Articles by Staff Writers

You can't help but notice my "blaze orange metallic" body – its official colour – as I cruise by.But the Honda Integra Type S is not just trendy.The Type S is a standout from the moment you slide into its low, sleek body. After all, isn't that what the S stands for – slinky, sizzling, sexy?Excuse me if I'm gushing, but that's the Integra down to its last lustrous nut and bolt. You're not left wanting – automatic climate control and power windows come standard, a CD/MP3 player, courtesy night lights, and front and side airbags for security.Then there are cool halogen lamps, a rear spoiler and a large, electronic sunroof which makes this feel more like a sporty convertible.Now if I was power hungry I would boast that it has six-speeds, but since I'm the one in control, I will merely ask: "Are you jealous yet?"Down to statistics. Its four-cylinder two-litre engine is not one to chew through the fuel and I am quite amazed at how far the S goes without the gauge moving. Maybe it is the aerodynamics. This is a three-door hatch and while it may give the illusion of a cramped two-seater, the two main doors are lengthy structures that house a roomy space for four, although the two at the back may need to be closely acquainted. But that's not always a bad thing.It is luxurious and very comfortable. It's all-black, leather-trimmed interior is swanky and well appointed. Instrumentation is racy, with a silver finish.At night, it's even better – the instruments fire up in blood red, which is very sexy.The S has plenty of power. In fact, I find it is begging for more as the engine purrs to go faster. But don't worry. There are ABS brakes to slow the 17in alloys down. Gear changes are silky and this Honda has a controlled feel – there's no sliding around or squealing of tyres.Forget the usual hard sports suspension (it has strut and double wishbone suspension) – this is better than I expected, softer but still secure on the road.The only thing I can fault is the visibility in the back corners.Like many sporty numbers, it is limited because of the car's shape. Luckily, it has big side mirrors.The S makes you feel special ... it spoils you.Honda Integra Type SPrice: $42,990 (man)ITS classy good looks.The stereo, with its colour display, keeps me entranced.Secret compartments to hide precious cargo.WHEN you're wearing high heels, releasing the clutch can become a health hazard – it's quite low inside.Releasing the handbrake is also awkward when sitting forward in the bucket seat.

"We have been assured that the cars for the Australian market will continue to be built at headquarters in Crewe," Bentley spokesman Julian Jenkins says. "Demand has certainly been increasing past the capacity of Crewe and the opportunity to assemble cars in Dresden makes perfect sense, however, those cars will meet demand for markets other than Australia and South-East Asia."Jenkins was in Australia this week for the launch of the latest in Bentley's growing stable, the Continental Flying Spur.The Flying Spur is the four-door sedan version of the Continental GT, the car which has forced Bentley to find extra capacity.Last year in Australia more than 100 buyers drove away in their Continental GTs and Jenkins is quietly confident that at least as many again will put down their $375,000 for the Flying Spur."There is a five-month wait on delivery and we already have more than that in firm orders," Jenkins, Bentley's regional director for South-East Asia and Australasia.A short drive around Sydney this week underscored both the Flying Spur's similarities to its coupe sibling and its vast differences. While the Flying Spur is based on the same chassis and drive train as the GT there is little to link them to the casual observer.The Flying Spur is a grand tourer of the old school. It has presence above its rather small – by Bentley standards – 5.3m length and eye-catching style. There is the same 6.0-litre twin-turbocharged V12 powerplant with 411kW and huge lumps of torque almost from idle. The Flying Spur is no slouch, sprinting to 100km/h in just 5.2 seconds on its way to a claimed top speed of 312km/h.However, where the GT delivers its character with enthusiasm the Flying Spur is more about refinement. The exhaust burble is quieter, the interior a little more understated and hugely more spacious – something the 11 cows that donated their hides to this leather cocoon would be pleased to know – and athleticism is at the driver's discretion.The Flying Spur can certainly hold its own when spirited progression is required with selectable suspension settings from plush to hang-on tight. It is impossible to deny the physics of the Spur's 2475kg mass shifting through the direction changes but once confidence is gained that the mechanical grip of the chassis and the huge 19-inch rims with 275/40R19 rubber are up to the job the car shrinks around you.Owners can choose to have the interior configured as a four-seater or as a five-seater with precious few decisions to make other than colour combinations.Standard equipment levels are as you would expect for a car of this category and the craftsmanship of the interior fitment befits a Bentley.

However, the Italian motoring giant is making its Australian comeback through its excellent commercial van range.The Ducato comes in mid-roof and high-roof versions and the big-cube model is riding on the wave of popularity of these bigger vans, which include the Ford Transit and the Mercedes Sprinter.Fiat sold 343 Ducato vans last year and has set a target of 600 this year. However, a slowing van market has stunted this ambitious mark. After four months, just 158 Ducatos were sold — but the sales are still better than 2004.But it's only a fraction of the Fiat Ducato's European popularity. There were more than 20,000 Ducatos sold in Europe in April alone.The first quarter of 2005 was the best-ever Ducato sales figure.Fiat says the Italian, German,French and Spanish business operators are particularly attracted to the Ducato's engine."The good performances have been driven by the customer appeal of the models powered by Fiat's advanced JTD diesel range, that are appreciated by customers for the great performances and low fuel consumption," a spokesman says.The Ducato offers a 2.8-litre turbocharged diesel engine that features common rail and has better fuel economy than petrol.The front-wheel drive provides extra space at the back and there's 12 cubic metres of it.With a GVM of 3510kg, this big boy crosses into the light-truck category, which, according to VFACTS, starts at 3500kg.The Ducato can fit two pallets and be loaded either from the sliding side door or the back doors, which open 270 degrees.The engine has 94Kw of power 300Nm of torque at 1800rpm.The dashboard-mounted gear stick is placed for fast gear changing and it's interesting to see the new Fuso Canter has also adopted this driver-friendly design.The cabin is very upmarket and the van comes with ABS brakes, dual airbags, airconditioning, power windows and mirrors and remote central locking.This keyless entry is a bonus for busy delivery people who don't want to waste time fumbling around for keys 50 times a day.The driver's window is brought up and down with just one touch.What gives this bigger van the edge is the high seating, which offers excellent vision.But forget about trying to find a park in Westfield — unless you want to turn your 2.4m-high van into a convertible.Parking this big vehicle is easy in normal car parks as the 3700mm wheelbase fits neatly in a normal car parking spot. However, the high roof is attracting interest from camper manufacturers.

With only a 1.5-litre four cylinder engine on board, the Swift struggles at times.But the gated four speed auto has a good spread of ratios and it is easy to flick between gears. This is the car Suzuki has been waiting for. It looks great, particularly in profile, with a much stronger, muscular presence than the current crop of tall goofy looking gokarts.Build quality is impressive and so is the price which starts at $15,990. You get a lot of car for your money and it makes the Swift a strong contender for car of the year.1.5-litre four cylinder twin cam engine delivers 74kW of power and 133Nm of torque. It's a double overhead cam unit, but Suzuki was producing this kind of power almost 20 years ago with its 1.3-litre GTi. Can't wait for the GTi version of this car, with say the 1.8-litre engine from the Liana.Gated four-speed auto lends itself to manual changes. There's not much oomph in top gear but a flick left finds third gear for overtaking. Pull back from here for second. Couldn't be easier.Brakes are a disc/drum combo. Loses points in this department, but they seem up to the task.Standard equipment includes aircondition- ing, two airbags, ABS brakes, electric mirrors and windows, keyless entry, six speaker in dash CD stereo system, audio controls on a leather steering wheel.Suspension is geared towards ride rather than handling and a version with sports suspension is another item for our wish list. Handles pretty well just the same, with an occasional bouncy moment.Economy is excellent at a claimed 7.5L/100km for the auto and it runs on standard unleaded. You can coach yourself to drive more economically with the instantaneous readout from the trip computer.Sporty touches include a three spoke leather steering wheel, stumpy gear shift lever and illuminated ring around the speedometer. A smallish computer screen located atop and centre of the dash shows time, fuel consump- tion, and outside temperature.Good audio for the money with six speakers including a subwoofer located under the driver's seat.Bit disappointed with the way the upholstery is are finished. Almost like after market seat covers with tie offs flapping around.For $2000 more you get the Swift S with fog lamps, alloy wheels, and side and curtain airbags. 

New-car buyers have never had such a wide choice of open-top cars, whether they are called convertible, cabriolet, cabrio, roadster or good old sports cars.This autumn, I've been driving the 2005 version of the Saab 9-3 Convertible, one of the most popular four-seat convertibles for many years.It is a magnificent start to the day on a fresh, clear morning to switch on the heated seat, put on a scarf, hat and jacket, maybe some gloves, turn on the heater to the footwell and set off.You hear the birds chirp, enjoy the aromas of a fresh morning in the countryside – or even the town bakery – as you pass. Yet all cosy and warm. Only a lick of cold air tickles the ears to remind you you're sitting in the open.(Sorry, back-seat passengers: being less protected by the windscreen than the front occupants, you get hit with more air – and your seat is not heated.)Provided the car is kept on the move, you can drive with the top down in light mist. Should that turn to rain – in the Saab, slow to less than 30km/h – press the button on the dashboard and the roof will emerge and lock itself into place even as you go slowly along.Saab now offers its 9-3 Convertible in three versions, introducing an entry-level model Linear, from $66,900 in manual transmission and $2500 more for the automatic (the car we drove) which is a five-speed with sequential manual shift mode. Its engine is called a 1.8T but it does have the same two-litre motor as the other variants, albeit with a lower pressure on the turbocharger. It produces 110kW of power and 240Nm of torque. Not enough to give jack-rabbit starts in the 1596kg car but having more than enough performance for a boulevard cruiser. The turbo works strongly on hills, enabling a good speed to be maintained when other four-cylinder cars would be falling back.The Linear convertible comes with leather seats (for four), 16in-diameter alloy wheels, the automatic opening and closing roof (it can be opened from the key fob while approaching the car), heated front seats, cruise control and rain-sensing wipers.Even this entry-level Linear variant gets a five-star occupant protection rating in EuroNCAP crash tests. It has pop-up rollbars at the rear should the car start to tip, as well as anti-lock brakes, front airbags and head-thorax side airbags for front occupants.Next up is the 9-3 Vector Convertible at $73,900 manual and $76,400 automatic, its turbo getting more boost to give 129kW power and 265Nm torque. It has 17in-diameter wheels, electronic stability program, sport steering wheel with Sentronic shift buttons if it's the automatic, dual-zone climate control and extra driving lights.Linear and Vector buyers should consider the $4000 Luxury Pack. It gives electrically adjustable front seats (with position memory for the driver's seat), anti-theft alarm, six-stack CD and rear parking assistance. The last item is important. Convertibles are notoriously hard to see out of to the rear when their roofs are up, so the parking sonar is well worth having.Top of Saab's range is the 9-3 Aero Convertible at $89,900 manual with six-speed gearbox and $92,400 in automatic. It is tweaked to 155kW power and 300Nm of torque and has a sports suspension with lower ride height, exterior aerodynamic and dress-up bodywork, two-tone power adjustable front seats, auto-dimming mirror – plus the items from the Luxury Pack are standard. Linear gets an on-off switch for the heated front seats. Vector and Aero versions have a choice of off, 1, 2, and 3 settings for seat heat.Rear-seat space is tightish but tolerable for adults, provided the front occupants don't have their seat shoved right back. The front-seat backrests easily fold forward to allow access to the rear.If the roof is up, there's more luggage space in the boot (352 litres) compared with the area taken when the top is down, leaving only 235 litres.The 9-3 Convertible retains Saab's ignition switch aft of the gearshift. One still marvels at the articulation of the pop-out cup holder.Scuttle shake is negligible. The slightest tremor is detected at first but after that it is not noticeable, this car being more rigid than earlier models.Lift the bonnet and you can find evidence of General Motors ownership of Saab, with some GM parts.On the road, the automatic eases along at 2200rpm at 110km/h. The trip computer showed less than nine litres of fuel being used for every 100km travelled for much of the time, although our manual calculations showed a very good 10.2 litres/100km at the end of our time.Going topless in winter can be comfortable as well as fun.

As children, free of the constraints of PlayStation, computers, mobile phones, TV serials and reality shows, it was a buzz so big that we still recall it clearly.Unbeknown, our parents had probably sweated over a weekender in the country for months.These were the days before long annual leave — and Dad possibly had to work most of Saturday. Time was precious, but used with a conservation barely perceptible by modern environmentalists.Our transport was usually a station wagon, for that was de rigueur in the 1970s and 1980s.As it could be again.Holden's Adventra follows the go-anywhere appeal of that period, though it uses a pretty simple — and perhaps antiquated — formula of a big engine powering a relatively inefficient cabin.The all-wheel-drive Adventra arrived a couple of years ago with a V8 engine and a thirst like John Meillon after voicing his radio series of Victoria Bitter beer advertisements.Its fuel consumption, along with Ford's release of the Territory, dramatically eroded sales.But things have improved. Holden recently optioned the Adventra with its Commodore V6 engine and, together with a lot of extra tweaking, has created a better driving car and one that is both cheaper to buy and easier on the fuel.The Adventra V6 also gets a five-speed automatic gearbox to further improve its on-road dynamics.Off-road performance is helped by a sophisticated electronic system that detects when a wheel loses traction.This partially compensates for the fact that the Adventra doesn't have a low-range transfer case.Though it is a long way from Land Cruiser competency in the dirt, the V6 Adventra does surprisingly well.It's better at sandy trails and gravel tracks — as long as it's not too rough — than ocean foreshores and muddy hillsides.The hill-descent program allows the vehicle to cautiously "walk" down steep and slippery slopes with no human intervention other than turning the steering wheel.On the bitumen, the Adventra drives as well as the standard Commodore wagon, except it has a slightly wider turning circle.It sits marginally taller than its 2WD counterpart to improve its on-road presence and enhance driver visibility, though isn't so high as to make hard work of alighting from and entering the cabin.The 13.3 litres/100km average on this test was pretty good — on par with the Ford Territory and a lot better than the 15.4 litre/100km of the V8 Adventra.I stress that the V6 felt as competent as the V8, was easier to drive because the steering was lighter, and still had decent performance.The Adventra V6 comes with ABS with stability program and other safety-related goodies, plus front and side airbags, pretensioners and limiters on the seatbelts to minimise injury, and lap-sash belts for all occupants.The Adventra SX6 model also includes airconditioning with rear ducting, electric windows and mirrors, a CD player, cloth trim and cruise control.A third row of seats to carry two children is optional.

Domestic sales are down, revenues are down and the cost of production is the same. GM's predicament is complicated by huge bills for workers' health care and superannuation.So the bosses in Detroit are battening down for a rough ride. Moves to date include cutting its salaried North American work force this year by 5 per cent — 2800 jobs.Among the freshest cuts was the axing of the Zeta platform as a global exercise. This Australian-engineered platform was to be the basis for a range of rear-wheel drive cars, aimed particularly at the North American market.GM product guru Bob Lutz was the mover and shaker, as he had been impressed by rear-drive Holdens.But while Zeta architecture will still underpin the next Commodore range, the VE due next year, it is no longer headed offshore. Internationalisation of the project was deemed too expensive in these tight times.So the Americans, having had a small taste of Australian rear-drive engineering with the Pontiac GTO, nee Monaro, miss out big time.Imagine how the boys and girls in California would head to town over an SS Ute. And imagine how the Statesman, in long, black colours, would go down among limo drivers.For the Holden Statesman is one of those machines which would suit customers from LAX to JFK — a big and simple rear drive machine with road presence, V8 available, big boot and some of the world's best back seat leg-room.It is a nice piece of work from front to back, a tribute to Holden engineers who build a mix of machines on different variations of the Commodore platform. The Statesman, and richer Caprice, share the longer wheelbase version of that platform which dates back to the 1997 VT Commodore.This time the WL Statesman picks up LED tail lights with quicker brake response times, a new grille, new alloy wheels plus leather trim as standard gear.The rest is much as before.A smooth V8 with improved four-speed automatic allows the Statesman to move in and around the traffic with ease. The powertrain's easy delivery, now through electronic throttle control, helps mask the size of the big Holden, as does the well-tuned chassis and steering.The five-metre Statesman is not the first choice for a sporting drive but it can be driven with verve. For a big car it is supple and swift. There is plenty of grip and plenty of punch and on long hauls the Statesman offers serenity from either front or back seat.Standard gear includes ABS brakes, traction control plus front and side airbags. There's dual zone, climate control airconditioning, six-disc CD, eight-way electrically adjustable front seats and plenty of cupholders and compartment.The Holden Statesman is a comforting machine from driving dynamics to cabin luxury. It would be just as welcome on an LA freeway as a cross-country run to Mount Isa.The Yanks don't know what they'll be missing.

It got out first with the Adventra, and followed up with the Crewman Cross8. But the price was too high, supply was tight, the cars only came with V8 engines and the package didn't deliver on all the promises.And then Ford lobbed the Territory into the mix . . .Now Holden is playing a rare game of catch-up, but not making nearly enough pace with its VZ all-wheel-drives.They now have the V6 motivation they should have had all along, and the styling is better on the VZ version. There is good value on a solid bottom line, but Holden is still struggling to crank out the cars from its factory at Elizabeth in South Australia.And then there is still the Territory . . .The VZ Adventra is much more than just a tickle, and the installation of the V6 in the nose -- only in the punchier 190kW version and only with five-speed auto -- makes a big difference. Holden is confident it will hit the spot with customers, as well as allowing the company to start its Adventra pricing at $40,990.That should give it a showroom lure for potential Territory buyers and allow it to compete with everything from the classy Subaru Outback and Toyota's Kluger to mid-sized four-wheel-drives such as the Mazda Tribute and even the Mitsubishi Pajero.There are three models in the line-up, from the SX6 to the LX6. The fully loaded model is still relatively affordable at $52,990. For those who must have a V8, the Adventra LX8 is $56,990.Holden quietly admits it has taken too long to get its V6 soft-roader moving, but it was fully occupied with the Alloytec installation in the rest of the VZ family.And it says the total program has brought considerable benefits, including the electronic stability program for added safety and hill descent control for fewer worries in genuine off-road conditions.The technology package includes electronic brake assist, which Renault says is the biggest safety breakthrough since airbags. It also has corner braking control and a paddle change for the automatic in the CX6 and LX6.It is impressive stuff and important to recognise and praise.Holden has also updated the look of the Adventra in line with the rest of the Commodore family, giving it more edge but also making the styling better integrated into the overall look.The rest of the deal is pretty familiar, either from Adventra V8 or VZ wagons. The wagon body has split-folding rear seats, a separate lift-up glass section in the tailgate and a roof rack, which gives the Adventra a little of the Euro look previously seen in cars such as the Audi Allroad.The first drive of the Adventra V6 confirmed a lighter feel to the car, thanks to less weight in the nose and tweaking of the steering and suspension, as well as plenty of punch from the Alloytec 190.We were keen to get it on home territory and to see if Holden's claims for the car were backed by its performance."The introduction of our premium V6 engine to Adventra takes Holden's all-wheel-drive wagon range to a whole new level," company president Denny Mooney says.THE Adventra is still not a threat to the Territory. Even if they are Holden fans, people are going to do a direct comparison before they commit.They also are likely to be looking at an Outback or a Kluger, or a serious four-wheel-drive, which will make life tough for the Adventra.It is a good car, and a good development from the Commodore wagon, but it is still way short of the all-wheel-drive stars.The CX6's AWD system is good for what it is, and for light-duty work in the bush or gravel road travel, and we commend Holden for the car's safety systems.The Alloytec V6 is strong enough for the job, and brings benefits to the ride and handling, but our fuel consumption of 13 litres/100km was nothing special.It has more than enough go for the job, with solid overtaking punch, but you still have to remember the real performance is at the top end and even past the tacho's redline markings. The engine makes the car a sweeter deal than the V8, and that will win some people.We also liked the touch-change paddles for the automatic, and particularly the ability to downshift trouble-free in a corner, as well as the extra ratio over the clunky four-speeder in the original Adventra.The rest of the package is still good, particularly the extra storage compartments, bottle holders and opening glass in the tail.And we know that an Adventra will easily handle the sort of soft-road work that most people tackle.The time with the Adventra also reminded us of all the things we still love about the Commodore family, from the cabin space and handling balance to the brilliant headlamps and a dash that comes with a digital speedo.We would like to score the Adventra V6 higher, but every time we think about the car we think about its rivals.The Subaru is a brilliant AWD wagon with refinement and the Kluger has more of a family focus.Then you come to the Territory, which makes the Adventra look like a camel because it is a horse designed by a committee and a compromise between a wagon and an AWD.So the Adventra V6 is a nicer car and a sweeter deal than the V8, but is back in the pack.

|http://search.carsguide.news.com.au/news/research/specifications/search-results.do?pageSize=&clearCompare=true&make=LAND+ROVER&model=DEFENDER&year=2003 |http://search.carsguide.news.com.au/news/research/specifications/search-results.do?pageSize=&clearCompare=true&make=LAND+ROVER&model=DEFENDER&year=2003

07 July 2006 Quick Squiz: Saab 9-5 Linear SportEstateFind your own Saab 9-5 Linear Sport EstateSee the Saab 9-5 Linear Sport Estate Specs