Articles by Paul Pottinger

The 2.7-litre, twin-turbo V6 Ford/PSA engine - previously deployed in models as diverse as the Jaguar XF and Citroen's C5 - brings to this hitherto thirsty, petrol-only range the low-end torque and economy that makes diesel the power source of choice for buyers of bigger SUVs. Emissions will be cut by as much as 25 per cent compared with the Territory's venerable naturally aspirated in-line petrol six, while output should be in the vicinity of 150kW and 440Nm: just what the two-tonne Strayan SUV needs. New SUVs are thick on the ground in 2011, but the fairest of them all is the Range Rover Evoque, which brings designer desirability and - at little more than $50K - relative affordability to the segment.  Range Rover's first foray into the domain of the Q5s and X3s of this world will bring Land Rover's luxury badge within reach of people who don't necessarily use them to form convoys outside private schools. It's the smallest, lightest Rangie ever, and the leanest version emits about 130g of CO2 per kilometre.  Most of all, Gerry McGovern's sublime, compact design - especially in coupe format - will change the way you look at SUVs. Roll on September. On a softer note, compact SUVs - prestige ones, in particular - have been the growth segment of the past few years.  This year brings an especially intriguing contrast: two Volkswagen Group models, both with Tiguan underpinnings and most likely highly similar drivetrains, one built in Spain, the other in the Czech Republic. The former is Audi's Q3, the latter Skoda's Yeti. The Audi will carry a premium price tag; the Skoda won't. Compare and contrast.  In tougher terrain, the redesigned Jeep Grand Cherokee lobs later this month with its newly acquired monocoque chassis, reportedly tarted-up interior and a trio of V engines; a new 209kW 3.6-litre petrol V6; a 5.7-litre Hemi petrol V8; and a three-litre CRDi turbo-diesel six. The Cherokee's Patriot and Wrangler stablemates have also been updated. Just as ballsy (more so, even) is Nissan's Pathfinder Ti 550, the most powerful version to date, with its stump-pullin' three-litre turbo-diesel V6. If the sun is temporarily eclipsed in June, it's probably due to the vastness of the latest Volkswagen Touareg with its new range of six-cylinder petrol and diesel engines and a platform shared with the exxier likes of Audi's Q7 and the Porsche Cayenne. There can be few left in this global village who haven't been exposed to pre-launch publicity for the Toyota FJ Cruiser.  This four-year-old, retro-designed device finally gets here in March, lugged along by the four-litre V6 petrol engine from the 150 Series Prado. Claimed outputs are 200kW and 380Nm.  If you must have one, that blue seems the least ostentatious colour.

Tis the season to count the tolls - the death toll and the tolls exacted from road users rash enough to drive during the holiday period.  Both are, as ever, sure to be unacceptably high. The reasons are not mysterious: our road infrastructure is inadequate at the quietist times; our driving standard is lamentable due to licensing requirements that could be achieved by a chimpanzee; enforcement increasingly takes the form of cash accruing cameras. No roads minister or the RTA can explain how furtively taking a photo and sending a fine through the post curtails the act of dangerous driving, as opposed to profiting by it after the offence has been recorded.  The visible presence of the Highway Patrol is the best means of deterring speeding or mayhem in general. On Boxing Day morning, I drove from inner Sydney along Parramatta Rd onto the western freeway and thence along the amusingly named “Great'' Western Highway to the far side of the Great Dividing Range, returning the following day by the same roads. I saw dozens of instances of illegal and unsafe motoring, not least that metropolitan speciality of driving beneath the speed limit in the overtaking lane. As a result there was much undercutting, but almost no indicating, and no shortage of grossly polluting bombs _ often with P-plates attached. Following me west a few hours later, my wife and daughter were hugely lucky not to become collateral damage in a grotesque road rage incident. Their car was struck by a CD thrown from a sedan at a family’s SUV. The sedan swerved dangerously in front of the SUV on the busy freeway, forcing it to pull over. This she reported to Triple 0 after prolonged attempts to get through. Yet in an aggregate trip of 300km at the busiest time of the year, made more fraught by rain and heavy fog (in which many motorists saw no need to use any lights), I saw all of two police vehicles, both on the return leg. One, an unmarked dark green Commodore, appeared to have snared a Corolla in the Lower Blue Mountains. On the freeway - in grim, grey weather remember - a marked unit was parked without illumination on the painted strip between a merging lane and the freeway proper. The point is the Highway Patrol is at its most effective - which is to say deterring dangerous driving - when it can be seen. The most obnoxious boy racer backs right off when the HP are known to be about. Those who inadvertently drift over the limit - and the huge majority of speeding offences occur in the lowest range - tend not to. No, the police can't be everywhere. Yes, there needs to be more of them. But they can be in more places applying the brake of prevention. That would contribute to a lower road toll, even at the cost of State Government revenue.

A NEW level of luxury is on the way for the Ford Territory in 2011. Our spy shots, captured by an eagle-eyed Carsguide reader in Victoria this week, show what is obviously the next high-spec level of the eagerly-awaited new SUV. "Yes, a lot of bling has been thrown at the Territory in the high-series version,'' Ford spokesman Neil McDonald admits. "We're massaging it a bit so it's certainly been given more of an upmarket look.'' This test vehicle certainly looks well-massaged - and production ready, with no black stickers or padded bras. It's wearing stylish metallic accents around the grille and fascias, while the sporty wheels look to be 18-inchers. Those rear tail lights have become noticeably more angular, somewhat reminiscent of Subaru's Forester. The front has a much larger mouth and there is more prominent use of larger Ford badges. In all, it looks gratifyingly similar to the dramatic concept drawings Ford released before Christmas, with more striking, distinctive lines, bonnet and lights. "There's now strong SUV styling in the front of the car — and you'll probably see that across other models in the future,'' McDonald says. "It's a global DNA so we're slotting into the 'One Ford' design ethos.'' He says that while the upmarket look might get the attention of some fans of European brands, it's mainly aimed at fending off market attacks from Asia. "It could attract some people away from possibly the entry level Europeans, but it's quite clear the car is Australian competition for the imported Japanese and Korean SUVs,'' McDonald says. "The Territory is the only Australian designed and built SUV — so we consider that a pretty strong position for the car. "You have to remember there are close to 100,000 on the road since it was launched in 2004 so that's a hefty carpark.'' Of course, it's not only the high-spec version that's getting all the attention at Ford Australia. There are hints that extra goodies may have also been doled to the mid-range model, which is likely to come with more standard kit, including foglights and larger wheels. And there's already been confirmation of the long overdue oilburner engine — a 2.7 V6 twin turbodiesel Ford/PSA unit previously deployed in models as diverse as the Jaguar XF and Citroen's C5. The new engine brings to the hitherto thirsty, petrol-only range the low end torque and economy that increasingly makes diesel the power-source of choice for buyers of bigger SUVs. Emissions will be cut by as much as 25 percent compared to the venerable naturally-aspirated inline petrol six, output should be in the vicinity of 150kW and 440Nm. As sales of diesel SUVs go ever north, it just what the two-tonne Australian SUV needs. Diesel SUV sales increased by more than 50 power cent among private buyers and almost 40 per cent for fleets in 2010, action that Ford Australia needs to get a piece of. As the Falcon, which underpins the Tezza, falls further from grace, the SUV's sales of 10,699 units to the beginning of December comprise an ever more important part of the Ford's total of 88,000 year-to-date. The Blue Oval's second best seller was slightly down in November for the same month in 2009, something the diesel edition is seen as crucial to rectifying. Ford says the SUV's new look will include a major interior update and boast a number of technology highlights. Approximately 85 per cent of the entire Ford Australia new-model catalogue will be replaced or updated in the coming year. This includes the updated MC Mondeo and newly Thai-sourced WT Fiesta hatch and sedan — both recently launched — and in 2011 the Territory, Focus, Falcon (with four-cylinder engine and optional liquid-inject LPG) and Ranger ute.

German magazine Autobild put out pictures that offer the first view of the new version without any kind of camouflage. The 2011 version of Merc's mainstay has a new front fascia, with LED daytime running lights, LED indicators, a new front grille, and a slightly re-designed rear section. There will certainly be interior upgrades too.As ever, it's a case of visual evolution, not revolution, the main changes being mechanical, not least in the iconic C 63 AMG. The 6.2-litre V8 is likely to be superseded by Merc's 5.5-litre biturbo unit whose possible power of 380kW exceeds even the output of the one-off Jaffa special made for the Australian International Motor Show.Petrol and diesel V6s are also up for power increases, to some 225kW and 195kW respectively. Elsewhere, the ever pressing need to lower the fleet consumption and emission average will see new BluTec diesel powertrains and engine stop-start systems, as well as more direct-injected models and the possible end of the five speed auto in those models that retain it for seven-speed transmissions. Rumours persist of the first C-Class hybrid. The 2011 C-Class is expected to have its global premiere in January, going on sale later in the year.Though it starts just south of $60,000 here, last month the C-Class was Australia's best-selling midsize import, leaving behind not only obvious prestige rivals such as BMW's 3 Series and Audi's A4, but quality offerings from Japan and elsewhere in Europe that start as much as 50 per cent under the tristar car.

Slightly, bigger, but slightly more economical. Mildly evolved, but essentially the same. It won’t be the cheapest in the small car class, it’s unlikely to be the dearest.And there, in essence you have the new version of Suzuki’s best seller, the Swift, due our way in February, as tested by Carsguide this week at Ryuyo proving grounds in Japan.Much depends on February’s launch price. Given our dollar continues to punch above its weight, there’s little reason to expect a marked increase on the $16K starting price of the outgoing range. If it is, well …Is the newcomer worth the wait? On the whole, yes.The GL comes with 15-inch steel wheels, rather than the GLi’s 16-inch alloys. Both have i-Pod connectivity, but the latter’s interior finish and exterior touches are a class above, the GLi replete with fully adjustable steering wheel, keyless ignition and start/stop button.No plans for an S model yet, at least none Suzuki will comment on while the current model is out there.Again a question of incremental improvement. Suzuki emulates the trend to engine downsizing, but with none of your fancy German turbo charging or direct injection.The new 1.4-litre four cylinder petrol unit loses 100cc in the current model. At 70kW and 130Nm it’s also down on power and torque – and it’s asked to move a bigger, heavier (due to increased standard safety gear) car.Yet it does so with evident ease while returning better fuel economy and emission figures. That’s down to fiddling with the throttle and transmissions.These, the standard five speed manual and optional four speed automatic, each remain a cog short of contemporary and, in the slusher’s case, three off the cutting edge.Another carry over is the suspension set up, Macpherson struts up front, old style torsion beam aft.Stop me if this is becoming a familiar theme, but it’s immediately obvious this is a Swift, only a bit bigger. This model is much more striking though, not least for its pert, Renault inspired rear end.Within the GL’s a bit grim, though again a step forward. The GLi lifts the game. That said Korea has caught up with, even surpassed, the hard black plastics that define both cars – another reason why Suzuki would do well to contain any price rise.In the metal, the Swift is, in its way, more impressive than the well-received Kizashi. While that was a surprising and welcome departure, the Swift is in a sense more impressive because its context is more rigidly defined. It looks pretty cool.Matching the seven airbags of Volkswagen’s Carsguide Car of the Year Polo, Swift emulates its five star crash safety rating in European testing.Also standard on GL and GLi is electronic stability program, anti-lock brakes bolstered by brake assist and force distribution. Disappointingly, the GL gets drums at the back; the GLi has discs fore and aft.A car developed partly at Suzuki’s own proving ground is hardly likely to disgrace itself here. Even at speeds impossible elsewhere except perhaps Germany, the Swift is a stable, refined and dynamically adept performer; all of which bodes well for the real world where the wind noise level will be acceptable.The auto can’t keep up with the manual, but is some way more than adequate. You won’t lose much by taking the lazy option other than a few thou in the asking price and less than a litre more juice every 100km.Steering which initially feel too light, is accurate and direct; the little car turns in and holds speed through bends in a way that will at least give Ford’s Fiesta – the best handler in this class – something to think about without keeping it awake at night.A good thing made that bit better.

It’s 64-pages of platitudes and wishful thinking. The road toll will likely fall by 2020 because it is becoming quite difficult to kill yourself in a new, five star crash safety rated car, one stuffed with airbags, electronic stability and stopping programs. In the same week as I sorely abused the office supply of A4 printing the draft NRSS, I drove a new Volvo that, via its inner robots, is capable of braking to a halt when it senses the driver is not going to avoid an imminent low speed impact. It goes a step further toward making motoring foolproof against all but humans. Cars are becoming smarter but we, on the whole, are inept, frightened pilots sitting at the controls of machines we don’t understand and cannot control because we never learn to drive. Not really. Not to the extent of acquiring the most rudimentary life preserving techniques. Here’s a for instance. Every new car comes with ABS (anti-lock braking system) brakes. In terms of it importance to active safety measures, these are the equivalent to the seatbelt, enabling you to plant the stop pedal while retaining full steering. Yet more than one driving instructor has told me the common reaction to the shuddering sensation that comes with penetrating the pedal’s ABS threshold causes the unknowing driver to back off precisely at the moment maximum pressure could pull them up short of disaster If you’ve learned to drive with a relative or friend, the chances are you haven’t learned to stop. Disturbingly, a certain once oft-quoted “safety guru” appeared mystified when this conundrum was put to him. “No, I said ‘ABS’, not ‘ABN’ …” The report says: “There is community support for driver education programs; however, the research evidence on the effectiveness of such programs in reducing serious crashes remains disappointing.” It offers no evidence. How can learning to brake be a bad thing? The consultation period closes on 11 February 2011. Following this consultation period, the draft strategy will be reviewed and finalised for consideration by the Australian Transport Council (ATC). The Council includes all Australian, state and territory government Ministers with responsibility for transport. Draft National Road Safety Strategy [PDF: 2623 KB] Draft summary version [PDF: 1530 KB] How to comment on the draft strategy You can provide your feedback until 11 February 2011 by: Using the online feedback form Emailing your submission to: roadsafetystrategy@infrastructure.gov.au, or Posting your submission to: National Road Safety Strategy, GPO Box 594, CANBERRA ACT 2601

Volkswagen can’t put a wheel wrong at the moment. The Golf won last year’s Carsguide Car of the Year; it’s small sibling Polo collected both this year’s CCOTY and our Best Green Car award, to say nothing of a swag of honours from lesser media outlets.A brand which was a local also ran five short years ago, is now a permanent fixture in the top 10. And, globally, Toyota quakes at the gathering momentum of VW’s tilt at global dominance.The Golf remains VeeWee’s lifeblood though. Versions of that perennial model and those others that it underpins are becoming too numerous to count.The Caddy range, a comparative newcomer to these shores (it debuted here in 2004), is in its commercial van guise Europe’s most successful compact cargo carrier. The people moving version, the Caddy Life and the long wheelbase Caddy Maxi Life, have seats – seven in the latter’s case – where the van has space.It is essentially a long, tall Golf. We drove the range topping Maxi TDI320 at its Australian launch this week.VALUEWhile the commercial Caddy vans start from as little as $22K, the five seat Caddy Life is $28,990 for the manual TDI250, $31,990 with the seven speed version of the twin clutch DSG auto. A third row of removable seats is a $690 option.That’s a standard fitting on the long wheelbase Maxi Life, as are roof rails, tinted and DSG. It’s $39,990 for the TDI250, $42,990 for our TDI320.If you see the seven-seater as a rival for those people movers listed below, then its right among them in terms of go for the dough – at least the TDI320 is. Torque doesn’t come cheap, but even without experiencing the smaller engine variant, you feel it’d struggle to stay in the hunt with seven souls and their gear aboard.Confusingly for other VW buyers, but in keeping with commercial customer demand, it is the torque rather than power figure that gives each model its marketing name. The three grand for the TDI 320’s extra 70 Newton metres strikes us as money well spent.  The top dog also gets chrome bling, 17-inch alloys, roof rails and removable rear seating.TECHNOLOGYWhile the TDI250 has the newer seven–speed DSG, the 320 has the heavier hitting six-speed on the 320 to deal with the common rail direct injection four-cylinder turbo diesel. It’s a drivetrain familiar enough by now, but one its competitors cannot match for sophistication nor economy.DESIGNAll models get twin sliding doors, and the choice of a barn door or a tailgate at the back. The Maxi, 40cm longer than the five-seater at more than 4.8 metres and as tall at 1.2 metres, is cavernous within.With seven seats up (the back two are strictly for kids), there’s 530 litres to stick stuff, 3700 with five seats stowed. Its commercial antecedents are a bit too obvious at this money, though the rather delivery van look also means plenty of storage nooks in which children can stick half chewed confections and lose fiddly playthings.Up front it’s pure Mark VI Golf, with steering wheel mounted audio controls and multi function display on which the speedo might just be the most useful. Factory sat-nav can be optioned. SAFETY Top notch as it ought to be, with assertive if slightly touchy brakes, vouchsafed by ABS, electronic stability program, brake assist and a full array of airbags. Golf scores five stars in European crash testing, as should this.DRIVINGIt’s a bit, like, well … a long, tall Golf. Which can only be, within the constraints of its type and intended use, about as good as it gets.Mildly stretched on a bit of the old Pacific Highway, the Maxi was easily capable of holding double the signposted cornering speed. The DSG, so often accused of being hesitant off the mark, for some reason runs better works better with this engine in this model than any of the many in which we’ve tried it.The Golf’s steering seemed to loose feeling in the transition between Marks V and VI, and that’s another aspect that carries over to the people-moving version. But it is direct and accurate, certainly more than enough for its likely use.  The real test would come fully loaded, but it’s hard to imagine the TDI320 not having enough grunt to get he job done.VERDICTIt’ll move the people and/or most of their stuff. 70/100VOLKSWAGEN CADDY MAXI LIFEPrice: $39,990-$42,990Engines: 1.6L turbo diesel (75kW/250Nm), 2.0L turbo diesel (103kW/320Nm)Transmissions: 7- or 6-speed twin clutch autoThirst: 5.8/100km (TDI250); 6.3L/100 (TDI320)

Incredibly it’s time for Mercedes-Benz to update the C-Class – where did that three years go?  Our pics capture the car a great deal less disguised than seen so far, revealing a new look including headlights, front bumper and bonnet. The rear is expected to feature a new set of lights and some modifications to the bumper.Some engine upgrades will be on offer while the interior should receive minor changes, too. Current models include the C220 CDI with 170 hp and 400Nm, and the fire-breathing C63 AMG worth 457 hp. Installed technologies include the AGILITY Control Pack, the COMAND system with Linguatronic voice control and the NECK PRO safety system.Mercedes-Benz did away with the CLK, replacing it with the E-class Coupe . The same will happen when the CL changes to the S-Class Coupe. It follows that the C-Class could also get its own Coupe model to sit above the CLC.The updated C-Class will go on sale in the new year, just months before the all-new BMW 3 Series and the facelifted B8 series Audi A4.

Though artfully camouflaged, the snaps from Carparazzi show the front and rear end of the forthcoming XFR will be, if not of the same design language, then at least on speaking terms with the new XJ. Indeed, the new headlights and front bumper look very similar to its big brother. LEDs should be in store for the tailights, and likely the now almost compulsory daytime running lights in front.The interior is camouflaged on these prototypes, so we can expect a significant change there also. Modest updates to the powertrains may also be in the works.

At least that's what Volvo reckon. Volvo Australia chief Alan Desselss insists the S60 sedan, which is released this week, and its equivalent wagon, the V60, due early next year, will sell 2000 units next year. That would raise sales of what is now essentially a niche brand to some 7000 by the end of 2011, about 4000 behind Audi on present form or less than half of BMW. The 3 Series and A4 are among the models targeted by the new Volvo. "We'll have three quarters of the year to go with V60, so we're looking at around 1500 sales of the S60," he says. "BMW are doing close to 4000 of their 3 Series. Audi are doing 3000 of their A4, Mercedes Benz C-Class is just over 4000 and the Lexus IS 250 is quite substantial." But while Desselss favourably compares the specification of the Swede's sleek new four door to that provided by these fixtures of the prestige market, he admits public perception will be the major problem. "It's extremely important to us," he says. "This opens up a whole new segment for us. Traditionally we're known for SUVs and wagons. Sedan people won't even be aware of most of our lineup." Aside from new shapes, there's also the matter of new names. Volvo's model nomenclature is no longer in aIl cases relevant to engine cylinders, rather power. So the S60 that starts the lineup at $51,950 (around the point of the top versions of the much smaller and aging S40/V50 range) runs not the five cylinder turbo petrol engine its T5 name has indicated, but a new direct injection turbo four driven through the front wheels via a six speed twin clutch auto. The $57,950 2.4-litre D5 diesel does have a five potter, and the T6 runs a 3.0-litre turbo petrol six. Both these gain all-wheel-drive. Much is made of the available safety packages - which include adaptive cruise control, pedestrian detection and full auto braking - though the full kit is an almost $5,000 optional extra. But City Safety, which auto brakes to prevent collisions at less than 30km/h, is standard on all models. For the first drive of the S60 see The Sunday Telegraph this weekend or go to carsguide.com.au