Articles by Peter Barnwell

Just as Nissan redeems the Tiida/Pulsar faux pas, it makes another one by failing to offer the new generation Y62 Patrol 4x4 with a diesel engine.Nissan is covering its tail by continuing to offer the ancient Y61 diesel Patrol for the time being alongside Y62. Presumably that will be until there's so much pressure from Patrol buyers for a new diesel that Nissan finds one from somewhere. It's been 14 years since the previous model was introduced - a long time and the result has been two pronged - considerable pent-up demand for a new Patrol from existing owners and a sales haemorrhage to other makes.LUXURYBut the new (7-8 seat) model will have appeal in the luxury end of the market up against Toyota's formidable Landcruiser. New Patrol comes in three grades, ST-L, Ti and Ti-L priced at $82,200, $92,800 and $113,900 in ascending order.POWERTRAINAll share the same powertrain which consists of a 5.6-litre, V8 petrol engine (basis of the new Nissan V8 Supercar donk), a seven-speed conventional automatic transmission and Nissan's clever All-Mode 4x4 system with 4H and 4L incorporating Sand, Rock, Snow and On-road modes. There's a rear diff' lock and the vehicle scores hill start assist and hill descent control.Everything is selected from a dial on the dash. The engine is good for 298kW/560Nm thanks to direct fuel injection and variable valve timing and lift on the inlet side. It gives fuel economy benefits and a claimed 14.5-litres/100km on premium. That's much better than the earlier 4.8-litre petrol six in the Y61 model which drank prodigiously.SUSPENSIONSomething that will be liked or loathed by new Patrol owners is the all independent double wishbone suspension that replaces the 'old skool' live axles. Traditionally, the latter is preferred in arduous off-road driving because live axles lift the vehicle up out of a hole or over a rock whereas independent suspension sees the wheel disappear into the wheel well with the body hitting the dirt.On the two high grade Patrols, there's a clever new suspension featuring adaptive dampers that act to prevent body roll in cornering and also to maintain clearance off road. It's called Hydraulic Body Motion Control. Driver assist technologies are available on the higher spec' models such as Blind Spot Warning and Lane Assist among others. A body on chassis design is retained.STYLINGThe body (on chassis) is larger than before with styling that you either like or not. We fall into the latter category suggesting that the front looks too much like a Pathfinder and the overall look is bland and uninspiring. Inside are three seat rows with plenty of room for all passengers and an esky down the back with the third in place.The Y62 Patrol has been around for some time already in Arab countries and features a raft of goodies designed to cater for those looking to be pampered.GOODIESStandard kit includes Bluetooth phone, a DVD player (two in the higher range models), two gig music register, multiple steering wheel controls, intelligent key access, dual zone climate control, rear view camera, front and rear park assist, drive computer and an eight way power adjust driver's seat. Ti and Ti-L get more.New Patrol has a 140 litre fuel tank and can tow 3500kg braked. Some local development work went into the design effort which sees low levels of noise inside the cabin and a single lift up tailgate among other refinements.VERDICTWe'll take it into the bush before forming any conclusions. It would have been a better proposition from our point of view with a new, high-tech 3.0-litre turbodiesel six under the bonnet. There's one in the Pathfinder. 

Opel’s push for a foothold in Australia just took a turn for the better with the imminent arrival of a trio of performance models from OPC, Opel’s version of AMG. All were refined at the legendary German Nurburgring track where OPC has a test facility.Opel has been tweaking production cars for racing since the late ‘90s and has plenty of motorsport success including the silverware from a DTM, (German Touring Car) championship. But the brand has only been in Australia for about six months and is competing in some of the most competitive segments.OPC gives Opel instant cred’ with motorsport enthusiasts and this will undoubtedly flow on to the general community once the Corsa, Astra and Insignia OPC models hit the road. The Corsa OPC is up against the likes of VW Polo GTi, Skoda Fabia RS and soon, the Peugeot 208GTi and Ford Fiesta ST. Hot competition indeed.Astra OPC runs up against some real heavy hitters in VW Golf GTi (soon to go to a new generation Golf VII series), Renault Megane RS265, VW Scirocco, Ford Focus ST and even Mazda’s wild 3MPS. But the elephant in the room is Mercedes Benz’s new A250 Sport, possibly the best resolved front drive hatch available as of now.Insignia OPC sedan is more of a GT car for relaxed high speed cruising rather than for track days or corner carving. It has no direct competition being right on the luxury tax trigger and offering turbo 2.8-litre V6 power through an auto six speed transmission and all-wheel drive. The engine is courtesy of Holden.All three models hit the value button with generous levels of equipment and some high quality components from the likes of Brembo, Dresder Haldex and Recaro. Corsa OPC goes for  $28,990, Astra OPC is $42,990 and Insignia OPC is $59,990. While the latter occupies its own niche, the other two are right on the money with competitors possibly better when spec’ adjusted.Fixed price servicing is part of the deal as is roadside assist for three years. A clever OPC Power app for your phone adds a whole new element to "bench racing" sessions at the pub, dinner party or barbecue where OPC owners can spruik the talents of their car and, of course, the driver.The app records numerous technical details on cornering, braking, engine power and other info - into your phone. All three rate five star safety under Euro NCAP testing.This is possibly the best fettled of the trio from OPC’s garage and will undoubtedly be the most popular - on looks if nothing else. It’s a hottie - crouched ready to pounce with a powerful broad faced front and pumped out rear end.Astra OPC is a front driver with a healthy 206kW/400Nm output from its 2.0-litre petrol direct injection and turbocharged four banger. The turbo is a twin scroll unit designed for instant response six speed manual transmission only is available.That’s all very nice but the really good thing about this car is the way it steers and handles thanks in part to a front steering system called HiPer strut that places the steering axis away from the drive axis. No torque steer under full acceleration.Coupled with this is aggressive steering geometry that fires the Astra around corners like a race car. Impressive braking is then delivered by large diameter cross drilled discs with dual piston Brembo calipers.Three mode Flex ride offering Normal, Sport and OPC modes is fitted to this and the other two OPC models. It alters calibration for the suspension, brakes, steering and throttle response. A mechanical limited slip diff completes the traction/drive picture.Though a three door, Astra OPC can take five passengers and their luggage at a pinch. Auto stop start eco mode is fitted and the car can get as good as 8.1-litres/100km on premium. Leather, satnav, dual zone climate control auto headlights and wipers, electric parking brake - all included.This cheeky three door baby also heads the power game in its class by a significant margin, rated at 141kW/230Nm (260Nm on overboost) from a 1.6-litre turbo petrol four. Opel knows its market well and offers Corsa OPC with a swag of "branded" components inside and out.It gets Recaros inside, a digital radio, comprehensive instrumentation and subtle body add ons so people know you are driving something "special." It scores climate control, multiple wheel controls, auto lights and wipers, cruise and numerous OPC design touches.The two OPC hatches and the bigger sedan are like chalk and cheese - in every way. This is an auto only model, with all wheel drive and a Holden V6 2.8-litre turbo petrol engine. There’s nothing like it for sale unless you count the VW CC V6 4Motion but it’s more of a luxo-barge than a sporty sedan.Insignia OPC achieves 239kW/435Nm thanks to a range of technologies including direct injection, twin scroll turbo charging, variable cam timing and other trickery. It’s crammed with goodies like the adaptive all wheel drive system, Flexride, rear limited slip diff, 19 or 20-inch forged alloys.Like the other two OPCs, the Insignia has a specifically developed exhaust system to provide both performance gains and better aural quality.Corsa OPC can put away a 0-100kmh sprint in 7.2 seconds and sip premium at a rate of 7.5-litres/100km. Astra OPC nails the 0-100kmh sprint in 6.0-seconds flat, offers prodigious roll on acceleration from all speeds and sips fuel at a best rate of 8.1-litres/100km. Insignia OPC stops the clocks at 6.3 seconds and uses premium at 10.9.We were able to sample the Astra and Insignia OPC cars on the road and on the track and really like the Astra in both environments. The Insignia is pleasant enough but has a big price hurdle to overcome at 60K given Opel has pretty much no profile here at all.That will change over time and with hero cars like the Astra OPC running around. We only did one lap in the Corsa and really can’t comment. It feels pretty quick for a tiddler and looks OK as well as being well spec’d. But the story as far as we are concerned is all about Astra OPC.Is it as good as the Megane and the GTi? Answer, unequivocally yes. It’s a precise instrument spoiled only a tad by the swooshing exhaust that sounds like a vacuum cleaner under maximum throttle. We are sure owners will fix that pronto. It’s a dream to look at and has plenty of kit to keep you comfy and happy.Corsa? Can’t comment sorry. Insignia? Maybe, maybe not. Astra? Yes please.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?This is Toyota's top of the range generation 11 Corolla with all the gear and the best looks too thanks to liberal use of chrome highlights. It's the same under the skin as the others except for slightly sharper steering response compared with other lesser Corollas.How much?This one goes for $28,490 with the CVT auto adding two grand. We would suggest it's money well spent.What are competitors?Too numerous to list - some are Lancer, Pulsar, i30, Mazda3, Civic and Impreza.What's under the bonnet?A revised version of the previous 1.8-litre petrol twin cam four banger with about the same power as before, rated at 103kW/173Nm.Drive is to the front wheels via either a six-speed manual (with annoying throttle flare on up changes) or a silky seven step CVT with paddle shift in the Levin ZR.How does it go?Quite impressive actually. No sports hatch but good, punchy honest performance with no fuss and surprising economy. Smooth running and feels like it will (nearly) run for ever.Is it economical?Yes, we saw 6.6-litres/100km without really trying. And it's 91 RON, not premium.Is it green?It has adequate green credentials - minimal fuel use helps, the manual with a four and a half star rating, and the CVT with a five star rating in the Green Car Guide.Is it safe?Five stars - seven air bags.Is it comfortable?Very. The Levin ZR has plenty of luxury kit and attractive leather upholstery, excellent SUNA satnav, premium audio, large format reverse camera, plenty of seat and driving position adjustment, Bluetooth, you name it.What's it like to drive?Surprisingly good given the disparaging remarks often heard about "Corollas." It's totally unjustified in this case because this one is a relatively engaging drive - to a point of course as it's primarily aimed at general duties. But there's an edge to it and it's is good to steer.Is it value for money?Yes, other makes will struggle to stay with Corolla.Would we buy one?Absolutely. We'd even consider the test car at around $30k. Like the looks, the chrome bits and the striking looks inside and out. Corolla is no longer a shrinking violet.

The CR-Z is Honda's answer to an Eco sporty car, trouble is it wouldn't pull the skin off a rice puddin' so there's no substance to the racy style or sporty pretence. Pity that, especially as its dynamics are crying out for some mongrel under the bonnet.VALUEWhile the base model Honda CR-Z is priced from $34,990, the Luxury tested here starts from $40,790. Bluetooth phone and audio streaming is included as is multimedia connectivity and satnav with traffic bulletins.DESIGNIt's a great looking little coupe and undoubtedly well-built coming out of Honda's main Japan factory. CR-Z cuts an athletic profile on the street with plenty of glances from male and female admirers but the tiny fast back is totally impractical and the rear seats are useless.Looks good inside with a driver-focused cockpit-style dash albeit in hard grey plastic. The audio is good and the seats are comfortable though lacking lumbar support adjustment.It's roomy in the front, forget the back and just fold the seats to form a larger load space. There's plenty of information coming at you from various locations in the dash and a comfortable driving position but no centre arm rest.TECHNOLOGYUK tuning outfit Mugen has added a turbo to the engine giving around 150kW of power and around 250Nm of torque. It's enough to get the CR-Z from 0-100kmh in 6.0 seconds instead of the current pedestrian 10.0 seconds.That's what it needs for sure and perhaps Honda might up the ante. Don't hold your breath. Power comes from the combined efforts of a 1.5-litre, single cam, petrol four cylinder engine and an accompanying electric assist motor for a total of 91kW/167Nm available with the constantly variable transmission in CR-Z Luxury.The petrol engine has VTEC variable valve timing and is capable of consuming as little as 5.4-litres/100km (on test) of regular unleaded. There's a bank of Nickle Metal Hydride (not the newer Lithium Ion) batteries down the back to help the electric motor but you can't drive this car far on electric power alone. It is a petrol powered vehicle with modest assistance from an electric motor. The CVT has paddle shift on the wheel.SAFETYCR-Z gets a five star ANCAP rating thanks to its strong chassis construction, six air bags and stability control. There's a reverse camera and daytime running lights.DRIVINGThere's a clever three mode drive system offering Econ, Normal and Sport which changes various inputs such as throttle response and steering. There's a fuel efficiency monitor on Normal and Econ with the latter shutting down air conditioning wherever possible to conserve fuel.A digital reward system is used to coach drivers how to save fuel. Auto stop/start further reduces fuel consumption around town and it has quick-start to fire the engine immediately as the foot brake is released.Despite the average performance, CR-Z is fun to drive with direct steering and impressive cornering. The steering is well weighted and the brakes are strong and resist fade. It weighs in at 1190kg which tells under acceleration.Expect something north of 10.0 seconds for the 0-100kmh dash. Ride quality is good from the strut front and simple torsion beam rear axle. However, it's embarrassing when a 1988 VN Commodore driven by a green P-plater comprehensively hoses your $40 grand CR-Z from the traffic lights without really trying.VERDICTLooks good and has impressive dynamics. Do sporty driving and ultimate fuel economy go together? Maybe, maybe not. We'd be waiting for the Hyundai Veloster Turbo at about $35,000 and cop the bigger fuel bill.Honda CRZ LuxuryPrice: from $40,790Engine: 1.5-litre 4-cylinder, 84kW/167NmTransmission: 7-speed auto, FWDThirst: 4.7L/100Km (5.4-litres on test), CO2 111g/km

The new Chrysler 300 SRT8 won’t be winning any beauty awards but that’s not what it’s aiming for – the SRT8 is more interested in showing off what’s hiding beneath the surface.Here's the choice for around $66 grand in the heavy-hitter sedan department; HSV's 6.2-litre, V8 ClubSport at $66,900, Falcon F6 (blown six banger) at $64,390 or the new 6.4-litre, V8 Chrysler 300 SRT8 at a neat $66,000.The Falcon is a livewire that sounds like a vacuum cleaner, the HSV has good credentials and handling like a buckin' bronco while the Chrysler (reviewed here) is a Barry Crocker (shocker) to look at but outguns them all in terms of engine capacity and output. The bulky Chrysler tips the scales around 2.0 tonnes but that doesn't matter a hoot when you have 347kW and 631Nm rumbling up front.It's enough to push the SRT8 from 0-100kmh in the sub 5.0 second bracket. Drive goes to the huge 20-inch rear wheels through a five-speed auto with paddle shift and multiple modes. Variable valve timing and cylinder deactivation help efficiency but the donk remains an overhead valve unit. It likes a drink of premium too with a combined claimed average of 13.0-litres/100km.The cylinder deactivation system operates all the time and isn't the smoothest mechanical system ever invented. Its operation is accompanied by a noticeable graunching noise. But the SRT8 gets up when you select the sports mode and deactivate the over intrusive stability control.Sport mode sharpens up a range of functions converting the big Chry from barge to ballistic. It a remarkable transformation apart from that deactivation system constantly intervening when you get off the throttle. They need to install a dual mode exhaust too because the existing system is neutered. We would like to find out if the sports mode can be permanently selected instead of the car defaulting to nanny mode every time you switch off.The big, ugly Chrysler is a newbie in this company but what have they done to its looks? The previous model had real presence on the road - a large, American car look with overtones of Bentley. This new model has horrible piggy squint headlights, horrible black plastic honeycomb grille and a horrible chamfered rear end that looks like it's been chopped off at an angle by a giant's cheese slicer.And it isn’t much better inside if you like a premium soft-feel environment. Chrysler has perfected a method of skinning hard surfaces with a form of stitched leather for a "classy look." And that's what it is - a look only because the touch is hard-as-the-hobs-of-hell - cheap, nasty.Still, other aspects of the interior are pretty good with a Harman Kardon premium audio system, very large touch screen with satnav and reverse camera, electronic vehicle info' centre, sporty wheel, stunning light blue instrument back lighting, multiple media connection options. We like the numerous Benz-style safety systems too.Pity about the annoying rattle in the vicinity of the right rear door and the lack of a spare. There's plenty of room for five inside and the boot is huge.In normal driving, the SRT8 is a big, comfy limo that pampers passengers to a high luxury level. Let it loose on a tight section of road or racetrack and it's like Jeckyll and Hyde. Lucky it has four piston Brembos all round.

Which would you prefer to eat? Kimchee from Korea or pad thai from Thailand. That's what it's like when it comes to one tonne utes. Most of the ones we get here are out of Thailand, but the Ssangyong Actyon is from Korea. We were keen to give it a try because we see Korea as more advanced than Thailand.And the new Actyon Tradie - the entry level model in Ssangyong's new ute lineup reinforces this notion in plenty of areas. It's a good thing as well as being a much better looker than the previous model.VALUEIt sells for $26,990 for the six-speed manual we drove last week. This is the steel wheel special, the work truck that never has an empty tray, the one that lives outside and never gets a wash, rarely a service.And get this, even though it's the base model the Tradie scores Bluetooth phone and audio, a soft feel dash and other cabin touch points, aircon, remote central locking including the spring loaded tailgate and a multi-function steering wheel.It needs a left foot rest for the driver and the handbrake lever mover on the right side. Apart from that, Tradie is full steam ahead.TECHNOLOGYThis is a complete revamp of that ladder chassis vehicle with a new front, new interior and new powertrain including a 2.0-litre turbodiesel with a variable geometry turbo from VM Motori in Italy. There's plenty of power and torque from the engine that's good for 114kW/360Nm, the latter from a low 1500rpm.And Ssangyong has geared the Tradie right with a low first to get off the mark smartly when heavily loaded, well spaced intermediates and a high but not too high top for cruising. Fuel consumption is good at 7.3-litres/100km which gives a 1000km plus range from the 75 litre tank.DESIGNThe four-door dual-cab body offers room for five and access through the rear doors is easy. There's a tray liner protecting the painted two square metre tray bed. A tray bar to tie on lengths of timber or ladders over the roof would be handy.DRIVINGThis one feels solid as a rock and yet has coil spring rear suspension and rides like a passenger car even when unladen. Look underneath and there's a big diff, large springs and fittings, robust tailshaft - stuff that looks like it can take a pounding.We did a bit of that too loading the Tradie with nearly a tonne of pavers despite the load capacity being about 850kg. Handled it no trouble.VERDICTWe like it. Love the price and would definitely prefer an Actyon to a Chinese take away. The time Mercedes-Benz spent with Ssangyong had a positive engineering effect in that the latter knows how to build a truck.SsangYong Actyon TradiePrice: from $25,282Engine: 2.0-litre four-cylinder diesel, 114kW/360NmTranmission: 6 speed manualThirst: 7.3L/100 km (RWD), 7.4L/100km (4x4)

When you are at the cutting edge of F1 racing you have a fair old leg up if you also happen to make production cars. Therefore, it's hardly surprising that Renault can produce a car like the Megane RS265 - arguably the best front wheel drive car ever built.VALUEThat's a huge call but the Megane RS265 delivers the kind of drive feel you expect from a car costing over $100,000. It costs from $42,640 and don't forget, it's a FRONT wheel drive.TECHNOLOGYSpawned from the French Gendarmerie's requirement for a quick response car (read pursuit vehicle), the Megane RS 265 achieves 195kW(265hp)/360Nm output from its 2.0-litre turbocharged petrol engine. It's a lot of grunt to feed through the front wheels but Renault equips its stove-hot hatch with a tricky differential as well as an independent steering axis to completely eliminate the dreaded phenomenon of torque steer that can hinder a high powered front driver.DESIGNMore than that, the chassis is so well dialled in as to render all wheel drive redundant on all but icy roads. That means a substantial weight saving. Further saving weight and complexity is the RS265 six speed manual only suspension. There's not a dual clutch system to be seen and it doesn't need one.DRIVINGOn a drive program for the RS265, we covered roads previously driven in the latest Porsche 911. And there was precious little difference in the pace of the Renault compared with the Porsche - selling at five times the price. And you can actually accommodate two people in the back seat of the Megane RS265.It has cornering capabilities like few other cars and really does feel like it's on rails at silly speeds. We took the car to a race track to extend the envelope but came away humbled because not once did the stylish Renault put a wheel out of place. It makes mug punters look like hero drivers.But there are some shortcomings. The engine redline is set at about 6500rpm and it needs to spin a little harder to eliminate unnecessary upchanges. The car also resets to Normal mode instead of staying in Sport where the extra power is available and the chassis is fully dialled up. The radio is still a challenge with fiddly small dials and labels.Apart from that, we'd have one of these cars over a WRX, Evo or anything else in the performance all wheel drive segment.VERDICTIt's just a better mouse trap, a bargain performance car that looks as good as it goes (and sounds). Santa, where did you go.... 

If you want a small wagon, a light wagon to be precise, there's only one choice and that is Skoda's Fabia. They have two available, a red hot 132kW RS model and the garden variety 77TSi version subject of this yarn.VALUEIt adds a few grand to the bottom line selling for $23,290 nut the DSG is a worthwhile investment if you want your cake and eat it too. Around town, it's an auto, out on some country road, it's a manual. But there aren't any paddles here, it's stick shift only for the manual mode.The povvo pack spec' means no alloys and a fairly basic features inventory but the necessities are there including aircon', power windows, cruise, heated mirrors and extensive multimedia connectivity. There's Bluetooth phone and a multi function wheel to make you happy.DESIGNNo looker, the rather gawky Fabia wagon does have quite a few redeeming features apart from being the only light wagon currently available in this country. We used the little wagon to transport four tyres and wheels and they fitted no problem once the 60/40 rear seats were folded.TECHNOLOGYThe engine we have seen before in numerous VW products but in this instance and because of the size and weight of the car, there's no performance cringe. In fact, there's a fuel economy bonus with the Fabia wagon as it can sip at a rate of just 5.5-litres/100km.And because the 1.2-litre four cylinder engine is turbocharged and has direct injection, there's plenty of kick from this tiddler when you need it. Skoda only had a five-speed manual at launch but now there's a seven-speed DSG dual clutch manumatic and it makes a world of difference, contributing to the rather sporty flavour of this tiddler size carry-all.DRIVINGThe DSG not only delivers fuel efficiency gains it makes the car seriously more driveable because of the speed of the gear changes. We couldn't detect any jerkiness at idle speeds alleged by other drivers. It was all plain sailing as long as you are judicious with your right foot and didn't show any symptoms of St Vitus Dance. It's a handy little bugger that's for sure and easy to park too.VERDICTGuess we could get used to that kooky face if we needed wagon practicality in a compact, affordable and economical vehicle.

Who wouldn't love to own an Audi R8 supercar? They look sensational - nearly as good as they perform. But, reality check time, it's really only dreamworthy. Back a few rungs on the ladder to a more accessible level is possibly Audi's best looking mainstream model, the RS5 coupe.VALUEIt has nearly as much road presence as the R8 and isn't far behind in performance or handling and it's a mere $161,500 plus (a lot) extra for various packages you are going to want. Achoo, you say. Yes, I know, also dreamworthy at that sort of dosh but hey, you've gotta have dreams.Mine came true when I wangled a drive in the new RS5, one of my favourite cars at this point in time. There's more high-tech stuff throughout every aspect of the car including the chassis with drive select and torque vectoring to the rear wheels.Spend more and you start accessing two optional dynamic sports packages (one of which was fitted to the drive car) and bigger 20-inch wheels, as well as other cool stuff. All it takes is money. But the net effect is awesome.DESIGNIt's even better than before with revised styling, more chromework on the front end. Inside is typically Audi classy with soft leather, carbon inlays and chic, modern styling along with a killer audio, the latest navigation system and luxury equipment levels. It's got some serious competition out there but the looks carry it for me.TECHNOLOGYIt gets a revised powertrain featuring a brilliant 4.2-litre, direct injection, naturally aspirated V8 that runs with the pack of larger capacity and forced induction V8s. Following Audi's philosophy of downsizing engines to cut emissions and fuel use, the new RS5 still manages to edge closer to the magic 500 horsepower mark (about 375kW).So the 331kW/430Nm output of this "small block" high-tech, alloy V8 is quite amazing. Mind you it revs to 8250rpm to achieve this output but on the way, sings one of the sweetest songs you'll hear from a road registered car.DRIVINGIn full dynamic mode with the ESP of, this car delivers sensational handling aided and abetted by the quattro all wheel drive. It has large powerful brakes clamped at the front by eight piston calipers. The seven speed S-tronic dual clutch transmission fires through gear changes in micro-seconds blipping the throttle on down changes if so instructed through the drive select system.VERDICTAny downside, no, not even fuel consumption which is an achievable 10.5-litres/100km Yep, better tub those kids in preparation for selling.

When the Benz CLS four-door coupe first appeared it attracted plenty of criticism by a bunch or wowsers but went on to spawn a whole new class of vehicle. Benz has just started a new trend using the same CLS formula - in a 'wagon' though they don't like the CLS Shooting Brake referred to as such.ARCING ROOFWhatever, it's a wagon with sexy lines and the characteristic CLS arcing roofline, full stop. Like the "coupe" before, the Shooting Brake boasts a blend of luxury and sportiness this time with a greater measure of practicality.Is it as confronting a design as the coupe? Well, yes, possibly even more so. We have never seen anything like it and the sheer audacity of styling a "carry-all" vehicle like this is to be admired.PREMIUMOne thing's certain, when you see one on the road, you won't forget it in a hurry. The "Shooter" is likely to be compared with a brace of premium, luxury, mid-size European "estates" like the Volvo V70, BMW 5-Series and Audi A6 but that would be missing the point.It's a stylemeister more than a load toter... pure and simple. Built more for conveying you and your passengers to the golf, yacht club, polo, skiing or scuba diving rather than take the tribe to the footy.ATTENTIONA look at me vehicle for someone who enjoys being the centre of attention. And when you actually get behind the wheel and drive one, that attention from other drivers is clearly evident. It's almost like driving art on wheels.LINEUPWe get CLS Shooting Brake in two models with the diesel-engined 250 CDi and petrol-powered 350. A 5.5 litre, twin-turbocharged, V8-engined AMG is possible later on. The diesel is a 2143cc, turbocharged, four-cylinder seen in numerous other Benz models.A cracker of an engine good for a wall of torque, it propels the largish Shooter like a sports sedan while using as little as 5.5-litres/100km. The numbers are actually 150kW/500Nm thanks in part to a twin-turbo installation under the curving bonnet.ON THE ROADDrive goes to the rear wheels through a seven-speed automatic transmission. Automatic stop-start shuts down the engine when the car comes to a stop to save fuel in traffic. The 350 has a naturally-aspirated, direct-injection, 3.5 litre V6 and develops 225kW and 370Nm.It too is used in numerous other Benz models. Like the diesel, it powers the rear wheels through the same 7G-tronic conventional auto. Stop-start helps the 350 achieve 8.2 litres/100km. So, you get head turning looks, generous standard equipment, impressive ride and handling characteristics and something really special though it's an option that should be standard.TIMBERIt's a cherrywood timber load floor done in boat deck style available for $4900. Now that's something no other car currently offers - a real talking point with a wow factor guaranteed to hit the envy button. And after all, isn't that what the Benz Shooting Brake is all about...HOW MUCH?The diesel is $129,000 while the petrol is $173,000.Mercedes-Benz CLS Shooting Brake 250 CDIPrice: from $129,000Resale: N/AService interval: 12 months/25,000kmCrash rating: Not ratedSafety: 6 airbags, ABS, EBD, EBA, TC, ESCEngine: 2.1L twin-turbodiesel, 150kW/500NmTransmission: 7-speed automatic, RWDDimensions: 4.96m (L), 1.89m (W), 1.42m (H)Weight: 1801kgSpare: Space-saverThirst: 5.5L/100km (diesel), 144g/km CO2