Articles by Peter Barnwell

It must be a real worry for our three local manufacturers to look at or drive something like the new Kia Sorento because it's so... easy. Easy to drive, easy to live with, easy to look at and easy on your body thanks to high comfort levels.It's also easy on your pocket if you chose a vehicle like the one we just drove - the front wheel drive , 3.5-litre, V6, petrol Sorento SLi. It sells for $40,490 and offers plenty of value for the ask.The SLi model we drove is mid-spec and scores plenty of kit including leather upholstery, Kia's clever Flex-steer three mode steering system, 18-inch alloys with a full-size spare, a five star crash rating, reverse camera and parking sensors front and rear, auto headlights, and LED daytime running lights among an extensive list of goodies.The engine is a pearl, silky smooth, plenty of kick and relatively light on fuel if you're cruisin'. It's good for 204kW/335Nm output and boasts plenty of technology including dual variable valve timing and other trickery but no direct fuel injection - yet.Drive goes to the front wheels through a six-speed conventional auto with sequential shift mode. Sometimes the front wheels spin if you plant the right foot from the lights but the stability control nips that in the bud. That's about the only criticism with the Sorento's drive train.Fuel use can get up around the 12.0 mark but sub 10.0 is attainable without trying too hard. It must be remembered this is an 1831kg medium large SUV.It looks good from all angles particularly with the styling refresh from last year.But what's it like to drive? In short, impressive, especially given the price. Sorento is a good size for multiple uses including family wagon duties, commuting, long distance touring and is easy to park.The load space is large without folding the rear seats which doubles its size when down. It has a good ride somewhere between sporty and supple but the height is an issue if you push hard - just like most vehicles in this class.It's rated at up to 2.0-tonnes towing capacity braked but we reckon that's optimistic with a front wheel drive.Would we own one of these vehicles? Without hesitation, preferably in a diesel except for the fact that you can't get front wheel drive Sorento with the diesel. Bit of a bugger actually but that may change down the track.

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?This is the kick off point for BMW's new range of M-enhanced cars as opposed to fully blown M cars. They use selected hot bits from the M operation and also performance bits from the general parts bin to produce higher performance versions at more affordable prices.The six speed manual five door hatch is $68,400, four grand more for the eight speed auto. Also available are a three door hatch and a convertible.Not many really. The hot front wheel drive Euro hatches that recently came onto the market - Focus ST and Renault Megane RS 265. Not forgetting the Golf R and even WRX and Evo. M135i is rear wheel drive.Generous performance comes from a twin scroll 3.0-litre turbo straight six with direct fuel injection and fully variable cam timing and cam lift. Power is 235kW with 450Nm from a low 1250rpm.You won't be disappointed. Sub 5.0-seconds for the 0-100kmh sprint, superb roll on mid range response, cracking of the mark zip. Screams right through to redline at about 7000rpm. Rolls on Michelin 18s, has variable gearing steering, huge brakes, adjustable sports dampers.Surprisingly so. We recorded 8.0-litres/100km without trying. BMW says it will do 7.5 on 98 octane.Yes, the engine is super efficient and passes Euro5 emissions regs Car also has auto stop/start to reduce emissions in city driving.Five gongs.In a sporty way. The Comfort mode is still firmer than your average hatch or family slush box but the M135i has plenty of luxury and high quality components inside and out.Sensational. The four mode drive select system really changes how the M135i behaves from relatively benign right through to full race mode.This is the sort of car you would get up early on a Sunday morning for - to take it for a spin on your favourite road almost unencumbered.Extremely so for the level of performance and luxury you get.Standard kit includes premium audio, voice control, multi media connectivity, Bluetooth phone and audio, leather, body aero kit, LED daytime running lights, bi-xenons, auto high beam.Not a shadow of a doubt.BMW 135i five-doorPrice: from $68,400Warranty: 3 years/unlimited kmCrash rating: 5-star ANCAPEngine: 3.0-litre 6-cyl, 235kW/450NmTransmission: 6-speed manual; 8-speed auto, RWDDimensions: 4340mm (L), 1765mm (W), 1411mm (H)Weight: 1430kgThirst: 8.0LL/100km, 188g/km CO2

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 Prius — with all the bells and whistles. There are now about four variants of Prius kicking around the Toyota lot.How much?This one goes for $46,490What are competitors?Any number of medium size SUVs in particular the two wheel drive variants that are flooding onto the market. Possibly Honda's Odyssey, Kia Rondo though not on price.What's under the bonnet?Has a Hybrid Synergy Drive petrol 1.8 litre engine adapted from Corolla and an electric helper engine. Total output is 100kW and we couldn't ascertain torque. Transmission is a CVT through the front wheels. Battery is finally a lithium ion unit.How does it go?Slowly. Even in Sport mode. You have to exercise the right foot to get the Prius V up and running. Car has an annoying engine slur accompanying changes in "ratios". This dents fuel economy a tad. Handling is acceptable and ride quality is similar.Is it economical?We achieved 5.7-litres/100km with mostly highway driving—- a long way away from the 4.4-litres/100km claimed.Is it green?Doesn't make much carbon dioxide but vehicle manufacture wouldn't be too environmental, especially the battery.Is it safe?Yes, should rate five stars if crash tested. Has a useful pre-crash system like Mercedes-Benz that prepares the car for a collision if imminent. Has multiple air bags, stability control and strong chassis construction.Is it comfortable?Good in the front seats, pretty good in the middle row too which has individual  fore/aft adjustment. No power seat adjustment though. Rear pews are tight and difficult to access — for small kids only. Minimal luggage space with all seats up. Plenty of luxury kit to while away the time — premium audio, climate control though we couldn't find any rear set vents, good connectivity, comfy ride and seats. Plenty of steering wheel controls, radar cruise.What's it like to drive?Boring.Is it value for money?Not really when you can get into the lower spec' Prius V model for 11 grand less.Would we buy one?No we'd buy the new RAV4 every day.

It took Nissan more than six years to redress a brainsnap it had when discarding the Pulsar name in favour of Tiida....eeuuw! Good sense has prevailed and Pulsar is back for 2013, initially in sedan form with a hatch following in three months.Keenly priced from a starting point of $19,990 - the same price as the Pulsar 16 years ago. New Pulsar is styled like a scaled-down Maxima and is actually quite a large car for the class.Three grades are available; ST, ST-L and Ti. All three get alloy wheels, air conditioning multiple wheel controls, cruise, six air bags, Bluetooth phone, power ancillaries and a full size spare.Audio streaming is only on Ti which also gains satnav, leather, 17-inch alloys and other goodies - in CVT only. CVT adds $2250 in the two lower spec' models and metallic paint is an extra $500. Competitors are Corolla, Cruze, Lancer, Civic, i30, Focus and numerous others in the "small car" segment.Components from Tiida have carried over into the Pulsar - tweaked or refined to suit the new car. But there's not a lot of new technology in the engine, transmission or chassis or any driver assist features for a tech-savvy customer. It's all pretty straight forward, tried and true stuff.The 96kW/174Nm engine is a heavily revised 1.8-litre petrol twin cam from Tiida with a longer piston stroke and other changes to improve drive feel and possibly fuel efficiency.There's variable valve timing on inlet and exhaust sides and friction reduction inside the engine for incremental gains to performance and efficiency. Two transmissions are offered; a six-speed manual and CVT "auto".The latter has no sequential shift mode at all but is modified for better overall performance and cruising. Best fuel economy for Pulsar is 6.7-litres/100km for the CVT and 7.2 for the manual.It rides on a strut front and torsion beam rear suspension - same as Tiida but the stiffer chassis features a longer wheelbase and wider stance that yields benefits in terms of ride comfort and interior room.Though the rear seats don't fold in the Pulsar sedan, it has a large boot - possibly the largest in class. The critical rear seat legroom measurement is generous - once again, possibly best in class.We drove the ST-L manual and Ti and found the car to be pretty much as expected - the new order family sedan. It has little sporty pretence and is calibrated for comfort above all else. That's a plus for everyday driving on our rough roads.The 140kW Pulsar SSS hatch coming will take care of the sporty angle. Pulsar sedan makes a bit of engine noise under acceleration but is quiet cruising. The longer stroke engine feels slightly breathless once revs exceed 5000rpm. But there's plenty of punch lower down for driving in traffic or everyday conditions. The interior looks good with multiple materials and textures and a modern attractive design. We feel the lack of folding rear seats is a major oversight even though the boot is large. Wait for the hatch perhaps. We like the styling that's accentuated by clever use of LED lighting front and rear.New Pulsar should have wide appeal and the name has currency even after seven years. It's a bit nondescript but that's how many buyers want their car. Go for the CVT every time.

The biggest automaker in China, SAIC, has just put a toe in the water here with a selection of LDV vans. SAIC sells 4.5 million vehicles a year and is in cahoots with GM and VW as wells as a swag of well know component manufacturers. LDV is handled here by WMC motor group, a privately owned company that already has Chinese brands Higer buses and JAC light trucks under its wing. LDV (Light Duty Van) is the product of a bold move by the Chinese more than a decade ago when they purchased the LDV plant in Europe and transplanted it to a location near Shanghai. They upgraded both the line and the vehicle bringing them into the 21st century. Up to 75 per cent of components in LDV vans are globally sourced.Prices for the first three models are $32,990, $37,990 and $39,990 in ascending order. There is one spec' only with generous equipment levels that includes aircon' with multiple vents, 16-inch alloys, ABS, dual front air bags, reverse sensors, cruise control, remote keyless entry, power windows and mirrors.The vans are well set up for work with a low centre of gravity, low floor clearance, passenger vehicle comfort levels, plenty of cargo space, good axle load allocation and crash benefits. The interior is well endowed with storage options and has three seats.It will target tradies, rental fleets and freight organisations. WMC hopes to win conquest sales over the likes of Hyundai iLoad, Iveco, Benz Sprinter, VW Transporter, Fiat Ducato and Renault among others.Comparing apples with apples (i.e. similarly specced vehicles), the LDV offers a value proposition despite being pitched higher than expected. It's a couple of grand under the most likely competitor, well entrenched iLoad, and is the lowest price van on the market today.Called the V80, the new front drive vans feature a four cylinder, 2.5-litre, turbo diesel engine from VM Motori, manufactured under licence in China. The initial batch of vehicles is five-speed manual with a six-speed automated manual (semi-auto) due later this year along with a drop side, tray back cab/chassis, people mover and other variants.Three variants are available initially; a short wheel base low roof, long wheelbase mid roof and long wheelbase high roof. They have load capacities of between 9-12 cubic metres, or two pallets and payloads between 1.3 and 1.8 tonnes.No crash rating was available but four stars seems attainable with stability control and a couple of more airbags.It's pretty good to drive too - a lot better than expected particularly in terms of ride and performance. The gas filled dampers give a smooth ride even over rough roads and the engine has plenty of performance once underway. It's good for 100kW/330Nm output.The manual change mechanism is similar to other offerings in the segment and the interior could also be from any of LDV's competitors - not flash but utilitarian and hard wearing. They need to reposition the instruments onto the left side of the dash instead of the middle.WMC is also offering the V80 as a wheelchair accessible vehicle available, ready to roll from the dealers. Currently, this type of vehicle is fitted-out by third party manufacturers at high cost and with long delays.It's a tempting workhorse from LDV that benefits from a solid European influence and competitive pricing.

You can't argue with the figures - Audi's Q5 is one of the German manufacturer's most popular models here. That's due to a number of factors not the least being price, practicality, size and style.

Confession time, I am an MX-5 owner, a 2003 NB model which is pretty old but gives me a good baseline from which to assess the new model.This is a car that has sold nearly a million units since introduction 24 years ago making it the best selling sports car in history. I didn't need to be asked twice to take the new NC Series 3 Roadster Sport for a test drive.Surprisingly similar to my old MX-5 . . . plus 10-15 per cent but the drive feel is the same. It has a bit more go, a bit better handling and slightly better brakes, sounds better thanks to the exhaust note generator and is a lot more rigid in the chassis with no scuttle shake, roof on or off. At around $50 grand, it would need to be (a lot) better.This will be the last version of the NC as the new MX-5 due within the next 18 months will be a collaborative effort between Mazda and Alfa. Hopefully, Mazda will prevail in the gestation process to retain all the essential elements that go into what an MX-5 is, starting with rear wheel drive, the powertrain chassis and double wishbone suspension.But this "Last of the Mohicans" pure Mazda model is already showing signs of dilution with the disappearance (in Australia) of a rag-top version moving to all hard top roadster variants starting at $47,280. Mind you, they are following market demands which seems to prefer a folding hard top over the vinyl option. That would be price-related as the car is now shopped at a higher, more luxury conscious level than before.It will also be shopped against the new Toyota 86 and Sooby BRZ against which it loses out big time on price and performance. Still offers a roofless driving experience though and Mazda build quality. They have tweaked the engine computer to give better throttle response and fitted a stronger brake booster to give better braking as well as altered the face and some body hardware. It's essentially the same as the first NC model.All models get Bose audio, aircon, power mirrors and windows (without delayed closing), multiple wheel controls and cruise.Power comes from a 2.0-litre, petrol four-pot engine with variable valve timing (SVT) but no direct injection. It's good for 118kW/188Nm output both peaking at mid to high revs. The engine redlines at 7200rpm. Six-speed manual and auto transmissions are available though why you'd buy an auto MX-5 is unfathomable.A miniscule amount of weight has been pared off but the car still weighs too much at 1167kg, 100kg more than my old NB. I suppose the additional luxury kit would account for a bit as well as the fast operating roof folding mechanism. The Roadster Sport I drove scored leather-clad Recaros and gorgeous forged BBS alloys.Safety is adequately addressed with four air bags, high strength steel chassis stability control and other features.The drive is exciting. It has plenty of get up and spins out willingly to redline. Gear changes are aided by the short throw change mechanism and closely spaced ratios. The limited slip diff' gives you more drive out of corners but the stability control system is too pessimistic activating too early on fast corners to upset the car's composure (and your drive experience). Can be turned off though.Dual mode Sport and Comfort suspension would be an improvement because the standard setting is a bit soft. Couldn't cost that much. It steers sharply and has brilliant brakes, no complaints there. The chassis is much more rigid than my old MX-5. No satnav, only OK audio (it needs a subwoofer), no delay window close function, and too many hard interior surfaces detract from the package.

Chuck a tonne in the back of your new one tonne ute and chances are the towing capacity drops right away. They can't take the weight in the tub and through the tow bar at the same time. Not the case with the new Isuzu D-Max ute which can handle up to about 950kg in the load tub and still pull its 3.0-tonne towing capacity - without spilling its guts all over the road.VALUEPrices for the base cab chassis 2WD start at $27,200. Our test vehicle was $51,700. The Isuzu D-Max ute is functional and in the LS Terrain model's case, well equipped complete with a large touch screen and satnav (featuring 10,000 off road destinations), reverse camera, decent audio and Bluetooth connectivity.\We really appreciated the fine particle pollen filter and multi-media connectivity but the seats are a bit flat and the embossed leather tacky. The test vehicle had hill ascent and descent assist as well as other driving aids. A full size spare is supplied on all models.TECHNOLOGYThe ability to tow a decent amount while loaded up is because the D-Max is unashamedly a work truck right down to its ‘truck' engine and heavy duty transmission from Japanese manufacturer Aisin. It's actually the same tranny as Toyota uses in the 200-Series Landcruiser modified to suit the D-Max.The 3.0-litre four pot turbodiesel Isuzu engine is built for light commercial vehicle application and is infact a revised version of the previous unit achieving some 130kW/380Nm output, the latter from 1800rpm. The top of the range test vehicle, an LS-Terrain Crew Cab five-speed auto had selectable 4WD as well as sequential shift mode, not that you need it, this is a truck after all.The engine has a variable geometry turbo (VGT) and other refinements to improve efficiency and performance. D-Max has a double wishbone front suspension with gas dampers and leaf rear springs while the front diff' is independent the rear is a rigid, old-school set-up - just what's required for a ute.Terrain Command 4x4 system offers 2WD and 4WD high and low range - selected by a dial on the centre console (at up to 100kmh).DESIGNThis is a new model from Isuzu featuring a stylish new body and new chassis. It's a body-on-chassis design as all utes should be but in this case, that ladder features numerous cross members for extra rigidity and strength in arduous conditions.It also has a longer wheelbase than before to provide additional cabin space. Though similar to Holden's Colorado ute to look at, the D-Max is actually a more handsome beast thanks to its different frontal treatment and other tweaks to the sheet metal and trims. Comes off a different assembly line too, so calling the D-Max a rebadged Colorado is way off base. It's almost completely different.Inside is best described as serviceable with mostly hard plastic surfaces styled to look acceptable.DRIVINGOn the road, the D-Max is surprisingly smooth and quiet, much better than the Colorado. It has plenty of performance through a wide engine rev range and can achieve relatively frugal economy rated around the 8.0-litre/100km mark.The auto seems well in tune with the engine's outputs because there's never a hole when you push the accelerator. It has a softish ride and is suitably comfortable on and off road but the turning circle is big. There's plenty of room in the big cabin for five and access is helped by large doors and door openings.Loading the beast is easy too - not too high and the tub is large - certainly for two trail bikes and a mountain of spares. Goes almost anywhere off-road spoiled only by the stability control system that can't be turned off in 4H.VERDICTWe mostly like the D-Max apart from the cheap interior and large turning circle. It's a ridgey-didge light commercial vehicle up for pretty much anything you throw at it.Isuzu D-Max LS-TPrice: from $51,700Warranty: 5yrs/130,000km with 5yr roadside assistService intervals: Six months/10,000kmSafety: Six airbas, ABS, TC, ESC, hill ascent/descentEngine: 3.0-litre turbodiesel four-cylinder, 130kW/363NmTransmission: Five-speed auto, 4x4Dimensions: 5.3m (L), 1.86m (W), 1.8m (H)Weight: 2950kgThirst: 8.1L/100km (diesel), 214g/km CO2Spare: Full-size

Had the new Mazda 6 been here a little earlier, we feel sure it would have taken every Car Of The Year accolade - it's that good.

Kia's Sorento has developed rapidly over the past five or six years from something good to something really impressive. The latest version is possibly the final evolution of this generation Sorento and is far and away the best. It's been locally fettled to deliver arguably one of the best ride compromises in the class.Next time around Sorento will be based around the new Hyundai Santa Fe sheetmetal. We got to drive the range topping Platinum diesel that sells for a not insignificant $50,390 but you get a whole lot of SUV for the money.Platinum scores 19-inch alloys with a full size alloy spare, rear view camera, front and back parking sensors, auto xenon headlights with see around corner function, auto wipers, hill start assist, front LED running lights, leather, Bluetooth audio and phone, climate control, climate control seats,  premium audio, Suna satnav with 7-inch screen, power eight way adjust driver's seat, four way power passenger's seat, seven seats, solar filtering glass, glass roof, cruise, wheel controls, push button start, trip computer, multiple storage compartments and more than we can list here.The vehicle is a medium size SUV in the "two box" style with a large passenger compartment complete with fold down third row seating (with footwell).With seven aboard, there's adequate room and the vehicle makes light work of carrying this load. There's even a decent space in the back for some luggage. The interior styling is modern and functional but fairly hard in most areas. Kia uses the stitched leather look on the dash favoured by premium European manufacturers but in this case it's hard underneath.But that's all there is to complain about inside, other than that, it's a good thing.Plenty of power comes from the 2.2-litre turbodiesel engine that's been around for a while now. It achieves 145kW/436Nm output and drives all four wheels through a six-speed automatic transmission.Efficiency is boosted by the variable geometry turbocharger sufficient to give this medium size SUV the creditable fuel figures of 7.3L/100km.It's smooth and quiet making pretty much no noise on the highway cruising. And there's always willing acceleration available at will. The vehicle rides with competence in many environments. It has a sporty Euro feel on sealed roads and yet is comfortable and stable off road. A four wheel drive lock mode is provided for tricky situations.We like the look of it too - with the "Schreyer" bowtie grille and neat, stylish lines reminiscent of a BMW X5 at the rear.We could easily live with one of these vehicles permanently as a general duties hack. It covers plenty of bases, has great performance and economy, looks the business and is generously equipped. Kia also offers an incredible warranty and fixed price servicing. No downsides at all really.