Articles by Rod Halligan

DrivetrainThe GS450h is also the world’s first rear-wheel drive hybrid and is powered by a 3.5 litre V6 petrol DOHC petrol engine producing 218kW at 6400rpm and 368Nm at 4800rpm.Mated to the V6 are two high output electric motors that recharge using the kinetic energy produced when braking. The first one starts the car while the second drives the rear wheels. Both motors put out 147kW, and when combined with the petrol engine, 254kW is produced.An electronically-controlled, continously variable transmission ensures subtle gear changes and allows both petrol and electric motors to act as one.Suspension up front is independent, double wishbone, with independent, multi-link at the rear, and a choice of ‘normal’ or ‘sport’ mode according to your driving style.Using 95+ RON PULP to fill the 65 litre tank, the luxury hybrid should burn 7.9 litres every 100kms.ExteriorThe slightly refined design reduces drag for better aerodynamics, while the long bonnet, pulled-back cabin and short muscular rear give the vehicle a strong, purposeful stance.A rear-view camera with rear guide assist, and electrochromatic side mirrors that dim to prevent headlight glare, are just two of the exterior features that make this car easier to drive. Add to that a pre-collision safety system, rain-sensing wipers and a power-operated moonroof, and Lexus’s focus on cutting-edge technology for the GS450h is obvious.Other exterior features include five-spoke 18-inch alloy wheels, xenon active cornering headlights and a rear spoiler.InteriorIn the multi information display, a constant reminder that you are driving a hybrid is a power meter that updates you on the total power output and advises which systems are operating.The clean intuitive dash is highlighted by woodgrain and metallic trim, and by the multi function steering wheel that incorporates controls for the audio, cruise control and phone.Matching the exterior for features, inside the car you also get climate-controlled seats with memory, a Mark Levinson audio system, DVD-based sat nav, leather upholstery, front seat head restraints and sufficient cup holders and storage pockets.SafetyIn addition to the pre-collision system, you get ABS, EBD, VCS, a comprehensive airbag package, Active Cruise Control that detects vehicles in front and adjusts speed accordingly, and electrically controlled braking.PricingThe Lexus GS450h starts at $128, 899.DrivingDriving though the city was comfortable. The steering at low-ish speeds was surprisingly heavy but we liked that – it made us feel like we were driving a cheap Benz. But the thing is, the Lexus not cheap. For a minute let’s just forget the hybrid aspect.At $128,000, it's too close in price to the Mercedes C63 AMG and too far over the $80k Holden Grange to be an option. Unless it’s all about the hybrid aspect for you, which is very effective both from a performance and efficiency aspect.An 80k drive on the freeway was uneventful. Acceleration was good and in a very small way it delivered that slot car feel you just know the performance electrics will have when they get here.We had to constantly feed in steering, which was too light - now at speed. Both aspects were very annoying.We did find the thing amusing or maybe disturbing when we started it again back at the office - it was hot and fully charged. After a couple of goes we realised it was in complete electric mode. There was absolutely no engine noise when starting.The electric experience was good and the dash and gauges for the hybrid display were fun to watch.A comparison can be made between the evolution of the mobile phone and that of hybrid electrics. The Prius is the early brick in that it basically got the ball rolling, the GS450h is the slim flip phone -- starting to get a bit more function and style. But unfortunately we are a long way off an iPhone and it may be Mercedes, rather than Lexus, that will get us to that point.However, this is an important car as it represents a stage in the life of the current leader in hybrid technology. Let’s all just hope they go the way of the brick mobile phones and lose their dominance.VERDICT: 7.1 

Now the fifth generation of AMG C-class brings us the C63. In 1999 Mercedes purchased controlling interest and since that time the cache of the AMG name has continued to grow.The C63 is a powerhouse of performance and technology, with its own unique bonnet and twin power bulges it all starts with the engine, a built 'by one set of hands' AMG-designed masterpiece with a tuned exhaust note that should make HSV owners weak at the knees.EngineThe 6.2-litre/6208cc V8 engine develops 336 kW/457hp (the German Touring Race cars develop 470hp) and 600Nm of torque at 5000rpm. With a torque curve from 2000 to 6250 rpm that always produces at least 500Nm, the engine revs freely to over 7000rpm, and has outstanding responsiveness and enormous pulling power. It develops over 30 per cent more torque than comparable engines in this performance class.Built almost completely from a high-strength silicon-aluminium alloy, the engine has four valves per cylinder, variable valve timing, and a variable intake manifold. The cylinder bores feature a twin-wire-arc-sprayed (TWAS) coating which makes them twice as hard as conventional cast-iron cylinders.TransmissionPower is transmitted to the rear wheels via a seven-speed AMG Speedshift automatic transmission that can be shifted manually by either a conventional lever or paddles on the AMG steering wheel, a wheel that features a flat bottom that just feels perfect in hand. Drivers have total control of shifting, manual mode doesn`t allow any computer intervention. In auto, shifting is 35% faster with an automatic "throttle-blipping" during downshifts. This jolt-free downshifting process reduces load-change handling response, and improves braking in advance of turn-in. The transmission features three driving modes, “S” (Sport), ” C” (Comfort) and “M” (Manual) They differ in their shift characteristics and speed: shifts in “S” mode are around 30 percent faster than in “C”, and no less than around 50 percent faster in “M” mode. Pressing a button is all it takes to activate the desired driving programme.ChassisThe chassis features a redesigned front suspension including stiffer shocks and springs all around, as well as new bearings, a stiffer stabilizer bar and 1.4-inch wider track. At the rear, the multi-link suspension has been re-engineered, plus track at front is a half inch wider with increased negative camber for improved cornering. The new wheel location provides greatly improved lateral dynamics and allows for significantly higher cornering speeds. Modified steering characteristics, make a further contribution to increased precision.18-inch AMG light-alloy wheels are standard and there is 19-inch wheel/tyre combination as an option. Behind these wheels are 360 x 36-millimetre discs with six-piston fixed callipers on the front, while the rear gets 330 x 26-millimetre discs with four-piston fixed callipers. The brakes deliver great sensitivity and high fade-resistance.The Electronic Stability Program ESP is configured for the dynamic performance; the C63 is the first model to feature the 3-stage ESP with a Sport function. This system offers three different control settings from full intervention via changes, to handling dynamics and torque control, to — none. The system’s traction control is active in all three modes. If one of the drive wheels threatens to spin, specific brake pressure is applied to create the effect of a mechanical differential lock.ExteriorVisually the C63 AMG features a noticeably wide stance with a muscular front apron with large air intakes and side air outlets. There is a `6.3 AMG’ badge on each front fender, and side sill skirts continue the aggressive theme to the rear, where the rear apron features three pronounced diffuser fins that help enhance aerodynamic performance at high speeds.InteriorInside drivers are treated to newly developed AMG leather sport seats that hug you like no Mercedes seats before. The unique AMG instrument cluster was developed specifically for the C63 AMG with redesigned analogue gauges and red needles.The central display includes special Warm-up, Setup, and Race modes that can be viewed via the multi-function buttons on the steering wheel. Warm-up displays engine oil and coolant temperatures, while Setup shows the current ESP and transmission shift modes, and for owners who enjoy adjusting their vehicles to even higher limits, Race activates a timer that allows the driver to measure lap times.The C63 AMG is a masterpiece and the pinnacle in performance sedans and at $140,000 is somewhat of a bargain in comparison to its competition.DRIVINGIn the short time since the C63's launch at Geneva in 2007 it has become a market changing car for Mercedes AMG. Single-handedLY, it has told performance car enthusiasts where AMG is headed — and that is directly into the domain held for so long by BMW. Praise is heaped on the small Merc in every review and at every track test. It is well documented that this car redefines AMG as builders of cars for drivers and not just Mercs with big engines.So given that it has already well and truly had its neck wrung by other reviewers — and passed with flying colours — my approach to my time with the 63 was somewhat different. A weekend of family driving. After all, this is a four-door sedan of a practical size for my family.I predominantly like performance coupes, my wife likes four doors, cupholders, heated seats and vents in the back for the kids. Was this a car that could satisfy us both?Steering lock is amazing and you could park this thing on a dime. Looking at the car, my wife commented that while it looked great, at the same time it looked ordinary. In red it could pass as any just another performance four-door sedan. So a bright red Mercedes, that can do 0-100km/h in under 4.5 seconds and de-limited around 320km/h can go largely unnoticed and appear as just another family sedan.I was somewhat concerned what my wife would think of the firm ride, but crawling through urban 50km/h zones was so smooth she was all smiles.And the smoothness of that engine, coupled with the attention to retaining a quiet cabin, meant it always feels like a luxury interior. Stopped at a set of lights you basically can't hear or feel that the car is going. How did a big thumping V8 get this refined.It is also probably one of the safest cars ever built, not just for its unquestionable build quality, but also because it has the power and braking capability to get you out of nearly any situation the traffic could throw at you.Shopping gave the car another nod, with the big boot getting an equally big tick from my wife – and permission to put it on the list as the new family car. If only I had the spare dollars.So does it pass all our requirements for a new family sedan? Hell yes. It will just mean a small sacrifice with the family budget. I’m trying to convince the wife we don’t really need to eat for the rest of the year.VERDICT: 9.5

Engine and TransmissionThe estate uses the same engine that powers its saloon sibling -- a super-charged four-cylinder engine that puts out 135kW and 250Nm, with power getting to the wheels via a five-speed automatic with paddle shifts on the steering wheel..Fitted with improved pistons and with modified engine management, the C200 estate boasts impressive performance and fuel consumption  at 8.3litres/100kms.ExteriorThe giant German marque has made sure to hold on to the distinctive Mercedes-Benz characteristics with C200 estate, whilst adding modern elements.The distinctive chrome three-louvered radiator grille and big centred badge plus chrome highlights on the bumpers, wings and doors help to retain the classic Merc presence. The body coloured bumpers, polished aluminium roof rails, an electric glass sun-roof and 17 inch, five twin-spoke, light-alloy wheels give it an edgy modern feel.The side profile highlights a creased waistline following the long rise from the bonnet, over the windscreen then gently down to the top of the tail gate where it drops abruptly and folds into a short rear overhang. The front wheels being pushed right to the front also give the car an athletic, purposeful stance.InteriorInside, the C200 has a sporty flavour with black floor mats and dash, contrasting with the door panels and arm rests in reef grey. The classic Merc heritage is never too far away though, highlighted by black bird’s eye maple and full leather upholstery.As always, quality and attention to detail is easily evident. Electronically adjustable driver and passenger seats with memory settings, three-zone automatic climate control, a Harmon/Kardon Logic 7 sound system and voice recognition functionality are all standard.SafetyFront airbags, window bags and side bags for the driver and front passenger plus window bags and side bags for the side passenger, together with Adaptive Brake Regulation with hillstart assist, ESP, ABS, crash-responsive active head restraints(for front seats) and a tyre pressure loss warning system, completes the substantial safety package.PricingThe C200 estate starts at $58,978.DRIVINGWigley saysAfter recently driving the C63 AMG I was a little apprehensive stepping into the standard wagon because I almost know I’d be let down. But I really wasn’t.Both cars are great in their own ways – the C63 is a performance powerhouse and the estate is a comfortable, refined family wagon – and a damn good one at that.The workmanship and quality of the interior as always is first class. Initially the seats felt a little small but I soon sunk into them and felt completely supported.The flat bottom boot fits a lot but the car itself looks compact from the outside.The revised suspension, especially with the three settings made driving a joy in all conditions.Power, although not mind numbingly raucous, was sufficient enough to be able to merge and overtake without a trickle of fear that you might get rammed.The one gripe I had was the legroom in the back seats. Even with the front seats forward, the back is only really big enough for two mid-sized teenages.Verdict: 8/10Halligan saysI am a big fan of the current C-Class.  The C200 wagon reaffirms this opinion once again. It's a great package and it just feels right when you drive it.It has ample power for its target market. Style, presence, quality and performance are all excellent and I only have one criticism of the C-Class in general. It needs just an extra couple of centimetres between the front and rear seats.While I am not a fan of models growing through their life cycle, I think the C can afford to do so. At the moment it is still virtually the same size as the first generation 190 I parked it beside in the family garage.Start-up families shopping in this price bracket should consider this car. Don't do the normal thing and buy a mid-size 4x4 without first looking at one of these. Do your sums and consider cost of ownership and depreciation. Service costs, tyres and depreciation on most mid 4x4 is ludicrous especially in this price range.Quality, presence and style. More people should consider one.Verdict:  8.2/10  

The sad fact is the majority of people movers out there only come with seven seats at the most, which dramatically reduces the options for families with six kids – or those with even just two or three who have a big social calendar.Unfortunately, this then increases the chances of those families becoming the chuffed owners of massive fuel guzzling, lane hogging, enviro-killing 4X4’s - complete with CB and snorkel - that will never see dirt.ExteriorWe tested the the Grand Carnival Premium. It’s a big car – 5,130mm long and 1,985mm wide – but Kia have managed to shape it so its long purposeful nose, aerodynamic contours, 16 inch alloys and wide stance make it look contemporary while retaining a classic MPV presence.Electric sliding doors, sleek side mirror housings, distinctive dual front headlights and a rugged rear help to complete its modern appearance.You also get fog lamps set within the bumper, high level LED stoplights and a step plate for maximum loading efficiency.InteriorClearly the inside is where it’s at in a people mover, and in the Grand Carnival there are a heap of different seating combinations to help give you a pain free ride. Of the eight seats in the Kia Grand Carnival, the comfortable front and passenger, plus the first row of three are slidable bucket seats, with a 60:40 split fold-flat bench up the back. The middle row is removable for extra space.With the middle seats removed and the third row folded and sunk, the cargo area is a massive 2,280mm deep and 1,457mm wide.There is also a pile of other features to make travelling with a lively crew as pleasant as possible, including: power windows and mirrors, remote central locking, six speaker sound system, triple-zone air condition with individual outlets for each row of seats, 11 cup holders and storage compartments, passenger folding table and seat back trays in the second row, two coat hooks and a shopping bag hook in the cargo area.Engine and performanceBoth the Grand Carnival and Grand Carnival Premium run on a 184kW, 3.8litre V6 engine producing 343Nm. A five speed auto tiptronic-style transmission transfers power to the wheels. Both versions burn 12.8 litres of unleaded every 100km.SuspensionIts unibody construction together with McPherson strut front and multilink rear suspension give the Grand Carnival a smooth comfortable ride with minimal body roll.SafetyA comprehensive airbag package, ESP, ABS, Electronic Brakeforce Distribution, traction control, childproof rear door locks, five child restraint anchor points and a security alarm with panic button all come as standard in the Premium Grand Carnival, with an options pack available to top up security in the Grand Carnival.PricingThe Grand Carnival Premium starts at $44,490 and the Grand Carnival starts at $38,490 up to $40,290 with the optional safety package.Halligan saysMy wife and I are in the market for a new car. My ideal family cars run to four-door performance sedans and four-seat convertibles, preferably Italian or German. My wife is similar, just drop the Italian.So a Kia Carnival is not on our shortlist. The idea sends shudders down my spine. Turn up at an eisteddfod or cricket match in a Carnival and suddenly you get the bombardment of “would you be able to drop Jane home, and perhaps little Freddie too.”Hell, I don't want more than four seats, that way the mother in-law can't fit either.The first thing you note about stepping into a Carnival is that it seems larger on the inside than is posible by the outer dimensions. It really is like sitting in a bus. The appointments are basic with a few nice extras such as the power assist on the huge sliding doors each side. The seat arm rests and cup holders are nice — my wife tells me so. Visibility is good. I can understand why a lot of families and soccer mums would like one. It would make life for larger families quite a bit easier and is certainly a better option than sticking the 6th and 7th seats reverse facing in the back of a four-wheel drive.Driving the Carnival is pleasantly surprising, it actually points, tracks and handles quite well. Then again every time I drive a Kia or Hyundai lately I come away impressed. I have also developed a healthy respect for their ruggedness and reliability having flogged an Excel up and down the Freeway for 8 years. The Carnival doesn't feel lethargic either, pick-up is quite good with the transmission changing at all the right times. You can actually push one of these along with confidence.I clocked around 400kms in the Carnival and while I personally wouldn't buy one I would recommend one to a soccer mum with three kids or more. It's a more practical option than the Pajero or Landcruiser you are probably dropping the kids to school in now.If you really do go away in that caravan, fine — keep the Landcruiser. If not, get rid of the 4wd and consider this for your five kids.Rating 7/10