convertible, with the same nose and rear and a less raked A-pillar. It sits on a 2968mm wheelbase, 113mm longer than the other 6 Series models. The doors and bonnet are made from aluminium, but the roof is longer and flatter, as well as 24mm higher for better headroom.It is 5007mm long, 102mm more than the 5 Series but 65mm less than 7 Series, 1894mm wide and 1392mm high, with extra dimensions to increasing rear seat legroom versus the two-door models. The rear backrest folds to increase boot volume from 460 litres (the same as the coupe) to 1265 litres. Apart from a different and cosetting centre console layout in an otherwise identical dashboard, the front half of the interior is shared with other 6 Series variants.DRIVINGIt's a slinky, low-slung car and fortunately there is lots of go with the show. The twin turbo straight six can lift its skirt and run with the best of them. Our speed limit of 100km/h comes up in a mere 5.4s and it will storm on to a limited 250km/h, if you dare.Our drive program took us along the Bruce Highway to Gordonvale, up the Gillies Range, across the Tableland with a detour to my favourite section of Springmount Rd between Walkamin and Dimbulah and then to Mt Molloy and down the Rex Range to Port Douglas. The following day was a brief spin from Port Douglas to Cairns.The Gran Coupe follows BMW's mantra as a dynamic driving machine and enjoyed being punted through the twisty bits on the Gillies, zipping around the curves as if on rails with great feel through the steering and plenty of surety in the brakes. The coupe wafts along at 100km/h with nary any noise from the silky smooth engine, some wind rustle courtesy of the big door mirrors but unfortunate road noise over coarse bitumen surfaces. The ride is firm but not unpleasant.It lunged across the undulating and bendy Springmount Rd between Walkamin and Oaky Creek like a grippy rally car, powering out of the tight bends and providing loads of braking when required. Overtaking slower vehicles was a cinch as the bi-turbos whipped into a frenzy. The straight six emits a delicious growl when prodded but can be eerily quiet at 100 clicks.I almost fell asleep as my co-driver took the wheel between Mareeba and Mt Molloy. Its roadholding and superb brakes came to the fore on the downhill leg of the Rex Range between Julatten and Mossman. Inside is a delight, a cosy cabin with lashings of leather and comfortable seats front and rearVERDICTBMW has done a great job at its first attempt of a four-door coupe even if they are a few yearslate but it's expensive. The GC provides a slinky alternative to the more humdrum 5 and 7 series Beamers. The 640i Gran Coupe continues the BMW tradition of a superb, powerful and addictive straight six power plant. It's more grand tourer than a sporty four-door coupe but having said that it also can be hurried through curves and bends with vigour. The Gran Coupe is all about style with substance.BMW 640i Gran CoupePrice: from $194,872 (for F12 model)Warranty: Three years/100,000kmSafety:  n/aEngine: 3.0-litre 6-cyl, 235kW/450NmTransmission: 8-speed auto, RWDThirst: 7.8L/100km, 181g/km CO2Body: 5m (L), 1.9m (W), 1.4m (H)Weight: 1825kgSpare: None. Run-flats

The badge on the i30's rear hatch opens to reveal a reversing camera. It's this nifty device that is drawing customers to the Korean brand's showrooms. They have seen it on the television commercial and that's the first thing they talk about when wandering into a dealership. It's not the mirrors which swing open when you approach the car, not the satellite-navigation nor the start-stop push button. Yes, it's that little H badge opening at the back that has people the most intrigued. The original European-designed i30 really put the marque on the map in Australia in 2007, winning over tens of thousands of car buyers and even fleets with its combination of style, practicality and value. Up went Hyundai's reputation a notch, putting the South Korean brand on level pegging as many of the well-established Japanese brands. Now, not only can it be fairly compared against Toyota Corolla and the Mazda3, but the Volkswagen Golf too. The i30 remains Hyundai's best seller, ahead of the cheaper i20 and the popular ix35 SUV. Surprisingly sales are down on last year, by 12 per cent for the month and 7 per cent for the year, probably a consequence of Hyundai pitching the car upmarket, packing it with gear and subsequently increasing the price too.The review car was the mid-range Elite model with six-speed automatic for a $29,990 drive-away price tag. Standard gear includes USB and auxiliary input, 7-inch touch screen satellite navigation, glovebox cooling, steering wheel audio controls, CD sound, cruise control, Bluetooth and remote keyless entry.It also has front fog lamps, tilt and telescopic steering, push button start, automatic wipers and headlights, 16-inch alloy wheels and spare wheel, dual zone climate control airconditioning, trip computer, and power windows (all automatic up/down).There's European flair to its German-designed body, both front and rear with the adventurous chrome-bar grille and rear horizontal wraparound tail lights. Along the side are modern lines and scallops linking prominent wheel arches over stylish new alloy wheel designs to create a pleasing overall appearance that looks particularly good in dark colours. Euro-style door handles, integrated fog lamps front and rear, projector headlights, a sleek rear window spoiler and folding door mirrors provide an extra bit of premium to the Elite as driven. Inside there's typical Hyundai bling and blue theme but it's styled and presented well, nice to touch, feels quite solid and all the switches and buttons work and feel quality. The seats are supportive and comfortable, and getting the right position for the driver is made easier by having seat height adjustment as well as reach adjustment for the steering wheel. The funky wheel itself is comfortable and well-proportioned, with simple controls for the audio, phone, cruise control and trip computer functions.The main audio control centre, of course, is through the touchscreen. Auxiliary, iPod and USB ports are conveniently located at the bottom of the centre stack, just above an open console where your iPod or smartphone can be stored and easily accessed.The 1.8-litre petrol engine in the test Elite has slightly more power than the previous 2.0-litre unit but lacks a bit of low-down oomph. I stuffed up and forgot to reset the trip computer so started off with a reading of 12.9 litres/100km which was the consequence of suburban running. After an extended drive outside town, I had dragged that down to 9.5 -- which stayed that way for another day of town running. I believe the official combined figure of 6.5 litres/100km is perfectly achievable.On the safety side there's Brake Assist System (BAS), Electronic Stability Control (ESC), Traction Control System (TCS), Electronic Brake Force Distribution (EBD), Anti-Lock Braking System (ABS), seven airbags and an automatic windscreen defogging function.As you approach the i30 it greets you by swinging open the door mirrors and turning on the puddle lamps to illuminate beneath the door. A simple touch on the push button opens all the doors and an annoying Hyundai theme song chimes as you get comfortable in the seat (thank goodness you can turn it off). A touch of the start-stop button fires up the engine and you are ready for action after easily adjusting the steering wheel up and down and in and out as well as fastening the seat belt.The i30 is a fairly lively unit and was getting smoother and better as the kilometres piled on. There's a bit more wind and road noise than I was expecting despite an engine which is smooth and quiet most of the time. The road noise is exacerbated by the frequent use of coarse bitumen on our roads. The steering is a bit lifeless and pushing the car harder on the range roads and across the undulating and sharp Walkamin-Dimbulah road revealed a tendency to understeer a bit. But the ride is comfortable and there's adequate grip.Passengers in the rear seat get plenty of knee and head room, although access is compromised for larger people by the slope of the window line. There is a good-size boot, enhanced by a standard cargo net to stop smaller items sliding about. It's stylish and drives well and gets plusses for the interior presentation, ride quality, five-year warranty, full-size spare, parking sensors and camera and adjustable power steering.The electric steering needs improving as does the wind and road noise, the handling could be sharper and it lacks low-down engine. But Hyundai are fast and smart learners and the latest i30 is proof ofthat.At less than $30K on road, the Elite is even better equipped than you might expect for a Korean brand. The i30 represents great value as well as more than just a driving conveyance. P.S. Don't forget to check out the flip-up H badge at the back.

While there are fears for the future of the once staples of Aussie motoring, Ford's Falcon and the Holden Commodore, Chrysler proves there is life in the old dog yet. The second generation 300 is here, better than before, still with its Mafia staff car looks. It's big American six, V8 and diesel motoring at its best.The 300C is not a large seller here but sales are on the rise. There are about 70,000 sold a year in the US, nearly double that of 2011 and more than twice that of the Commodore. Economies of scale and the high level of sales means it will continue to be built, while our big cars look uncertain.In Australia there about 1200 300s sold a year, well down on Commodore (30,000) and Falcon (14,000). It's well up on 2011 (360), although the old model was not available for several months, and the 874 in 2010.The review vehicle was the 300C, one up from the base Limited, currently $45,864 on the road. The 300C is $52,073 drive away and it comes with the 3.6-litre Pentastar petrol V6 engine and a class-leading eight-speed ZF automatic transmission.Among the 300's features are rain brake support, ready alert braking, electronic stability control, hill start assist, all speed traction control, and ABS four-wheel disc brakes, seven airbags (including next generation multi-stage front air bags, driver inflatable knee-bolster air bag, supplemental front seat side airbags, supplemental side curtain front and rear airbags).Other goodies are a rear 60/40 folding seat, a cargo net, a leather-wrapped steering wheel and gear shift knob, power front driver and passenger seats with four-way lumbar adjustment, power front windows with one-touch up and down, adaptive forward lighting and Bi-Xenon HID headlamps with auto levelling and daytime running lights, heated side mirrors with power fold function, 18-inch aluminium wheels, a tyre pressure system, rear parking sensors and camera, keyless entry and stop-start button, an alarm, steering wheel-mounted audio controls, a 506 watt amplifier and nine speakers, satellite navigation, CD, DVD, MP3, a USB port, heated and ventilated leather seats, automatic wipers and headlights.It's packed with gear normally reserved for a vehicle of $100,000-plus. Underneath is a Mercedes-Benz E-Class chassis and suspension, while outside are the macho American looks.Inside there are 1930s art deco touches with better quality plastics. The cabin is fantastic at night when the glassy deco-like analogue instrumentation illuminates with an eerie pale blue metallic glow that's glorious, contrasting with the large centre touch screen that's 21st century in design and execution.You sit low and wide with great shoulder and leg room. Ahead of the driver is a dashboard laid out logically. The thick indicator stalk on the left is all Benz with wiper controls. The simple gear lever action is also all Benz, but finicky to work and I couldn't for the love of me change up or down manually. There are no paddle shifters.The steering wheel is large and a bit cumbersome and the horrid throwback foot-operated park brake requires gymnastics levels of left knee articulation. The brake pedal was too high off the floor as well and the front seats lacked support.The rear doors are wide-opening and there's a good amount of room all round. The 462-litre boot is big and boxy and easy to load and unload. The rear seats fold so longer items can be loaded into the cabin.The 3.6-litre Pentastar V6 is a gem, responsive with a nice sporty growl under acceleration. It features a high-pressure diecast cylinder block in a 60-degree configuration, dual overhead camshafts with roller finger followers and hydraulic lash adjusters, variable valve timing (for enhanced efficiency and power), multi-port fuel injection, and dual three-way catalytic converters (for reduced emissions).There's 210kW of grunt at 6350rpm and 340Nm of torque at 4650rpm. The engine returns impressive fuel economy of 9.4L/100km overall. I saw 10.6L over a weekend of driving, including up and down the Kuranda Range and across my fun piece of tarmac between Walkamin and Dimbulah.That's better than the four cylinder Honda CR-V I drove the weekend before which used 10.9L. The Chrysler only had 16km on the clock when I picked it up.The V6 can reach 100km/h in 7 seconds and roar on to 240km/h if you dare. I was suitably impressed with the refinement of the 300C. Road, wind and engine noise levels were low, even on coarse bitumen and when punching into a head wind.At parking speeds the electro-hydraulic power steering feels heavy, artificial, and slow, even though the turning circle is a tight 11.5m. When it comes to changing direction, there is no point hurrying the 300C around corners. The standard 18-inch rubber certainly looks the part and will stick to the road like glue. But the steering feels low geared, is not particularly sharp, and quite disconnected to the road.It's not a sports handler yet tackled the undulating and bumpy stretch of road between the Arriga sugar mill and Oaky Creek Farm quite well. It remained stable and flat and loves the open highway. There's pliant ride quality with bumps both big and small soaked up ably by the massive tyres.

Mitsubishi has done a great job with the latest iteration of its big seller and for the first time there's a diesel. Carsguide spent last weekend with the top of the range Aspire 4WD diesel before the national media launch in a couple of weeks.Dealers have received stock earlier than expected and are already selling the five-door wagon. With seven seats it's sure to make the mid-sized wagon popular among families.There's a lot happening in this hotly contested sector with the new Honda CR-V just arriving, plus Mazda announcing a much-needed bigger petrol engine for its CX-5 early next year, as well as a new Subaru Forester and a Toyota RAV4, which we hear looks like a smaller version of the Lexus RX SUV.Mitsubishi had a cracker last month with sales of the old Outlander doubling and giving it number 1 spot on the sales chart. But overall for 2012, in a category which sells more than 80,000 units a year, it is running fifth behind Nissan X-Trail, CX-5, RAV4, and Forester.The latest Outlander is expected to give the model a big boost and to challenge the front runners, particularly with the third row of seats giving it an added advantage over its rivals as well as the bonus of a diesel.VALUEThere was plenty of gear in the Aspire test car including dual zone climate air, leather steering wheel cover, gearshift knob and seats, cruise control, power windows and mirrors, AM/FM radio, CD player, MP3 player, trip computer, Bluetooth, engine immobiliser, alarm, 18in alloy wheels, front fog lamps, rear parking sensors and camera, tinted glass, a cargo blind, keyless entry and start-stop, automatic wipers and headlights and a powered and heated driver's seat.The test car was $49,582 drive away (non metallic paint). The range starts with the $28,990 2.0 litre petrol front drive ES, moves up to the $38,990 2.4LS 4WD, then $45,490 for the diesel Aspire and $50,990 for the top of the range Aspire Premium. These prices do not include on-road costs.Mitsubishi says it has improved the quality and materials, increased cargo length and third row seat room. There are two 12V charge points, a USB socket and Bluetooth with music stream ing.TECHNOLOGYThe diesel, which is a new 2.2-litre turbodiesel, has 110kW of power and 360Nm of torque with overall claimed fuel use of 5.8L/100km. I achieved 7.9L over a weekend drive which included gravel bush trails and city driving.Mitsubishi is making big things about its eco drive system operated by a simple push button in the centre console behind the gear lever. 4WD Eco uses the front wheels only and switches to 4WD when it detects slippery conditions. 4WD Auto provides drive to all wheels while 4WD lock allows for better traction of all wheels in challenging conditions.DESIGNThe Outlander looks good and appears bigger than the current model. The face looks very much like the Ford Territory, which is handsome, but the fog lights integrated into the bumper look like an after thought.Does the horizontal grille signal a change in design by Mitsubishi which has favoured a vertical koala nose-type style in recent years? The rear is typically Mitsubishi with chrome trim and clear lenses.The side view is fairly generic and fortunately does not feature a hefty C pillar like some of the opposition. Inside is more mature and there appears to be more room. The dashboard layout is clean and uncluttered with a simple array of buttons and switches.The speedo and rev counter also are simple and easy to read and there are few buttons on the steering wheel making life less complicated for drivers who can be presented with too much information.I found the front seats lacking in side support and I moved around a fair bit than I would have liked. The split tailgate of the previous model, which many buyers enjoyed, has gone, so too is the chilled area above the glovebox.The rear loading lip is a bit higher than before and the new second-row seat no longer stows and folds elegantly and easily. It requires stowing the lower cushion first and then dropping the back rest. The reason is 30cm of extra cargo space and a flat floor. There's better quality materials than before with a dash of soft-touch plastic paddingThere's plenty of oddment storage front and rear, including eight cup holders in seven-seaters. The steering wheel now has reach as well as height adjustment.SAFETYOn the safety front there are seven airbags, including driver's knee bag, ABS brakes with EBD, stability and traction control, Hill Start Control and child restraint anchor points.DRIVINGAt idle it is quiet, even quieter once warmed up and on the run. It is one of the smoothest diesel engines I have driven. When left in eco mode the Outlander is a bit "doughy'' and lethargic, aiming for fuel efficiency at all costs and shifting into top gear as soon as possible, even around town.It's smooth on the run with some wind noise when punching into a head wind and road noise on coarse bitumen surfaces. For an SUV it's a tidy handler, whizzing up the Kuranda Range and down the Rex Range with not as much body roll as I was expecting.The torquey diesel easily managed the steeper sections and the brakes were superb. The steering is a highlight, light, precise and direct. In 4WD mode it was stable and secure, even at higher speeds through tight corners. It was a dream to drive and gives the driver lots of confidence.The narrower steeper sections were a cinch. The Outlander soaked up the worst of the potholes.. There's less glass area but vision is good all around with the help of convex side mirrors.It's quiet, reasonably economical, spritely and handles well, especially on gravel roads. The Outlander is an impressive effort, large enough to carry five adults and two youngsters in the third row, but small enough to easily park and manoeuvre.VERDICTThose who are happy with the current model will lap up the new one. The SUV looks good and is packed with most goodies, although sat-nav would be nice for nearly $50k on the road.Mitsubishi Outlander Aspire dieselPrice: $49,582 drive awayWarranty: Five years/130,000kmServicing: Capped prices for four years/60,000kmEngine: 2.2-litre turbodiesel 110kW/360NmThirst: 5.8L/100km (on test 7.9L), 63 litres, 153g/km CO2

Imagine this: a 2.4-tonne SUV that can match a Porsche 911 to 100km/h. Well, a Mercedes-Benz ML 63 AMG will blast its way to 100km/h in 4.8 seconds and top out at 250km/h, limited by electronic interference.That's the same as a BMW M3 and a Porsche 911. It'll show a clean pair of heels to the best from HSV and FPV, not to mention a Subaru WRX STi or a Mitsubishi Lancer Evo. It's quite incredible to think that this so-called family-friendly vehicle is really a wicked wolf in disguise.So why? Why not? The ML 63 AMG is the pinnacle of the ML Class range, one which sits third on the sales charts behind the BMW X5 and the Land Rover Discovery. The 2012 facelift model should renew interest in the brand with all the improvements, particularly the fantastic new instrument panel and dashboard.VALUEThe embarrassment it can cause at the traffic light grand prix is humiliating. Goodbye HSV GTS, Falcon GT-P, STi and Evo. You pay for the privilege, a whopping $190K, but the joy of dragging off sports coupes and high-performance V8 sedans is priceless.It is expensive but consider this. The same engine in an E Class AMG sedan is $62,000 more and in the CLS, $80,000 extra.Standard equipment includes parking sensors and rear camera, satellite-navigation, traction control, acceleration skid control, hill start assistance, anti-lock braking system (ABS), radar cruise control, start/stop function, automatic electric parking brake and Electronic Stability Program (ESP). Airbags include full-length windowbags, drive's knee bag, front and rear side bags.There's also automatic climate control airconditioning, AMG door sills in stainless steel, AMG floor mats, AMG sports pedals in brushed stainless steel with rubber studs, a premium sound system with Bluetooth and USB interface, a tyre pressure monitoring system, headlamp cleaners, an electric sliding glass roof, heated front seats for driver and front passenger, blind-spot alert system and a lane-keeping system.TECHNOLOGYAmazingly, Benz says the ML 63 AMG is not only an autobahn stormer, but is relatively fuel efficient too. It says it uses 11.8 litres of fuel per 100km, undercutting the previous model by an impressive 28 per cent.Unfortunately I was unable to get anywhere near that. I started about 23 litres/100km and managed to bring that down to 18.1 litres over a 280km drive which included a spirited run up the Gillies Range, across Springmount Rd to Dimbulah and the Bourke Development Rd to Dimbulah and back to Cairns.The company says the AMG 5.5-litre V8 5 engine with a maximum power output of 386kW and a peak torque of 700Nm, represents an increase of 11kW and 70Nm over the previous model. If you must, an optional AMG performance package boosts the V8 engine's power output to 410kW and its maximum torque to 760Nm.Power is transmitted to all four permanently driven wheels by an AMG Speedshift Plus seven-speed transmission featuring three modes and an automatic double-declutching function for downshifting. The radiator grille with louvres painted in high-gloss black and the large Mercedes star is a large cooling air intake.DESIGNThe ML 63 AMG is an intimidating-looking beast, particularly from its brutal front, lowered suspension, large alloys and dark grey paintwork of the test vehicle.Together with the two outer air intakes, the central radiator grille provides for an effective flow of air to the water, engine oil, charge-air and transmission oil coolers. Fitted at the bottom of the AMG front apron is a trim strip in matt silver chrome, which lends the front a wider appearance with the surrounds of the daytime running lamps in the side cooling air intakes.The interior has electrically adjustable AMG sports seats with great lateral support as well as the four-spoke AMG performance steering wheel. Aluminium trim and the piano-lacquer retractable cover in the centre console highlight the interior's flair. The standard leather upholstery includes contrasting double topstitching and AMG badges in the backrests of the front seats and the outer rear seats. DRIVINGThe beast is docile around town and is easy to drive and park, a surprise package on the school run.Tickle the accelerator, there's a split second pause and then it will raise its head and storm down the road with astonishing force. The noise is incredible, this is thunder down under. There's a launch system which enables you to hold the vehicle with the brake while burying the accelerator to the floor.After lifting off the brake the SUV takes off like a creature possessed, arriving at 100km/h in less than 5 seconds. It's quite a feat. The gear lever is a simple wand to the right of the steering column with just drive, reverse and park.Paddle shifts behind the wheel allow manual changes. In the centre console are settings to allow manual changes, Economy mode and Sport drive, and also Comfort settings, Sport and Sport Plus. The latter enhances the gear changes and the engine's performance for ultimate go.Around town and on the open road Comfort is best to absorb our mediocre road surfaces. Sport sharpens everything and Sport Plus even more to make tackling uphill winding stretches like the Gillies a lot more fun and secure.Despite its weight and its tall body the ML 63 AMG can be quite a tidy handler, with little body roll, good steering responses and great brakes. Often the stability control light flashed on and off up the Gillies but there was no noticeable interference from the electronic nanny.The automatic downshifting and engine blipping is marvellous. It was a fine drive across the twisty and undulating sections of the Springmount Rd from Walkamin to the Dimbulah turn off. It stormed from corner to corner with aplomb and even on second rate country roads it traversed with dignity and tidiness unbecoming of a big SUV.It cruises on the open road with relative quietness with just the large door mirrors causing wind rush but engine and road noise was subdued. Overtaking is a joy. Smash the loud pedal and the ML 63 AMG gets past slower vehicles briskly and safely.For the journey down the Kuranda Range I engaged the radar setting which kept me a safe distance from the vehicle in front. At no time down the range did I use the brakes at all. I just steered and the big Benz did everything else.VERDICTThe ML 63 AMG is an astonishing vehicle. It combines storming performance with the practicality of a 4WD five-door SUV with plenty of room for the youngsters and mum. Dad will be able to indulge his need for some Porsche 911 get up and go while still being able to provide regular transport for mum on the school, sport and supermarket runs. Economy is never going to be one of its strong points but it gives the family man the option of a sporty drive with all the requirements for the youngsters and mum. It's a no-brainer really.Mercedes-Benz ML 63 AMGBody: five-door luxury SUVWarranty: three years/100,000kmPrice: $189,713 drive awayEngine: 5.5-litre twin turbo V8, 386kW/700NmTransmission: 7-speed automatic, AWDPerformance: 0-100km/h in 4.8 seconds, top speed 250km/h (limited)Thirst: 11.8L/100km, petrol (18.1L on test), 93 litres, CO2 276g/kmDimensions: length 4804mm, width 1926mm, height 1796mm, wheelbase 2915mm, weight: 2345kgRIVALSAudi Q7 4.2TDIPrice: from $128,800Engine: 4.2-litre 8-cylinder, 250kW/800NmTransmission: 8-speed auto, AWDThirst: 9.2L/100km, CO2 242g/km Audi Q7 - see other Audi Q7 verdicts BMW X5Price: from $113,300Engine: 3-litre 6-cylinder, 225kW/600Nm Transmission: 8-speed auto, 4X4 constantThirst: 7.5L/100km, CO2 198g/km  BMW X5 - see other BMW X5 verdicts 

It's neither the fastest nor the best but the Swift Sport offers a lot of bang for your buck.The five-door hatch is a cracker and plants a huge smile on the dial. The test car was bright yellow with tinted glass. It looked the part and harks back to the days of the original hot hatches, such as the first Golf GTI.It's not the quickest, but its light 1060kg kerb weight and well-sorted chassis gives it the ability to leap into and out of corners like an excitable Jack Russell puppy. One of the big joys of cars like this is that you can revel in their abilities in the most modest environments.A deserted roundabout here, a quick corner there, roads like the Captain Cook Highway and the myriad roundabouts between Cairns and Palm Cove, the bendy bits to Port Douglas and the twisties on the Rex and Gillies ranges. It's easy to park and the potential for fun is there every time you turn the ignition on, or in this case, push the stop-start button on the dash.VALUEThe Sport is $26,990 drive away and naturally comes with a body kit, including a rear roof spoiler, sport seats and stainless steel pedals, exclusive multi-spoked 17-inch alloy wheels, bi-xenon headlamps and Electronic Stability Program (ESP) with traction control. There are seven airbags including driver's knee airbag, five-star crash safety rating, fully automatic climate control airconditioning, CD radio with MP3 capability, including Bluetooth and an USB port, and cruise control.The sport seats have red stitching and a three-spoke multifunction leather steering wheel comes with steering wheel controls for cruise control and the radio. Swift includes the convenience of keyless entry and start, Bluetooth hands-free communications, six-speaker AM/FM/CD system with USB and a digital climate control airconditioning system.DESIGNThe front sports a large grille, fog lamps and bi-xenon headlights. Black-painted A-and B-pillars and the alloy wheels give the Sport a distinctive appearance. There's an integrated roof spoiler, side skirts, dual exhaust tailpipes and a metallic diffuser. Deeply contoured and supportive front seats with seat cushions and backrests hold the driver better through corners.Red contrasting stitching on the seats, steering wheel and shift knob create a sporty feel. The Sport is 3.89m long, 120mm longer than its predecessor and 40mm longer than the normal Swiftmodel. Apart from some cheap-looking hard plastics, the interior is a nice place, although there's lots of sombre black broken up with some matt silver trim.The Sport is a looker, with a body kit that complements its stubby proportions and wheels that nicely fill the arches. Space is tight. Headroom is excellent, but rear legroom is not and there's not much space in the boot. The canary yellow paint offset by the dark tinted windows looked a treat on the car we drove.TECHNOLOGYThe 1.6-litre M16A engine is an evolution from the previous model. The performance increase is achieved primarily through improved cylinder efficiency and an increased valve lift. The variable valve timing for the intake camshaft and a variable intake manifold also ensure improved airflow. The improved cylinder filling is achieved with smoother intake ports, revised variable valve opening times and a larger valve lift on the intake side, as well as a variable intake system.At medium engine speeds, a valve closes in the intake. If the motor is working at a higher or lower part of the rev range, the valve remains open and the path to the inlet valves is shortened considerably. This function improves the available torque across the rev range. The net effect of these changes have increased peak output by 8kW to 100kW, while torque has increased from 148Nm to 160Nm.The considerable weight saving, in tandem with advanced engine technologies, has reduced fuel consumption from 7.3 litres/100km to just 6.5, representing an 11 per cent improvement. There's a new CVT auto which will appeal to those who don't like changing gears although I prefer the six-speed manual. The colour palette adds to the appeal with bright colours including yellow, red, blue, white, silver andblack.DRIVINGThe Swift Sport is a lot of fun around the city and on tight winding roads. The electric steering is direct with sharp turn-in from the lovely leather-wrapped wheel. The gearbox is a bit notchy and I found it hard to find a comfortable driving position because of the uprightness of the cabin.The car is well put together with almost no squeaks or rattles. The racing bucket seats are supportive and comfortable and visibility is great front and rear, courtesy of slim A-pillars and powerful headlights at night. The corners of the car at the front can't be seen though and care needs to be taken in tight parking spots.The speedometer with its 30km/h increments is a pain, with its cluttered face making it hard to accurately gauge speed because 80km/h or 100km/h are not marked by numbers. It rides well, handles well and road noise is reasonable except on coarse bitumen. The light weight adds to the agility of this little rocket.The small 1.6-litre 100kW naturally-aspirated unit is no firebrand, but is adequately zippy when kept on the boil. Nothing happens until you reach 4000rpm and then it whips into a frenzy and shrieks past 7000rpm. It enjoys being punted hard through roundabouts and on tight winding roads like the Gillies and the Rex ranges.The Sport just loved the undulating sections of the Springmount Rd and could be driven with great zest and fun. The little car can also cruise quietly and comfortably on the open road. However, there appeared to be a problem with the trip computer on the test car. I started off with the reading at 15.4 litres/100km and it dropped noticeably into the low 10s after a lively stint up the Gillies Range.As I settled into a 100km/h cruise from Mareeba to Mt Molloy the reading kept climbing into the 11s and 12s and when I returned the car it had recorded an average of 13.7L/100km. I did not believe the results as the official overall figure is 6.5 litres/100km and this is double. The technicians at Suzuki were to place the car on a diagnostic machine to see why the trip computer was returning abnormally high readings.VERDICTI love this little pocket rocket. It ticks all the boxes as a fun and fizzy drive in the city, on the open road and on winding hilly and country roads. It's a happy looking car and a happy car to drive. Ladies will love its compactness and the bright colour range. The boys will relish its sportiness and its agile handling. The chassis can certainly handle more poke. Small car motoring does not mean merely an A to B conveyance as the Swift Sport proves.Suzuki Swift SportPrice: from $26,990Warranty: 3 years/100,000kmSafety rating: five star ANCAPEngine: 1.6-litre 4-cyl petrol 100kW/160NmTransmission: 6-speed manual; FWDBody: 3.9m (L); 1.7m (w); 1.5m (h)Weight: 1060kgThirst: 6.5L/100km; 98 RON; 153g/km CO2

The CX-5 replaces the CX-7 and comes in front drive and all-wheel drive with petrol and diesel engines. To keep up with demand the Japanese manufacturer has increased production by 40,000 units a year to 240,000. Orders are far surpassing initial estimates with the annual global sales target being upgraded from 160,000 to 190,000 units for the 2012 financial year.In Australia the CX-5 helped Mazda set a record of 9593 sales in June with the SUV topping the sales charts in the medium SUV segment with 1955. It has nearly tripled sales of the CX-7 and is well ahead of Toyota RAV4, Nissan X-Trail and the Subaru Forester.The CX-5 has nearly 20 per cent of the segment where sales are 30 per cent ahead for the month and more than 20 per cent for the year.The test vehicle was the Grand Touring diesel with six-speed automatic transmission and all-wheel drive for a drive-away price tag of $52,657.Standard fare is dual-zone climate control airconditioning, Bluetooth handsfree and audio streaming, cruise control, USB input, MP3/WMA compatible premium Bose 231-watt amplifier with nine speakers and steering wheel-mounted audio controls.It has power windows and mirrors, remote central locking, keyless push-button start, tilt and telescopic adjustable steering wheel, trip computer, tyre pressure monitoring system, variable intermittent wipers and a rear spoiler.It has automatic headlamps and wipers, leather-wrapped gear shift knob, handbrake and steering wheel, front fog lamps, satellite navigation, 19-inch alloy wheels, bi-xenon headlamps with cornering system, daytime running lamps, power sliding and tilt glass sunroof, rear view mirror with auto dimming function and parking sensors (front and rear).For added comfort there's leather seat trim, heated front seats and the driver's seat has eight-way power adjustment and power lumbar support. The test car also came with the $1900 tech pack of a blind spot monitoring, automatic high beam and lane departure warning system.The turbo-diesel is the pick of the CX-5 range, the petrol being "underwhelming" even if the oil burner is only available in the top specification grades.With 129kW of power at 4500rpm and 420Nm of torque at 2000rpm for a claimed 0-100km/h sprint time of 9.4 seconds (the same as the petrol), the 2.2-litre SkyActiv-D four-cylinder turbodiesel features a relatively low compression ratio and a twin-stage turbocharger for a good spread of performance.The stop-start function unobtrusively cuts the engine at idle to save fuel and cut emissions. My average was eight litres/100km over a wide range of driving and a spirited run from Mareeba to Mt Carbine. Mazda suggests 5.7 litres/100km.A lot of the switchgear and buttons are too low in the centre stack. A good driving position is easy to find due to the reach and height-adjustable column and driver's seat, while the sporty three-spoke steering wheel covered in leather is a beauty.The Mazda has the traditional three-barrel instrument canister design for the analogue speedometer and tachometer, with the third for the digitised fuel gauge, trip computer and outside temperature displays. They look classy back-lit in white but the centre console clashes with its red lighting. There's plenty of room front and rear and a 403-litre cargo area with a retractable parcel shelf that is connected to the tailgate.Safety systems include Anti-lock Braking System (ABS), Dynamic Stability Control (DSC), Traction Control System (TCS), Emergency Brake Assist (EBA), Emergency Brake-force Distribution (EBD), Hill Launch Assist (HLA), Emergency Stop Signal (ESS), front, side and curtain SRS airbags, whiplash-minimising front seats and a reversing camera. It likes to rev but it's not raucous and is extremely refined. The new SkyActiv-Drive six-speed automatic works terrifically with this engine, providing instant and seamless response. The gearbox flicks between each ratio quickly and precisely. There's just a slight hesitation from standstill and then the 2.2D's torrential torque flows rapidly.It's quite exhilarating for a compact SUV and from 1800rpm is strong and steady to the 5200rpm redline. The CX-5 is almost perfect in any traffic situation, from stop-start urban crawl, up a hilly incline or on the open road.It's a quiet engine with minimal road noise and just wind rush from the big mirrors upsetting the ambience, particularly when punching into a headwind. The best part of the driving experience is the chassis dynamics. The electric rack-and-pinion steering system is light yet sharp, providing ease and feedback in good measures. The Mazda handles corners keenly, like a well-controlled hatchback, with a flat and sorted posture, to keep the chosen line.The poise of this SUV is quite unbelievable. It's certainly not as rolly-polly as others. It really can be punted along quite quickly and there's a controlled and comfortable ride as well. Inside is a bit disappointing. There's too much black, from the carpets, to the seats and the dashboard. There's not much to break up the sombre interior and the dash is a bit of a slab too.The CX-5 was a delight to drive across the Tableland and is an accomplished open road tourer. It was a bit of a downhill sprinter tackling the Rex Range between Julatten and Mossman.In diesel guise, the CX-5 GT sits at the top of its class, not just in terms of value, but also dynamics, engine efficiency, diesel driveability, transmission, steering feel, manoeuvrability and packaging.Mazda has the freshest SUV but the upright "toothy grin" at the front and the dark interior are not the most appealing. Mums will love its practicality, ease of parking, the elevated driving position, its economy and stacks of gear. Dad will savour its performance and handling, even if it doesn't look as sporty as the CX-7.