Articles by Robert Wilson

The market is the ultimate judge, and its verdict on the Toyota LandCruiser is clear. Go to carsguide or any other classifieds website and you'll find that 20-year-old LandCruisers are still commanding prices of up to $8000, while many vehicles from the same era are throwaways, worth twice as much if their petrol tanks are full.An old LandCruiser is reckoned to be good for one last trip round Australia when its contemporaries are only good for a one-way journey to the scrapyard.Toughness is the core of the LandCruiser legend. Documented examples of the type's durability include one which was blown up for a Hollywood movie stunt, landed on all four wheels, and was able to be started and driven away.In New Zealand two thieves drove a LandCruiser over a cliff, leaping out at the last minute. To their amazement it landed at the bottom of the 60m drop with the engine still running. With the police in pursuit, the villains scrambled down, pushed the vehicle upright and drove off.And a Swiss couple, Emil and Liliana Schmid, have covered 617,359km in their 60 Series LandCruiser since October 1984, crossing 156 countries and territories in the process.A new chapter in the LandCruiser story is being opened at the Australian International Motor Show, where the new 200 Series LandCruiser wagon makes its world debut - not at Frankfurt last month, not at the Tokyo Motor Show in two weeks - here in Sydney.The launch is recognition that while it may be made in Aichi prefecture, Japan, the Toyota LandCruiser is an honorary Australian vehicle. Australia is the second-largest market for the vehicle after the Middle East and they are found all over the continent from Cape York to Coober Pedy and since the 80 series of 1990 have had considerable Australian design input and testing in the crucible of the outback.The 200 Series joined this tradition with more than two years of secret outback testing.It also incorporates new Australian-developed technology in its Kinetic Dynamic Suspension System. This hydraulic system, developed by Kinetic in Dunsborough, Western Australia decouples the vehicle's suspension rollbars in off-road conditions to allow extreme wheel articulation. Articulation means keeping the wheels on the ground, even over extreme terrain, and by allowing that, the Kinetic suspension keeps the 200 Series LandCruiser going in the most difficult off road conditions. Back on the road it recouples the rollbars making the suspension tighter, for more assured cornering with less body roll.The other significant change in the 200 Series is the adoption of coil springs, rather than torsion bars for the front suspension. But at the back the five-link coil-sprung rear axle remains, redesigned for the new ladder frame chassis but unaltered in principle, it has proved itself.Engines are a mix of the thoroughly overhauled and brand new. The 4.7-litre petrol V8 gains Toyota's VVT-I variable valve timing and comes joined to a five-speed automatic transmission. There is no longer a manual transmission in the 200 Series. The 4.5-litre V8 diesel is a twin-turbo version of the engine that made its debut on the industrial-strength 70 Series LandCruiser.A strong new six-speed auto has probably allowed Toyota's engineers to turn up the wick on the diesel for even more torque than in the 70 Series. At the same time fuel consumption is reduced, Toyota says.The LandCruiser's full-time four-wheel drive system continues with a newly developed heavy duty version of the venerable Torsen limited slip centre differential.The Torsen, short for torque sensing differential, is an elegant all-mechanical device. During normal cruising, it distributes drive power 40/60 front/rear, but seamlessly and without the need for sensors or electronic control it can also instantaneously select a 50/50 or 30/70 torque split to match road - or off-road - conditions.As Audi Quattro drivers know, the Torsen delivers outstanding vehicle stability as well as smooth starting, acceleration and cornering on all road surfaces. Its simplicity and inherent toughness make it a most appropriate addition to the new model.While making its reputation with conservative, tried and true engineering the LandCruiser also introduces new technology when it brings a distinct performance or safety advantage.The 200 Series brings in a crawl control system for technical off-road driving. Crawl control is in essence an ultra-low speed traction control system. When driving on surfaces that require delicate speed control such as rocks, sand or steep hills, the engine and brakes are automatically controlled to maintain speeds of walking pace or less, minimising wheel spin, and maximising control and safety. The system is engaged by turning a dial in the cabin, leaving the intrepid driver to focus on steering out of trouble.Computing power and sophisticated control algorithms are behind the multi-terrain ABS brakes that sense whether the vehicle is on dirt, gravel or sand and modulates hydraulic pressure for maximum stopping power.Hill-start Assist Control minimises roll-back when starting on steep hills or climbing slippery surfaces by controlling brake fluid pressure; as the driver's foot goes from the brake to the accelerator.All models in the 200 Series have electronic stability control (known by Toyota as VSC) as standard.The 200 Series can also be specified with up to 10 airbags including driver and front passenger kneebags. The already cavernous interior of the existing model is 175mm longer in the new LandCruiser wagon, thanks mainly to moving the windscreen forward, a move that also aids the vehicle's aerodynamic profile and cruising speed stability.What lies ahead for the 200 Series LandCruiser? Undoubtedly a tough life. Examples will find their way to the uttermost parts of the Earth and will be baked, flooded and frozen. And when the ordeal is over, it's a fair guess, based on past record, that more often than not they will shrug it off by starting and driving away. 

 One of the more appalling surprises of growing up and having children is the things you find yourself saying.Such as: “You'll understand yourself one day”, “I don't know what young people are coming to”, and “I wouldn't mind one of those new Volvos”.The Swedish safety specialist may be trying to get hip with the new C30 hatch, but the brand remains domestic at heart. And I'm starting to appreciate that.As in a happy household, little details make the difference. Take the integrated child seat on the XC90. Click up a section of the centre-rear cushion and it becomes a booster seat for kids between three and eight.It also slides forward to place your young passenger almost between the front seats, and the rear section of the centre console can be removed to give junior more foot space.Like a parent returning to the workforce, the XC90 has had a bit of a late-career bloom. A 4.4-litre V8 and 2.4-litre D5 diesel version were added to the range late last year, and a 3.2-litre six-cylinder version has recently gone on sale, replacing the 2.5-litre petrol version.All the new engines come with six-speed automatics. The 2.4-litre diesel accounts for about 70 per cent of the XC90 sales, which are up this year by 24 per cent. With 136kW, the D5 is 18kW less powerful than the disappearing 2.5-litre petrol engine, but its 400Nm of torque is more than 90 per cent of the V8's 440Nm.It trumps them both with its fuel consumption of 9.0 litres per 100km — something to celebrate these days when, in many parts of the State, the price difference between diesel fuel and petrol is negligible.In real-world highway use, it did even better, registering 8.2 litres/100km — medium car figures — but did I mention the XC90 has seven seats?The five-cylinder diesel can be a little gruff at cold idle compared with the V6 diesels of the Mercedes-Benz M-Class, Land Rover Discovery, Jeep Commander and Volkswagen Touareg, or the straight six diesel of the BMW X5.But it's far from objectionable once under way. Its 0-100km/h time of 11.5 seconds is a little slower than the posted times of rivals but, like all diesels, the XC90 D5 feels stronger on the road than the figures suggest.The interior is distinctive, with a design language that's more architectural than automotive. It's not quite as showroom-dazzling as an Audi's perhaps, but its functionality grows on you. And the audio system is well above average, with a punch and sharpness that brings old CDs to life.With not quite so much punch and sharpness on the road, the XC90 is still set up for a comfortable ride and conservative handling. But at least it succeeds in being comfortable, apart from a very subtle diesel buzz and the slight coarseness of big SUV wheels and tyres.Suspension noise is well abated and the six-speed adds a layer of refinement missing from the old version.It has the presence of a luxury SUV but, at $72,950, it's verging on affordable by prestige wagon standards, which is why it has become part of more families this year. Fast factsVolvo XC90 D5On sale: NowPrice: From $72,950Body: SUVEngine: 2.4-litre 5-cylinder turbo diesel; 136kW@4000rpm, 400Nm@2000-2750rpmTransmission: 6-speed automatic, all-wheel-driveFuel: 9 litres/100km combined claimsSafety: Everything you can think of and a few you probably can't   

For two years Holden's SUV offering has been meaty but unappealing. The Adventra was a modified Commodore wagon, and while a reasonable choice for a trans-Outback expedition it never captured the imagination of suburbia — where most SUVs are sold.With hindsight, it's not hard to see why. The Adventra's undoubted dirt road touring ability was the steak, but where was the sizzle? Without the tough styling and high driving position of other SUVs it seemed a bit undercooked in most potential buyers' eyes.The Captiva is more suited to the suburban backyard barbecue. It makes no claims to pioneering cross-country ability but it does offer seven seats, a tough look and an elevated driving position. For the vast majority of suburban would-be adventurers, that's enough.The Captiva is made in Korea by GM Daewoo for sale in most world markets as a Chevrolet. Here it's sold as a Holden, but for once it's more than mere badge engineering because Holden has strong links with GM Daewoo — as GM's nominated shareholder in the Korean company it enjoys significant influence over the sort of cars it makes.That's good news for Australian buyers because it means the Captiva has been designed to drive like a Holden. That means something that accelerates sharply, particularly from rest, and goes around corners with some enthusiasm.By SUV standards the Captiva does this.Its 3.2-litre V6 is made by Holden in Melbourne and is a smaller version of the Commodore's 3.6-litre engine. It shuffles the Captiva along quietly and smoothly in everyday driving, but has enough in reserve to make joining a motorway no problem.We weren't able to round up enough passengers to see how the Captiva would go under full load, but with a driver only, performance bordered on lively. Fuel consumption on test worked out to 11.8 litres per 100km, about what you'd get from a full-sized car but not bad for a seven-seater. A diesel version, later this year is likely to do considerably better.The five-speed automatic can be manually shifted and in low gears, at least, will batter the rev limiter — as it should — rather than self-shift at high revs. Left alone it's a competent and unobtrusive transmission.Safety is well addressed with electronic stability control and side curtain airbags, although curiously there are no side airbags.On bitumen roads the Captiva feels more like a car than an off-roader. By SUV standards it corners flatly and turns in eagerly. The steering is light and not particularly tactile, despite the narrow leather-covered wheel rim — but free from rattle and kickback. While competent and safe on bitumen roads, it's actually quite a bit of fun to drive on dirt. The ESC allows a modest amount of sliding and squirming before bringing the vehicle back into line, which allows for a fluid driving style on the right road.We even did a spot of light-duty firetrail off-roading in the Captiva. Wheel travel from the front strut and rear multi-link independent suspension felt limited, meaning little scope for anything other than easy tracks. But the traction control and hill descent systems worked well. It exceeded expectations and will probably go as far into the bush in search of that perfect picnic or fishing spot as most owners will ever want to venture.Ride is on the firm side of comfortable, but free from the pitching that used to affect old-fashioned chassis-based off-roaders. It would seem more comfortable if not for the Captiva's wide, hard and flat seats. While easy to get in and out of, they're not the most inviting for long trips.The interior is spacious for the front two seats but a little cheap-feeling, although there was no evidence of poor build quality on the test car. Some of the dashboard plastics are a little harder and more brittle-looking than the best in class, but there were no cabin rattles. It's also well designed for its intended suburban function, with eight storage spaces within reach of the driver.Head-room is good for front and second-row seats but the third seat is strictly for children or adolescents. (Has anyone ever heard of adults — apart from car journalists — regularly using third-row seats? They are standard in all but the base SX model and, usefully, can be folded individually. A more serious failing is the lack of air-conditioning outlets for the rearmost passengers and the minimal boot space if all the seats are in use.A high waistline gives a feeling of sitting low in the Captiva. Front seat headroom is correspondingly good and the windscreen pillars are not too wide by modern standards, but rear three-quarter vision is compromised by enormous D-pillars. It's a fault in many modern designs engineered to pass the stringent US rear-impact crash test. The large external mirrors compensate somewhat.There are some unusual interior controls. The handbrake has a sabre-grip ring around the handle like an old cavalry sword. It may look inelegant but it means that unlike the VE Commodore handbrake there's no chance of pinching your fingers. There's a tell-tale blank space that must house a video screen in overseas versions, but the stereo has an iPod plug, and plays home-made MP3 CDs.The worst ergonomic offender is the Captiva's cruise control, which on the test car could not be disengaged without turning the system off entirely or touching the brakes. It made for a few awkward and potentially dangerous moments.The Captiva will be a seller for Holden, and deservedly so. In effect it replaces not just the Adventra but the Commodore station wagon, which continues as the old model VZ for the time being.But don't tell that to its buyers — they think they're getting an off-road adventure vehicle.

Brett and Leyton were men of few words, but they were impressed. After several minutes of silent contemplation, Brett said Toyota's stab at the large-sedan heartland of Australian car-making looked good all over, but it was Leyton who uttered the sentence to make blood run cold at Holden headquarters: "I'd rather have it than a Commodore."Brett and Leyton approved of the Aurion Sportivo, from its bluff grille and bumper to its boot spoiler and twin exhausts. They weren't surprised to hear its lines had been penned by the same designer — Nick Hogios — who helped draw Ford's BA Falcon. "It's got a Falcon look," said Leyton. Mention of its 200kW V6 and six-speed automatic drew silent nods of appreciation.And they wanted to know how it drove."Imagine a Camry with real grunt," I said.The Aurion is both a replacement for the old-model Camry V6 and Toyota's second attempt at a locally made big six-cylinder car, after the failure of the recycled US-model Avalon. But it is like neither car. It shares many panels and parts with the Camry, chiefly the centre section, which is identical. Like the Camry it is front-wheel drive — indeed, Holden and Ford executives pointedly refer to it as a Camry V6. But unique front and rear styling gives the Aurion its own identity.You could be cynical enough to describe it as a smoke and mirrors trick, but it clearly works. People noticed the black Aurion on test. By contrast, a new Camry driven earlier in the year — before its official release — had been as anonymous as a bureaucrat.Inside the Aurion is essentially a Camry but better in several ways. There's a three-dimensional back-lit instrument display that makes the Camry's instrumentation look cheap and amateurish. The odd pale-blue treatment of the stereo is shared but the Aurion's cabin finish is better than the early-build Camrys we drove at launch. All trim lined up and the dash didn't squeak. Grippy supportive seats and a reach adjustable steering wheel — still unusual in a Toyota — add to the Sportivo's sports sedan credibility.A foot-operated parking brake is the only trait shared with the unlamented Avalon. Toyota insiders say it's there instead of the Camry's handbrake to create the impression of a bigger cabin, but it seems at odds with the macho character of the Sportivo models. A proper handbrake would be better.The park-brake tactic works because Aurion has the feel of a big car, even though its measurements don't back up that impression. It's marginally smaller than the Avalon in all interior dimensions except front shoulder room, and distinctly smaller inside than the previous model Camry, which was cavernous (if breathtakingly plain).Compared with the VE Commodore the Aurion has similar headroom but about 4cm less total legroom. The difference is most noticeable in the rear seats where legroom, while not cramped, is not expansive either.Those differences are marginal but the Aurion's biggest space failing is the tiny load-through port between the boot and the rear seats. Not much larger than a paperback in width and depth, it is strictly for fishing rods and skis and makes the car a less practical load carrier than some small cars. The boot itself is a useful and well-finished 504 litres.The big-banger feel comes from the bluff styling and a powerful engine. The Aurion uses a 3.5-litre V6 first seen here under the bonnet of a Lexus RX350.It generates a traditional-sounding V6 burble at low speeds and bestows a subliminal big Aussie six feel its predecessor the Avalon never had. Along with the lazy sound comes traditional low-rev torque but the ex-Lexus engine only gets stronger at higher revs. There's a distinct surge at about 3500rpm that merges into an unexpectedly strong top-end, by which time the soundtrack has changed to a hard techno note.And here's the killer punch: on test the V6 used 9.4 litres per 100km, despite revealing its full acceleration potential on several occasions. That's slightly less than a four-cylinder Camry used over the same route.Steady-state freeway driving can produce figures of about 8.0l/100km, according to the trip computer.The six-speed auto has an extra speed than the Camry and a tiptronic slot for manual shifting. Unlike the tiptronic systems of Falcon and Commodore it's a push-shift for the higher gears. In driver-shift mode the transmission becomes unambiguously manual and will rev to the limiter rather than change gear, as it should.There's just one curious characteristic. When manual shifting is selected it always defaults to fourth gear, no matter whether you're doing 10km/h or 100km/h. Left to its own devices the transmission shifts smoothly and always has the engine in the right gear. There's no sport mode button, but adaptive software soon learns when you're in the mood for that sort of driving.The steering is not the most tactile but it's well-weighted and direct at straight ahead. There's minimal torque steer and no kickback or rack rattle when cornering hard over bumpy roads.Ride and handling levels are up to the very high standard set by all Australian-made cars these days. The Aurion tracks true and unruffled over rough roads with a similar authority to the VE Commodore. Like Holden's finest, it makes rough road driving seem easy and comfortable.The Aurion is capable enough to make the front-drive versus rear-drive question irrelevant in all but the hardest driving. But there might just be less ultimate grip than on a Commodore SV6 or Falcon SV6. The Sportivo models ride on smaller 215/55 17-inch tyres than sporting Holdens and Fords. While we didn't push the tyres to their limit, they did squeal more over the same corners than recently driven Commodores and Falcons.Electronic stability control is standard, and while non-switchable it's a reasonably subtle system — earlier Toyota efforts rang bells, flashed lights and all but read the Riot Act when detecting enthusiastic cornering. Most often you feel it reining in torque steer.Noise and refinement levels are very good, possibly the best, on first impression, among any Australian-made car. That's saying something in an area where all local makers have markedly lifted their game in recent years.But Toyota is still above the local average on attention to detail. The little clips that hold the rear seat belts and the inclusion of three childseat hooks (rather then the Commodore's one) are examples, although the old-fashioned space-intruding boot hinges are a letdown.By Toyota standards the Aurion has character. The French-styled Yaris adopted the characteristics of its target national market. And like the Yaris — and unlike the Avalon — it is much the better for doing so. The flaws and omissions of the Camry, so puzzling in a new car, are now put into pespective. Despite the strengths it shares with the Aurion, the Camry by comparison is a car for paupers, fleets and dullards.The Aurion comes very close to capturing the essence of an Aussie car in a way the Avalon could never do. You could even argue that it's not really a big car at all, but a well-sorted Australian-feeling car.Final word should go to Brett and Leyton.By their own admissions they are not regular visitors to the new car market. But a tidy three-year-old at auction is very much on their radar. When that day comes they say there's every chance they'll once again be standing beside an Aurion and nodding — to the auctioneer.

More recently they have begun taking over from conventional TVs and computer monitors. Car instruments are likely to be their next application.Viewing in bright light has been a problem for current technology grey-face LCDs, but Japanese electronics maker Sharp recently launched an LCD display that it says is indistinguishable at a glance from a mechanical needle on a dial. Sharp says its new LCD has the highest contrast ratio of any LCD panel — at 1500:1 it's triple that of previous versions — and can reproduce a deep black colour that would allow it to be used as a multi-function replacement for a conventional speedometer.When the car was driving forward the LCD would appear as a speedometer but in reverse it could just as easily act as the screen for a reversing camera.Sharp has also developed double and triple-view LCDs which show different images when viewed from different angles. In a car, a double-view LCD could allow the driver to view an instrument panel while a front-seat passenger could watch a movie on the same display. The system works by showing left and right images on adjoining image cells in the display behind a parallax screen full of tiny holes. The screen blocks either the left or right images, depending on from which side it is viewed.

Holden and Mitsubishi came equal 11th and Ford came 12th out of 13 makers ranked in a Melbourne Business School survey released last week. Toyota was the top ranked local maker, at sixth.The results painted "a very gloomy picture of the future of the local industry" said the survey's director, Melbourne Business School associate professor Mark Ritson.He said local brands were being crippled by negative word-of-mouth and lagged far behind the prestige of German and Japanese makers. "The picture is of declining brands that are no longer generating enthusiasm in the majority of their customers," he said.The survey, which measured how many owners would recommend the car they owned to friends, had proven to be an accurate predictor of future business performance, Mr Ritson said."By dividing people into brand detractors and promoters it reveals which brands have potential to grow. The major lesson that comes out is that if you allow a significant number of brand detractors to develop, your brand is in trouble," he said."When the majority of customers for a business are either passive or detractors it means the business gets very little customer advocacy, repeat sales or increased growth over the long term. The reason is because detractors spread more than 80 per cent of the word-of-mouth on a brand."The survey found Mitsubishi, Holden and Ford all had more brand detractors than promoters, while Toyota was narrowly positive. "Based on our results, the conclusion has to be that Toyota has the best long-term growth prospects — indeed it is the only Australian maker with positive long-term prospects," Mr Ritson said.The survey asked 2000 people one question: "How likely is it that you would recommend this company to a friend or colleague?" Subtracting negative from positive responses produced overall net promoter scores.GM Holden spokesman Jason Laird said Holden scored consistently strongly in surveys among potential buyers. "Our intention-to-purchase results are consistently higher than for the overall market and that is borne out in sales data," he said. "While it would be nice to top every survey that comes out, the crux of the matter is we have had the country's top-selling car for the past decade."Ford spokeswoman Sinead McAlary said the company would adopt the net promoter method for its own internal dealer surveys next year. "While we don't necessarily agree with the results of the survey, we do recognise a need to know more about our customers and improve the rate of referrals," she said.The method had been used in the US for several years and had been adopted in British Ford dealerships this year.Mitsubishi spokesman Kevin Taylor said the company accepted the need to continually improve customer service. "There's more we can do and it's our intention to increase the amount of customer interaction with our new vehicle owners in a program that we'll be starting next year," he said.Mr Ritson said makers who responded to brand crises with conventional marketing tactics would not change long-term negative perceptions and could worsen their situation."There's a pressure in the automotive sector to discount, rebate and bundle, which is seen as offering more value," he said. "The lesson of this research is that such a tactic creates bad profits. It might shore up cashflow, but it attracts customers to a brand who buy because it's cheap. But when it doesn't meet their expectations, they end up spreading negative word of mouth about it, further hurting the brand."The survey did not establish how old respondents' cars were, whether they were bought new or used, whether they were dealer-serviced or whether they were privately owned or company vehicles.But Mr Ritson defended the survey method."This is frustrating research because it tells us nothing about why brands are going in certain directions. But it predicts with extreme rigour what to expect for brands, based on their scores," he said.Net promoter scores collected overseas appeared to show a remarkably clear correlation with business growth, he said.Leading the table were the German makers. BMW was top with a net promoter score of 59 per cent, Audi came second on 47 per cent, Volkswagen third on 45 per cent and Mercedes-Benz fourth on 39 per cent.Results from owners of Lexus, Volvo and several other brands were not included in the results due to small sample sizes.BRAND SATISFACTION RATINGS BY AUSTRALIANS1. BMW: 59 per cent2. Volkswagen: 47 per cent3. Audi: 45 per cent4. Mercedes: 39 per cent5. Subaru: 37 per cent6. Toyota: 13 per cent7. Mazda: 12 per cent8. Honda: 2 per cent9. Nissan: -5 per cent10. Hyundai: -9 per cent11. Mitsubishi: -16 per cent11. Holden: -16 per cent12. Ford: -25 per cent13. Saab: -47 per centSource: Melbourne Business School

There's a pile of letters in Renault Australia's Melbourne office that has been growing since the company returned here in 2001. They are from people who have driven its diesel cars in Europe, often as part of Renault's own Eurodrive leasing program. "Why can't we buy one here?" they ask.The new Laguna dCi means Renault can start replying — with good news.Renault's medium car now comes in just one model, but it's a diesel. A restyled version of the modest but well engineered mid-size sedan spearheads a diesel campaign that expands next year with oil-burning versions of the Megane hatchback and Scenic people-mover due by April. All will have automatic transmissions available in an acknowledgement by Renault headquarters that Australian driving preferences are different from Europe, where manuals rule.Matching an automatic to the Laguna's 2.2-litre common rail diesel engine was one reason the car took so long to reach Australia, says Renault product planning director Christophe di-Perna.By the time an automatic was available, the previous model Laguna was running out and it made more sense to launch the new engine in a new version of the car, he said.The new Laguna adopts the sharper front styling of the Megane but bodywork is little changed. The budget has gone into interior changes with a revised dash. The previous model's key card is now a keyless starter — you can keep it in your pocket and just press a button — and there's an automatic electronic parking brake.Replacing the previous six models with one, the phase II Laguna is a fresh start for a marque that hasn't set the Australian market on fire. It's taken Renault six years to sell just under 19,000 cars — about what Volkswagen will sell this year.But Renault sees redemption in diesel. The urbane Mr di-Perna expects diesels will form about 25 per cent of Megane and Scenic sales, and contribute to growth of 20 per cent next year.After 200km in a Laguna dCi, Mr di-Perna's optimism seems reasonable. The 2.2-litre four-cylinder common-rail engine puts out 102kW and 320Nm, making it a respectable powerplant by the rapidly improving standards of European diesels. But it stands out, even in their company, for very impressive refinement.The characteristic diesel rattle at idle — the London taxi sound — is absent, and ride is plush in a way all French cars used to be but some have lost. Fuel consumption of 7.7 litres per 100km is like a small-car figure.Safety is well addressed with six airbags, electronic stability control, a five-star crash test rating and a licence-saving switchable speed limiter.A five-speed automatic is the only transmission available on the Laguna 2.2dCi in Australia, It can be manually shifted, but we didn't bother. Even with clean kickdowns in automatic mode it became clear the Laguna dCi is no rocket. Standing-start acceleration is mild but like most diesels it feels stronger under way. Renault's diesel comeback is under way now with the Laguna dCi on sale now for $46,990.

Car-makers from all over the world flock to the NT for its combination of unrestricted roads and hot weather, but many will abandon their testing programs when the 130km/h speed limit comes into effect from January.Holden, Toyota and Ford Performance Vehicles will cease or prune their NT testing programs, and sportscar specialist Porsche is expected to relocate to South Africa.Territory businesses say accommodation, transport and security services will suffer."From our point of view speed limits will have a huge effect on the testing business and our members stand to lose millions," NT chamber of commerce chief executive Chris Young said.The testing season from October to April coincides with the low point for tourist numbers, Mr Young said, and the regulation would cost $6 million to $9 million a year in lost revenue."There can be up to 15 engineering teams testing out between Alice Springs and Tennant Creek during the summer and the wet," he said. "When they arrive they need accommodation for up to 20 people in each team, warehouse facilities, rental cars and secure car transporters."They provide very welcome business at a time when the wet season in the Top End and the summer in the centre keeps most of the tourists away."Central Australian Tourism Industry Association general manager Craig Catchlove said the limit could cost businesses in Alice Springs alone about $1 million over the summer."We don't believe the speed limit will reduce the number of tourist accidents, but we do think it will have a significant economic impact," he said. "Our best estimate is about $1 million, which is significant in a place the size of Alice Springs."Porsche spokesman Paul Ellis said the German maker had used the Territory's roads for more than 20 years, but management was evaluating the change and future testing in the NT was unlikely."We would comply with all regulations and if driving faster than 130km/h was prohibited we wouldn't do it," he said. South Africa was favourite to pick up the business.Toyota manager of vehicle evaluation Mina Rezk said high-speed testing might now be conducted in the Middle East."A major market for Camry is the Gulf region which is a high-speed, high temperature environment," he said. "One requirement in testing Camry was to maintain high speeds in high temperatures with the airconditioning on, to put a full load on the cooling system. We will not be able to do that as we used to, but we have to respect the law."Mr Rezk said the company would still use the Territory for dust and off-road testing.Ford Performance Vehicles spokesman Steve Colquhoun said FPV would be "impacted by the NT Government's decision" and would "reassess our test procedures".Holden spokeswoman Maya Donevska said Territory highways had been invaluable for high-speed hot weather testing the new VE Commodore, but the company would look elsewhere. "Holden will explore alternative locations for testing, and in the interim will use the proving ground facility at Lang Lang."Mercedes-Benz spokesman David McCarthy said the NT had made Australia attractive for testing and local buyers had benefited. "When German engineers came to the Northern Territory they left with an understanding of Australian conditions," he said.Ford spokesman Andrew Ellis said the company's recent decision to expand its testing facilities in Victoria meant it could minimise the effect of the speed limit.A new laboratory at Ford's Victorian testing ground could replicate conditions ranging from -40C to +55C and generate wind speeds up to 250km/h, he said."The new environmental facility will go online sometime next year, eliminating the need to travel to the NT for high-speed hot weather testing."

Twelve years ago Subaru Australia was selling the basic little Brumby 4X4 ute to cash-strapped but shrewd farmers who knew a tough little bargain when they saw one.Last week it launched a luxury crossover vehicle named after the New York arts and culture precinct where most residents don't even own a car.Tribeca stands for triangle below Canal Street. Among New Yorkers that trendy little triangle is regarded as a little gentrified these days, but its successor as the cutting-edge district is less likely to be immortalised in a chrome car badge. The latest avant garde district is down under the Manhattan Bridge overpass — Dumbo for short.Still, with its meaty snout, saggy creases and elephantinely rounded rear end, the extraordinarily odd-looking Tribeca could easily have passed for a Subaru Dumbo — all you'd have to do is open the doors.But plain looks never stopped previous Subarus building cult followings and Subaru Australia is upbeat about the Tribeca. Interest is already high with 1600 potential customers signed up for test drives before it goes on sale on November 25. They're signing up to try Subaru's first seven-seater, and its most expensive model yet.The Tribeca arrives at a time when there is an increasing number of customers for $50,000-plus Subarus, says Subaru Australia managing director Nick Senior. "Until now, some of those prospective customers, or existing owners, have reluctantly looked elsewhere when family circumstances dictated they need a larger vehicle," he said.Senior thinks Tribeca has their measure.As well as seven seats it has a 3.0-litre flat-six engine shared with the Liberty and Outback 3.0R models and,like all Australian-market Subarus, all-wheel drive.The range opens with the five-seat Tribeca 3.0R at $53,990. Among its standard features are touch-screen satellite navigation, reversing camera, dual-zone climate-control air-conditioning, a six-stack CD with iPod input and power adjustable front seats.For $58,900 the Tribeca 3.0R Premium adds leather trim, a sunroof, a back seat DVD player with wireless headsets, memory settings for the driver's seat and electric heating for both front seats.Seven-seat versions of standard and premium models are another $2000, and add extra air-con vents and controls for back seat passengers.It sounds like a lot of car, and it is. At 1930kg the Tribeca is nearly 400kg heavier than a six-cylinder Outback, but uses the same engine. Subaru owners trading up from the effortless performance of the 3.0R engine in their Libertys and Outbacks will be disappointed.The Tribeca does not care for hills and even with only two unimpressed journalists on board its five-speed automatic became twitchy at the slightest sign of an incline, with frequent kickdowns and noisy revving. Freeway cruising is commendably quiet — so long as the road is level — but the official fuel consumption figure of 12.4 litres per 100km tells the story of the engine's losing battle with weight.The payoff is in an area arguably more important to family car buyers. The Tribeca is officially very safe with a five star crash test rating. An impressive detail from its frontal crash test is how the D-pillar right at the back of the car deforms slightly as the body absorbs and dissipates energy that would otherwise crush the occupants.Six airbags, ABS brakes and electronic stability control are standard. Even without these there's a margin of safety in handling that feels more like a Subaru passenger car than a high-riding off-roader. Ride is also notably comfortable, with no four-wheel drive style pitching. The Tribeca's poise is a credit to Subaru Australia, which calibrated the suspension after local testing.The interior is a typical modern Subaru presentation of luxury with a touch of eccentricity, such as the distinctive climate control switches. Quality on the American-built Tribeca — it comes from Lafayette, Indiana — appears equal to the high standard of Subaru's Japanese models.While front and seat room is good and second-row accommodation fair, the third row is strictly for children — and they'd better not have too much luggage or sports gear, because like most seven-seaters there's not much boot space when all seats are up.As with the district, accommodation in Tribeca can be a bit crowded. But people still want to go there. Subaru anticipates selling 150 Tribecas a month — or 1800 a year — after supply constraints ease next February.

Holden pruned prices on upmarket versions of the VE by as much as $8400 for the luxury Calais compared with the VZ Commodore, but raised the price of the entry-level Omega by $500 while scaling back the run-out factory discounts on the previous model.While Commodore sales rebounded last month to 5455, the result included 700 old-model VZ station wagons, leaving a market of approximately 4745 VEs. Dealers report strong demand for higher-priced versions, but muted interest in the volume-selling Omega.Operations director for fleet managers Leaseplan, Anthony Rossi, said some of his client fleets had been disappointed with pricing for the Omega, and were waiting for the price to fall."We've had some major customers who have not been very happy with the way the numbers are coming out for VE," he said. "I'm hearing some dealers are wavering a bit. There are signs they are prepared to break ranks on pricing".Automotive industry consultant Tony Robinson of risk management firm Sureplan agreed the fleet industry was lobbying for a lower price on the Omega. "I'm hearing from fleet managers who are very disappointed with VE pricing and are prepared to sit on their hands, at least until they get a look at the (Toyota) Aurion."Mr Robinson said other local makers who had previously tried to dictate prices to fleet buyers had all retreated. "Mitsubishi tried it with the 380, Ford tried it with the AU, even Toyota tried it in the '90s under Bob Miller — but they all stepped back."Mr Rossi said there was "a vibe," among dealers that fleet discounting would start soon.But Holden marketing manager John Elsworth said sales were on target and there were no plans to increase the factory fleet discount on Commodore models. "We're selling about what we thought we would."The build mix from Holden's Elizabeth plant was moving towards more highly specified versions, Mr Elsworth said. "We have a flexible plant and we can align what we build with what dealers order. Right now, that's driving towards the Calais and SS versions and SV6."Retail discounts on upmarket Commodores were already running at up to $4500 on Calais V and SS V models, said the director of car-buying agent Privatefleet, David Lye. "That leaves plenty of margin for dealers, but it's perhaps a little more than you'd expect at this stage in the car's lifecycle."The previous entry-level Commodore Executive and Equipe models had been consistent low-volume sellers with Privatefleet's buyers, but all the agency's Commodore sales last month had been SS, Calais or SV6 models, Mr Lye said.A bright spot for Holden was strong sales for the Commodore-based WM Statesman and Caprice limousines, which returned to dominance of their market segment and reversed the slumping sales of the previous model. And total Commodore sales included a monthly record of 491 high-performance and premium-priced Holden Special Vehicles models.Dealers reported stronger demand for the repriced performance and luxury versions of the VE than for the basic versions and some metropolitan dealers reported difficulty keeping luxury and performance versions in stock."I can't keep a Statesman demonstrator — as soon as I put one on the floor it's sold," one dealer said.Last week's October sales figures showed a rebound in car sales, with 80,000 sales putting the local market on track for 970,000 by year's end. But local makers were largely left out of the action in a recovery confined to light and medium-sized models.Toyota's Melbourne-made Camry was the only local model to benefit from the resurgent medium-car segment. Large locally-made cars failed to share in the prosperity with sales down by 3.4 per cent on the previous October.Ford Falcon monthly sales dropped to under 3000, and for the first time the six-cylinder and V8 powered Falcon was outsold by the new four-cylinder Toyota Camry, which recorded 3046 buyers.Mitsubishi's Adelaide-built 380 sedan remained stable at 944 sales to record a disappointing 14,100 for its first year on sale but Toyota's new Aurion large car had 343 registrations, despite only going on sale last week.