Articles by Peter Barnwell

The street presence of the new base XT and XR models won't grab people's attention but the G-Series cars sure will with their unabashed styling links to the gorgeous Ford Mondeo and also Aston Martin.

If you haven't noticed, the German manufacturer is progressively introducing a fetching array of LED driving lights to its higher range cars. You can't miss them.But the LED dollars weren't there for all A4s. That's because plenty has been spent elsewhere on this new vehicle, which is essentially a four-door version of the sleek A5 and S5 coupes that have been running around for about a year.With a lineage going back a couple of decades, the A4 has won a share of buyers and the new model should ramp up sales more, given its attractive styling, equipment and power train options.Engineered from scratch, the code-named B8 A4 features a selection of new technology from the Audi world including a multi mode suspension system (optional on most models) called drive-select that alters engine, transmission, steering and suspension settings.There is a choice of two petrol and two turbo diesel engines, all of which Audi says are more powerful, more fuel efficient and less polluting.We have seen the 2.0-litre turbo diesel before and the 3.2 V6 petrol but they are joined by a 1.8-litre turbo four-cylinder petrol with direct fuel injection and a 2.7-litre, V6 turbo diesel. Both diesels have particle filters to cut soot.All-wheel drive quattro is only available on the six-speed Tiptronic auto V6 petrol. All the rest are front-wheel drive with either a constantly variable auto transmission called Multitronic or a six-speed manual in the case of the 1.8-litre turbo four-pot.In a big change, A4's engine has been relocated farther back in the engine bay and behind the front axle for gains in weight distribution, handling and ride. The new body is 10 per cent lighter than the outgoing model.It is wider, lower and has a longer wheelbase for extra interior room and better aerodynamics.Aluminium is selectively used in the vehicle, particularly in the front suspension.It has larger brakes and, in a huge jump forward, stability control that intervenes on steering as well as braking and engine power.Safety equipment is impressive and includes eight airbags on all models. A reversing camera is optional on all but the top liner.A vast range of options is available including lane assist, blind spot warning system, keyless entry and start and adaptive cruise that uses a radar system.All models score an electric parking brake and a large centre control screen. ‘Concert’ audio is fitted across the range, which can be upgraded to premium Bang & Olufsen.The base model is handsomely equipped with alloys (16-inch), automatic airconditioning, cruise control, leather, trip computer, headlight and wiper auto on, multi-function steering wheel and servotronic steering among the goodies.Made in Germany, the new A4 looks a million bucks on the street regardless of the model. The interior is up to Audi's expected high standard in terms of design, style and function.Prices start at $50,900 for the manual 1.8 turbo petrol rising to a bit under $90,000 for the V6 petrol. Tick a few of the option boxes and watch the price jump alarmingly.Audi Australia expects to sell mainly 1.8s but that could change depending on the price of fuel.An Avant (wagon) version will be here by August in similar specification but only 1.8-litre petrol and 2.0-litre diesel. 

Put a tonne in the back and it's plain sailing.We were interested to drive the new Kia K2900 CRDi, which replaces the underpowered K2700.The earlier model struggled with a full load aboard and used more fuel than it should have.With the DOHC, turbo, four-cylinder diesel engine from Hyundai's Terracan 4x4, K2900 has plenty of power and torque to run with the pack.Good for 92kW/245Nm, the K2900 easily maintains a fast highway clip loaded or unloaded and consumes less fuel doing it.The average on test wasn't as good as Kia's claimed 10.2 litres/100km but the truck had only 200km on the clock.With the factory steel tray, the K2900 retails at $30,490 a tempting price for a tradie on a tight budget.The tray is bigger than other vehicles in this class and lower making it easier to load. That's partly down to the 12-inch rear dual wheels but also the low slung ladder chassis.Obviously, the K2900 can be configured into several variants based on the cab/chassis. We have seen a pantech and a flatbed tray back as well as the test vehicle with folding sides.We reckon you could even get one made up as a tipper.It carries a maximum 1.5 tonnes with the long factory steel tray back.We had a good crack at the K2900 and, apart from a few gripes, think it's a good worker.Access is easy through large doors and the seats have plenty of adjustment, although a bit hard.The wheel is fairly flat but can be rake adjusted and the pedals are well positioned.Tight manoeuvres are easy thanks to the tight turning circle. It scores a couple of airbags and three seats but the centre fold down pew only has a lap belt.We like the rubber floor mats and power windows and remote central locking, but would probably prefer electric mirror adjust.The five-speed manual transmission has a good action but a six-speeder would take better advantage of the extra torque.Kia backs the K2900 with a five-year/130,000km warranty.

Fine if you are a ``Bogan.''It will also buy you a sleek, lightweight, 1.8-litre, Lotus Elise S two-seater with race-bred dynamics, a removable soft top and enough poke to see off most of the boofy V8s. Come to a set of curves and it's definitely all over.Weighing in at 860kg gives the Elise S an impressive power to weight ratio which explains why the naturally aspirated, 100kW/173Nm, 1.8-litre Toyota engine pushes it from 0-100km/h in a scant 6.1 seconds.But we are just scratching the surface of what this delightful little car has to offer. It is tiny even compared to most other sports cars and is spartan inside though better than before.The startling looks are designed to scythe through the air while the flat undertray with rear diffusers further aids aerodynamics. Large vents funnel air to the engine's radiators in the rear quarters and the entire car stands barely more than a metre high.The Elise S is more of an everyday car than its hard-top stablemate  the supercharged Exige S. Though still challenging to get into with the roof on, the Elise S will happily trundle along in city traffic with the aircon cooling its occupants and the Alpine audio blazing away.On weekends, it will relish a dose of club track day activity rewarding the driver with race-car handling and performance at a controllable cost. Fuel, brake pads, tyres won't be a critical issue.This is the latest version of the Elise that has been around for quite a few years now, starting life with an awful Rover K-Series engine but moving on up since Toyota power was bolted amidships. Interior enhancements include splashes of pukka carbon fibre texture leather and a new instrument pod. It has key remote central locking and dual airbags along with ABS, aircon and Alpine sound.The soft top is easily removed and stowed in the "boot'' behind the engine. You can actually see out the rear view mirror and though manually adjusted, the side mirrors are well positioned and relatively easy to move.This is Lotus's entry-level model but is available with two option packs, not that you would need them. There are also some new colours.On our test drive we were stirred by the raunchy exhaust note and feel of the direct steering. The five-speed gear change is like a rifle bolt action and the brakes are super strong. We have always been impressed by the chassis strength of the Elise and Exige which remains the same as before, even with the roof off. But pedal placement is problematic being offset to the centre and too close together. Despite the diminuitive dimensions, drivers of 183cm can find a comfy driving position. All necessary information is housed in the compact instrument pod including a gear change warning light as the engine nears redline.This car is all about pushing hard through turns. It sits flat and grabs the tarmac with grippy Yokohama tyres to the point where you will end up with a sore neck from the G-forces. When you go home like that, you know you've been having fun.

Pressure is on to deliver safer, less polluting, more economical, cheaper, better performing, better equipped and longer lasting vehicles.It seems almost unachievable but take a look at the new Lexus LS600hL and you will get some idea of where cars are heading in the near future.This is the techno showpiece from the giant Toyota organisation and as its flagship, the big 600 has a bewildering array of features, some useful, some useless.Is it over the top, suffering from technology overkill? In some respects, yes, but we can't keep our heads in the sand forever.Though completely out of the realm of the average Aussie, at $240,000 the LS600hL is actually good value against its direct competitors from Europe, undercutting them by up to $125,000.And, better yet, useful technology in the 600 will gradually filter down to mainstream cars.Take the hybrid-drive system, for example. The complex “engine” comprising of a 290kW, 5.0-litre petrol V8 and two electric motors delivers a total of 327kW and about 600Nm of torque to push the 2.4 tonne 600 with surprising velocity. Normally, this would dictate a hefty fuel bill but in the 600's case, it is capable of attaining a mere 9.3-litres/100km and generate only 210g/km of carbon dioxide.It has a constant all-wheel drive system and an eight-step constantly variable auto transmission with sequential change mode. This has safety and driveability benefits and gives the big 600 quite a sporty feel, enhanced by variable ratio steering and electronic brake assist.Lexus pushes the 600 and other hybrids in its lineup as guilt-free performance and in this sense, the 600 really delivers.But it is weird when you start up because the petrol engine doesn't run. Instead, initial motion is provided by the electric motors powered by the large battery pack in the back of the car.The petrol engine fires up when the accelerator is pushed beyond a certain threshold or speed goes above 40km/h. It shuts off when the car comes to a standstill.This is only scratching the surface of the 600's technology arsenal. It's one of the first cars to have LED headlights (a set of six) and they are also adaptive they turn with the steering.It has what is called intelligent park assist that almost parks the car automatically and the climate control system inside has body heat sensors to minutely adjust interior temperature.The cruise control uses radar to maintain a distance from vehicles in front and the air suspension adapts to any given type of driving or road conditions.All this is very nice but not really necessary.The massage seat in the back (with ottoman) is useless because there is not enough legroom to stretch out.We still haven't figured out the self parking system. If you can't park, you shouldn't be driving. The vehicle has to be stopped to re-program the satnav a major annoyance because the front passenger could do the job on the move.We must have occasionally performed an incorrect start sequence because the “engine” failed to fire a couple of times. The boot refused to open and all doors except the driver's would not unlock using the key fob.There are 11 airbags including knee bags and 19 speakers; on what rates as possibly the best audio and in-car entertainment system I have experienced.There is no doubt that all the goodies inside the 600 are great to experience but working out how they operate is challenging.Boil this car down to its essence and it is definitely impressive.Performance is strong with 0-100km/h sprint taking 6.3 seconds. It whispers along at warp speed in near silence and slices through the atmosphere at an aerodynamically efficient 0.29Cd.The big, handsome limo acquits itself well in sporty driving mode.The boot is ridiculously small due to the battery pack and we can't begin to explain the level of technology inside the engine apart from saying it has direct fuel injection and variable cam timing. 

We raved about the 2.0-litre diesel Golf a while back but it pales into insignificance compared with the just-released Golf GT Sport TDi.Significant power boost for GT Sport TDi, up from 103kW to 125kW and torque jumps from 320 to 350Nm. Makes an already strong performer stronger. Roll-on acceleration borders sports car threshold and it ain't too shabby out of the blocks either, especially with the dynamic shift gearbox (DSG) a six-speed automatic by another name.Covers the 0-100km/h sprint in a tad over eight seconds while sipping about 5.5 litres/100km. It is possible to dip under the magic 5.0 litres with careful driving.Power boost comes from new injectors and other minor engine tweaks. DSG offers sequential change on the stick shift and levers on the back of the steering wheel.Being a Sport brings firmer suspension, 17-inch BBS alloys with wide, low profile rubber, big brakes, racy looking front end treatmen, sports seats and steering wheel.It's a great car to travel in, gobbling up long distances with ridiculous ease and capable of covering about 1000km on a single tank. It's smooth and quiet, if the road turns feral, the Sport TDi loves nothing better than to go into attack mode and pull on its sports car guernsey.The interior is well equipped and good to look at. There's premium audio, climate control and all the trimmings. Passenger capacity is five and the boot is a reasonable size.Space-saver spare is a disappointment. It is possible to confuse the DSG with on/off application of the accelerator or a heavy right foot off the mark. Too many sequential gear change options on wheel and stick shift lose one, cut the price. Test car was only a few hundred bucks under $40,000.Not much to complain about at all a really impressive package and something you could live with for years and be happy with, especially as you drive past the servo again and again. Performance is excellent. 

Few if any other European manufacturers have been bold enough to put forward a diesel as their range topper in the small/medium class. But taking a drive in the C320 vindicates Mercedes' decision because the car is simply superb to drive and uses minimal fuel into the bargain.A C350, 3.5-litre V6 petrol variant is available overseas but realistically, it is unnecessary in the face of the smooth and powerful diesel V6 model. We have seen this engine before in other Mercedes vehicles and it works well in all. That's partly due to a prodigious 510Nm torque output, which is on par with a large capacity V8 petrol engine. Even better is the fact that all this grunt is available in the Benz from just off idle speed.Maximum power is a creditable 165kW and along the way to delivering this hefty whack of power and torque, the 3.0-litre turbo diesel sips a frugal 7.4-litres/100km.In pure performance terms, the C320 is no slouch putting away a 0-100kmh sprint in 6.9 seconds.Drive is to the rear wheels via a seven speed automatic transmission that offers sequential change mode side-to-side on the gearstick. A button shift on the steering wheel is optional.Priced from $92,800, the C320 is well specified for the money offering Pre-safe crash protection, eight air bags and Electronic Stability Program (ESP), three zone climate control and variable suspension called Agility Control as standard.A comprehensive list of options is available including an exceptional audio system with a four gigabyte music server on which owners can save a large selection of music.On the road, the C320 shines in all environments but especially when touring country backroads where the bumps and rough stuff are ironed out like they don't exist. Long distance touring is enhanced due to the smooth, silent engine and superb throttle response.Overtaking is achieved in a blink and cruising at high speed registers a mere 2000rpm on the tachometer.In practical terms, the C320 has the same tight turning circle as all C-Class models, a large boot with full size spare underfloor, seats for five in the roomy interior and easy to operate controls housed in a stylish dash.Mercedes offers the C320 in the sporty Avantgarde spec' as well as the Elegance model. Avantgarde has been a runaway hit with new C-Class buyers.Coinciding with the C320's arrival is the new ML500, a brutally quick luxury Sport Utility Vehicle (SUV) powered by a 285kW/530Nm, 5.5-litre V8 petrol engine. The previous ML500 had a 'mere' 5.0-litre V8.Weighing in at a well-grounded 2310kg, which doesn't affect the ML's performance out of the blocks where it puts away a 0-100kmh sprint in 5.8 seconds. And this is without gobbling large amounts of fuel. It will deliver an average of 12.9 litres /100km with normal steady driving.Transmission is a seven speed auto with sequential shift. A permanent all wheel drive 4Matic system apportions power to the wheels with most traction. Air suspension controls ride and handling and the ML500 is equipped with a wide range of practical and luxury goodies. And  in case you were wondering, yes, it will comfortably go off road; though why you'd want to take a $120,874 SUV bush bashing is beyond us.

There are still a few van-style people movers - Toyota's Tarago and the Chrysler Voyager for example - but they cost a bomb and are out of the capacity of the average family to afford.Apart from the small VW Caddy Life, the Koreans have the affordable end of the people mover market to themselves with Hyundai's Trajet, the Ssangyong Stavic and Kia Carnival all vying for the largest slice of the family transporter cake.Kia recently launched a new Carnival to complement the larger Grand Carnival. They are new vehicles from the ground up and have nothing to do with the earlier Carnival which was plagued with engine problems from its Rover-sourced 2.5-litre V6.The new VQ Carnivals share the same styling and it is easy to mistake one for the other but the Grand is longer and has a more powerful 3.8-litre V6 petrol engine and five speed auto. The Carnival runs a 136kW/ 246Nm, 2.7-litre V6, used in numerous other Kia and Hyundai vehicles and a five speed manual or optional four speed automatic.Both are front wheel drive which boosts interior room.Carnival is available in base spec' and auto- only Luxury with the latter scoring leather, six air bags, rain sensing wipers and other goodies. It's at a $3500 premium over the manual base model which sells for $32,990 drive away. The four speed auto adds two thousand bucks.We have been driving the auto base model Carnival and it's an impressive vehicle especially when you need to take a crew anywhere. Mum, dad, the kids, friends and the grannies can all fit inside its cavernous body. But only a small luggage space is available with all three seat rows deployed. The rear row is easily foldable or even removable if you want to maximise load space and don't need the extra seats.Access is easy through the front or side sliding doors that have power operated up and down windows, not pivotting or fixed glass. The rear side windows pivot from the front and are also power operated.The rear top-hinged tailgate opens a large aperture and is easy to lift.The V6 engine features variable valve timing and is good for 136kW/246Nm output com- pletely addressing the power deficit of the previous model.It gives the Carnival good performance across the engine rev range and plenty of pulling power when a full load is aboard with the dual aircon blasting away.Though the more sophisticated five speed auto misses Carnival this time around, the four speed auto we drove is satisfactory thanks to an internal upgrade and sequential shift mode. It makes quick smooth changes and willingly kicks down when required.Sequential mode allows manual gear selec- tion if you want more control.The interior is a friendly place that also looks good with a nicely rounded dash and multiple hues to the upholstery.The steering is light, the brakes are powerful and it possesses a tight turning circle for a vehicle this size.Minimal engine noise intrudes into the cabin and the luxury feel is accentuated by a smooth, well controlled ride.We took out the rear pews and they're fairly heavy but once out, load space increases dramatically. The centre row also comes out. The vehicle looks good with big headlights, large tyres and smooth lines set off by roof rails and expansive glass house. You sit high affording a good view in all directions.The seats are supportive and the textured upholstery is comfy.Go over the Carnival with a magnifying glass and it's impressive build quality is evident.It's bigger brother scored a five star US crash test rating so the SWB Luxury model should be the same.Like the Kia cars we have driven in past months, this vehicle bats well above its price point. 

There was a time when a radio was optional and seatbelts were only lap belts in the front. Now, to attract buyers, cars are full of goodies including airconditioning, CD audio players, multiple airbags, anti-lock brake system and cruise control.Cruise control has been around for decades and is a useful feature in Australia because of the distances we travel, often on long, straight roads.It takes a bit of pressure off the driver, helps save fuel and can also help drivers prone to speeding avoid being booked.Cruise control has become more sophisticated with the broad use of computers to manage a car's various functions.It's relatively simple to control a car's speed using electronics.But there is need for care when using cruise control. It is not an 'auto-pilot' system that allows a driver to 'switch off.'Motorists need to ensure the conditions are appropriate whenever they engage cruise control.It means they will have to exercise their own careful judgment in each situation and their actions should be consistent with the advice in the vehicle owner's handbook.Cruise control is intended for highway cruising use, on relatively straight roads and in dry conditions.Its use would be inappropriate in conditions requiring full driver control over speed via the accelerator or brakes, including driving in heavy traffic, on wet, slippery or rough roads, or when negotiating winding roads or corners.Ultimately, it is the individual driver's responsibility to ensure they are operating their vehicle safely, with adequate control for the road and conditions.The intention of cruise control is to maintain a fairly constant vehicle speed without the need for driver input via the accelerator.Basically, a cruise control system monitors a vehicle's road speed and opens or closes the throttle to maintain the speed the driver has selected.In most vehicles, there is no connection between cruise control and the vehicle's brakes, so it could not prevent a vehicle from speeding when travelling down a steep hill apart from deceleration from changing down a gear.Cruise control systems are designed to deactivate when the driver touches the brake or clutch pedal.This is an important safety element of cruise control design.If an emergency arises and the driver reacts by hitting the brake pedal, then cruise control will immediately deactivate, preventing the system from interfering with the driver's control.It’s important that drivers are vigilant to minimise the chances of getting themselves into such a situation in the first place.Drivers need to remember that with cruise control set, the system would in the majority of vehicles attempt to maintain the selected speed of the vehicle, regardless of changes in the road conditions. For example, if a driver has set the cruise control to 100 km/h on a highway, and then the car encounters a hill, the automatic transmission (if fitted) may need to kick down a gear to help maintain the set speed.Should the surface be slippery or the car is approaching a bend, that unanticipated downshift could surprise the driver with a sudden increase in torque to the driving wheels, unbalancing the car's handling. Such potential situations highlight the need for the driver to be aware of the conditions and modify their use of cruise control accordingly. This is even more important if a person is driving a different vehicle or perhaps is unfamiliar with the roads on which they are travelling. With cruise control activated, a driver still needs to think about what he or she is doing. 

It's a year before it's due in Australia, but Volkswagen's baby Touareg.