Articles by Staff Writers

The compact droptop is the hottest item on the Mercedes menu in 2005, and the McLaren men usually get what they want when it's Grand Prix time.Also, there is a little hint of Formula One about the all-new Mercedes SLK.Squint when you look at the nose and you see how the drooping bonnet and road-sniffer snout were inspired by the McLaren-Mercedes grand prix cars.It also gives the SLK a visual link to the king-of-the-hill Mercedes-McLaren SLR. Most people would be hard-pressed to pick them apart in a 100m taste test – provided, of course, that Lindsay Fox brings Australia's only SLR back from Europe.But back to the SLK, which has become a sellout in Australia, with a waiting list that rolls back as faras demand for the demonic SL 55 AMG.Benz sold 350 cars in the second half of 2004 and is expecting solid demand through 2005 for a car that is bigger, bolder, brighter and much more refined than the first model to wear the SLK badge through the mid-1990s.Pricing starts at $86,900 for the SLK 200K, which is a lot for a Commodore shopper but a relative bargain for someone searching for something special in the prestige class. It also runs it up comfortably against rivals including the Audi TT Roadster and the Chrysler Crossfire droptop, which looks good but uses the mechanical package from the previous-generation SLK.The basics of the new SLK are the same, with a two-seat cabin and a folding metal roof, but Mercedes engineers went right down to the road to revamp the car for the noughties.They were working inside a bigger envelope, because the car is now 72mm longer and 65mm wider. It is space that's been put into the cabin, giving more room in every direction.Fine tuning includes a computer screen in the centre of the dashboard, Mercedes' latest seven-speed auto gearbox and an engine choice that runs from a supercharged four to a revamped V6, up to the stonking V8 that's fitted to the pocket rocket SLK 55 AMG.The initial focus for the new-age SLK has been on the 350 model, priced at $112,900. It has the latest four-valve V6, with variable valve timing and movable flaps in the intake system to release 200kW of power, and 350Nm of torque in a broad sweep from 2400 through to 5000 revs.The SLK comes standard with a seven-speed automatic gearbox, but Benz is also pushing harder with the six-speed manual, a saving of $3500, after working to improve the shift feel.There are all sorts of other changes, from reshaped seats and new-look switches to a tougher-looking plastic panelling for the dash and console to make it more usable in top-down conditions.ON THE ROADTHE SLK 350 is a terrific car. It looks good, drives very well and is nicely priced for the people who will be shopping in the Benz district for their next car.We enjoyed the extra space in the cabin, the extra stiffness in the body and the improved driving experience. The original SLK was a fairly dull and uninspired drive, but Benz has done a good job in tweaking the little two- seater without turning it into a car you have to drive all the time, like the BMW Z4 or Nissan's 350Z roadster. It is still comfy for cruising and that's a big bonus.But we cannot say the same for the six-speed manual gearbox in the test car. Benz says it is a lot better than earlier manuals, but that's not much of a plug from a company that sells almost exclusively automatics – even to its sports-focused AMG owners.We found the change was slow, and needed the clutch right on the floor for a significant pause to avoid baulking. It might save $3500, but the manual also has worse fuel consumption and a slower 0-100km/h time than the automatic.It's a pity because the latest V6 is a honey. It has a creamy surge of acceleration from less than 2000 revs, but gets barking from 3500 and is keen to rev right to the redline (most un-Benz). It means the car has the punch to back its looks and won't be embarrassed at the traffic lights, or in a tight overtaking sprint.The engine also makes curvy roads into fun runs, particularly with the sharper feel in the steering. We tried a seven-speeder briefly during our SLK time, and would definitely pick it over the manual, and not because it has nifty shift buttons on the steering wheel.We could feel the extra rigidity in the new SLK and, perhaps surprisingly, it was better with the top down.The roof itself is as terrific as always, the headlights are good, there is pretty good luggage space and the car is easy to park. It also did pretty well on fuel at 13.2 litres/100km, sipping less than nine litres on the highway. But we didn't like the new plastic trim, which gets dirty easily, and the outside temperature gauge in the test car often went crazy and spun around to 44.5C on a top-up 18C day. So the Benz isn't perfect.THE BOTTOM LINEThe update has made the SLK a sportier drive, and even more of a head-turner.

While the Terracan has been around for three years, until now it has only been available with a 3.5-litre, V6 petrol engine.The new engine is a four cylinder 2.9-litre common rail diesel sourced from Hyundai subsidiary Kia.Hyundai is set to target outback Australia, particularly Queensland, where Toyota rules the roost with LandCruiser.Starting at $37,490 for the CRDi manual, Terracan undercuts the three top selling entry level diesels: Nissan Patrol turbo diesel ($49,540) LandCruiser diesel ($52,600) and Pajero turbo diesel ($49,390) by more than $10,000.And it has a 130,000km/five year warranty.Hyundai is also offering a $2000 suspension package that takes the vehicle's on and off road performance to new levels.Developed in Australia for local conditions and expectations the kit is aimed primarily at the serious off-road market and the "grey" army of caravaners looking for improved towing rates.The kit has a full factory warranty.Hyundai launched the Terracan CRDi in the Victorian alps on rugged tracks that are the normal terrain of serious off roaders such as LandCruiser, Patrol and Land Rover."We know that there is a Toyota-loyal rural market out there, but we will force consideration from customers," said Hyundai's Theo van Doore, speaking atop Mt Blue Rag near Mt Hotham.It had taken five hours of serious four wheel driving, including 24 river crossings, and steep ascents and descents riddled with culverts, to reach the mountain along narrow four wheel drive tracks.Terracan is Hyundai's first diesel model locally.Common-rail diesel has consigned the slow, smelly, smoky and sooty evils of older-tech "oilers" to history thanks to electronically controlled direct injection of ultra finely metered fuel into each cylinder at extremely high pressure from a common fuel rail.Performance is boosted by a turbocharger force-feeding cooled denser air for a cleaner, higher energy burn.Fuel economy is a major reason people buy diesel 4WDs and Terracan CRDi delivers with the manual rated at 10.1 litres/100km and the automatic 10.3.Cruising in overdrive at 110kph in Terracan CRDi is quiet, with the automatic revving at only 2200rpm and the manual at 2600rpm, both well within the engine's fat and flat maximum torque table with ready acceleration immediately on tap.The CRDi's performance virtually equates with the petrol powered Terracan but is achieved at lower engine revs.Top torque of 345 Nm from just 1750 rpm through to 3000rpm and power peaking at 120kW at 3800rpm are the outputs of Terracan CRDi's 2.9 litre, twin-cam, alloy head, 16-valve, four-cylinder diesel.Cool air is fed to a large intercooler through the CRDi's bonnet scoop.Heavy-duty fuel and air filters are fitted to CRDi Terracan to guard against the sometimes varying levels of diesel fuel purity in Australia and dust.The Terracan CRDi model line-up mirrors that for the 3.5 litre petrol V6 models.Terracan CRDi has been available globally for a couple of years but Hyundai Australia waited until low-sulphur diesel fuel distribution was complete across the country.CRDi's introduction coincides with a new look for the 2005 model Terracan.All automatic Terracan models incorporate an extra low gearing hill descent facility which kicks in when low range and first or reverse gear is selected and no throttle applied.Standard kit includes pollen-filtering air-conditioning, cruise control, alloy wheels including a full-size spare, dual front airbags, ABS with EBD, front seatbelt pre-tensioners and load limiters, MP3- capable CD/FM/AM audio, remote central locking with alarm/immobilizer, electric windows and mirrors, four 12 volt power outlets and roof rails with integrated carry cross bars.Terracan Highlander uses full-time on-demand 4WD with Active Torque Transfer and even more standard equipment.

The controversial "I like big butts" campaign, which launched the Megane in Australia has ensured the ample derriere of this sports car is well known. The round botty of the Megane is at once retro and ultra-modern.Of course, protruding bottoms are a matter of personal taste and for some people, fat-bottomed girls make the world go around.This one certainly pushed all my buttons even as I was pushing her's. Renault uses a credit-card sized card and an old-fashioned "start" button in place of a key. It takes a little getting used to but is yet another point of difference that sets this little pocket rocket apart from other cars her size.The keycard also operates the remote central locking and boot mechanism. Automatic windscreen wipers and light-sensing headlights help you to concentrate on the driving. But she's not just all show and speed.The Megane has a five-star safety rating from the Euro/NCAP safety program. The list of safety and security appointments is longer than all the other features and includes six airbags and emergency assist braking. The Megane even tucks you in by reassuringly locking all the doors once you've pulled away from the kerb.This is a car for drivers who love to drive, with its six-speed gearbox (manual only) and the fastest response time of any of the cars I have tested. All the extras are there, too. The rally-style seats immediately put you in the mood and the orange seat belts and stitching along with alloy-drilled foot pedals are constant reminders that this is no ordinary commuter vehicle.Renault is keen to point out that its experience in building and racing Formula 1 cars is why the Renault sports range, including the turbo Megane, is so racy.The boot space is healthy enough to accommodate a family load of shopping but you'd expect that, wouldn't you? Nifty and convenient storage is all part of the package.Other drivers certainly got a good view of the distinctive rear ... they were left well and truly behind at the green light. Well, a girl's gotta strut her stuff a little. As I cruised by, I thought I could hear drivers and pedestrians chant: "I see you, baby, shakin' that ass". Hey, if you've got it, flaunt it.LOVE IT LEAVE ITRenault Megane Turbo 225LOVE ITORANGE seat belts and stitching. Fastest take-off on the block – seriously fast. Start button – it's quirky.LEAVE ITREAR vision a little restricted. Long-legged passengers can be cramped.

But the Christmas break provided the perfect opportunity to hit the road and the perfect holiday wheels in our estimation is any of the large, diesel powered four-wheel drive wagons.Toyota's Prado diesel with its larger eight seat capacity and long range 180-litre fuel tank proved ideal.Although our GX is the entry level model there's not much missing from the equipment list these days. 3.0-litre turbo diesel delivers 96kW of power at 3600rpm and 343Nm of torque at 2000rpm. It's the torque figure that is important because it's the diesel's high torque output at low engine revs that makes the car so easy to drive. Diesels are are a much better choice for hauling these two tonne juggernauts around and provide better economy too.Talked the brother in law into buying a Prado diesel recently and he later thanked me. He had already placed an order for a petrol one but was able to change. Asked if there was anything he missed about his previous, V8 powered 4WD – only the personalised service.Prado is of course a full time 4WD and our test vehicle was fitted with the standard five-speed manual transmission which many buyers of this no frills model will prefer. It is preferred for off road work with an additional transfer lever provided for putting the vehicle into low range.It had been a while between drinks for the Prado and the engine was much smoother and quieter that we remembered, with plenty of zip off the line. Still a trifle slow in city traffic and the smelly diesel fuel could be an issue when filling up – specially if you get it on your hands.Economy is officially rated at 11.4L/100km and, unbelievably, that's what we got after 2700km of touring – 11.4L on the knocker. Very rarely do these figures reflect the real world driving. This was fully loaded, with three bikes on the back – and with eight passengers on board a large part of the time.Although our test vehicle was fitted with airconditioning, it is in fact optional on the GX. Rear air which we believe is necessary when using the third row of seats is optional on all but the top of the range Grande. With only one unit fitted it tends to get stuffy down the back while front seat occupants are left reaching for jumpers.Standard equipment includes two airbags, a single CD player and power windows and mirrors, but the GX misses out on cruise control and makes do with a skinnier set of steel rims and tyres. Wider wheels make a significant difference to the handling.

The ZS 180 is the second of the MG-tweaked Rovers to reach Australia. This sedan comes off the donor Rover 45 and will soon be joined by the baby ZR (Rover 25) hot hatch.As befits a mid-sized sedan of breeding, the ZS has no look-at-me body bits. There is no prominent spoiler, no giant air dam, no outrageously flared arches and a distinct lack of eye-grabbing decals.Yet, it attracted a surprising amount of interest and comment during the road test. The styling was widely praised and the $39,990 price tag considered most realistic.The 2.5-litre quad cam V6 in the ZS, the same engine used in the considerably beefier ZT and Rover 75, is understandably less dozy in the smaller car.It is still no class leader and the issue of poor power/torque matching at lower revs remains, however the engine's need to be driven hard is well suited to the ZS ethos.Above 3000rpm the little six starts to settle into its work, from 4000 to 5500rpm it is in its element with little extra benefit from spinning out to the 6500-plus redline. Keeping the engine happy often necessitates chasing between third and fourth gear but the effort is rewarded. Fifth gear is purely for cruising with even moderate hills posing difficulties at suburban speeds.Clutch take-up in the test car was at the very bottom of the pedal's travel – nice for quick shifting but you need to be firm on the pedal to ensure a fold of carpet underfoot doesn't interfere.MG claims a combined cycle fuel economy of 9.5L/100km for the ZS. We averaged 10.2 but the ZS does demand enthusiastic driving – not a fuel economy touchstone.Dynamically, the ZS is a pin-up boy for front drivers. With the exception of the low-speed turning circle – atrocious – the chassis performs a treat. Ride is a good compromise between comfort and stability with the low-set suspension doing a generally sterling job over Sydney's testing road surfaces.The double wishbone McPherson front and independent multi-link rear – roll bars at both ends – are fairly standard fare but do work well.Turn-in is good without being exceptional but there is a comforting stability to the front geometry under load.There is a degree of understeer at the extreme but overall the ZS performs admirably. The interior fitment of the ZS is not particularly eye-catching but it is clean and neat.There is comfortable room for four adults – a fifth makes the rear a squeeze for short travel only. Luggage space is excellent and with the capacity to fold the rear seats flat it increases to a huge 930 litres.The sports-style seats are comfortable with good bolstering and most of the instrumentation is easily to hand.The locally fitted Eurovox radio has good quality sound with a CD slot hidden behind the drop-down face of the unit. In the test car the unit had the annoying habit of not retaining a sound level but rather returning to a pre-set soft level whenever the engine was turned off.There was also some difficulty in turning off the airconditioning to run fan-only airflow.A Motor Group Australia spokesman, importer of Rover and MG, says while the unit lacks an on/off button selecting the economy setting actually turns the compressor off.Quirky, indeed.

New lamps, some chrome on the grille, maybe fresh fabrics in the cabin. The latest Honda Integra looks more or less the same. But looks can be deceiving, and that's definitely true of the 2005 model Integra coupe.Honda's engineers went back to the road to create the car they probably should have built in the first place, complete with a massive boost to body strength and an all-new sports model called the Type S.The 2005 update means the Integra Type R is dead, but that's not a bad thing if you prefer to have performance with a little bit of comfort."The Type R was too extreme for many customers," Integra project chief Kenya Tsutsui says.The fifth-generation Integra is his first sports car but he believes it is a good one, with massive changes from the model that introduced the current body shape."This car is the result of us trying to do more," Mr Tsutsui says. "For a so-called minor model change it is a major hardware change." It has meant big changes deep in the car, although the price has been held to $38,490 for the base model. There are two models now, the Luxury and the Type S, with the sports star coming in at $42,990 with a six-speed manual gearbox.It takes a bit to see the lowered body, wider wheels, new lamps and interior tweaks, but it's impossible to see the real improvements to the Integra.The front body structure has had a 22 per cent boost to its rigidity, with an 8 per cent improvement in the tail, and even the steering column is bigger and stronger. The suspension stroke has also been boosted. It's part of a package that is designed to make the car better over bumps, more enjoyable to drive, and far quieter and more relaxing than before. And it's an upgrade that goes across the Luxury and Type S models."One of our aims was to create the sophistication of the BMW M3. We wanted to do it at a more reasonable price," Mr Tsutsui says.But the heart of the 2005 Integra is still the high-revving engine in the S."First is the engine. I think it's the most important thing," he says. Power is up by 7kW to 154kW in an engine that revs to 9100rpm, and torque is also up a little to 194Nm.But Honda says there is no penalty at the pumps, provided you're happy to be putting premium unleaded in the tank, with a combined fuel figure of 9.4 litres/100km.Other changes for the Type S are thicker stabiliser bars than the Luxury Integra, together with 17in alloy wheels wrapped by 45-series tyres, and a small rear spoiler. It also gets a six-stack CD player with MP3 player.The Luxury comes with extra sound proofing, is still powered by a 118kW four-cylinder engine, and picks up the inevitable facelift work on the lamps, bumpers and even the exhaust tip. Equipment still includes automatic airconditioning, electric windows and mirrors, with anti-skid brakes, and front and side airbags.Only a kid could love the old Integra Type R. It was too loud, too harsh ... too much of a few things and way not enough of others.The new Type S gets around the shortcomings without compromising the enjoyment and should make a lot more people happy to have the sports Integra in the garage.The Luxury Integra doesn't look much different, even though it is more refined to drive and should do well enough against rivals, including the Toyota Celica and Hyundai Tiburon. It even has an automatic for people who are buying a coupe, not a sports car.So we devoted our driving to the Type S and found a car which is eager and enjoyable, but far less likely to give you a headache on a long trip. You can also keep your fillings in your teeth, instead of worrying about shaking them out in the Type R. The latest engine is still a screamer that's hooked to a six-speed manual gearbox, but it doesn't seem as raw despite the power-up work. That's partly down to extra soundproofing, but more to do with the body and suspension changes.The new coupe feels more elegant in everything from the steering weight to the suspension action, so Tsutsui's team have hit their targets. Even the seats are more cushy without losing the support of the race-style buckets in the R, and the sound system and airconditioning are just what you'd expect in a Honda. Some people will be crying when they hear the Type R is dead, but the S should win far more friends.

The five speed, sequential auto features Active Select which allows the driver to change gears manually via steering wheel mounted paddles.It's a handy feature, giving the driver greater control of the car.The extra cog delivers excellent fuel economy.Statesman V6 is priced from $55,990 before on-road costs.Alloytec 190 3.6-litre V6 replaces both the V6 and supercharged V6 engines of the previous model. It produces 190kW of power at 6500rpm and 340Nm of torque at 3200rpm. That's significantly more stick than the old 3.8-litre Ecotec, but much less torque than the supercharged V6.The supercharged six which ran on premium unleaded produced 375Nm, also at 3200rpm. The reduction in torque shows, because the car lacks punch off the line.However the V6 scores top marks for economy. After a very heavy weekend of travelling up and down the coast, during which we clocked up several hundred kilometres, the trip meter showed average fuel consumption of just 10.1L/100km.With Active Select there is a paddle on the right for changing up and a paddle on the left for changing down. It's a relatively simple system in theory but can become confusing, particularly if you forget you're in manual.Can also be confusing when trying to change gear and operate the high beam switch at the same time. Also, if it is necessary to switch the position of your hands on the wheel, say when negotiating a series of hair-pin turns, it is easy to lose track of the paddles.The steering itself feels a little vague at times times and the car tends to wander in three-lane city driving.Trip computer had a mind of its own. One night the fuel gauge showed just under half a tank and 280km to empty. The next morning we were almost dead empty with about 33km to go?Statesman is renowned for its rear leg room and the current model is no exception. Even with the front seats set right back, you won't get any complaints from rear seat passengers.Excellent lights, especially the high beam. Turns night into day on dark, tree shrouded country roads.Statesman lacks some of the luxury features of the more highly specified Caprice. There's leather and a splash of wood, but you get an excellent in-dash, six- stack CD sound system. Hit the load button and keep feeding it discs until you reach the limit. The system includes equaliser pre-sets for different styles of music.Standard features include driver and front passenger front and side airbags, climate airconditioning, ABS brakes, electronic stability control and rear park assist.

Convertibles, cabrios, roadsters, call them what you will, are OK for Aussie conditions but definitely not the go on hot days.The notion of "fun in the sun" driving is wrong because it ain't fun blistering away in a car under a searing sun.This issue and being caught in a flash thunderstorm have been addressed by fast opening and closing roofs of either metal or vinyl.It's cool to have a roofless car that's for sure, great for the ego, an image maker. And on cooler days, in the evening or early morning they are a treat.Renault has entered the fray with something different – a glass roof cabriolet.The Megane Coupe-Cabriolet's roof is in two pieces and folds quickly into the boot leaving minimal luggage space. With the roof up, the boot is a good size.It's a four seater of sorts with the rear pews suitable for kids due to a lack of legroom.Access is by large doors and there's plenty of room inside the Megane for two and head clearance is good thanks to a manual a seat though head clearance could be an issue for taller drivers or people with a bouffant hairstyle.The Megane shares its face with other Meganes (sedan and hatch) but pretty well all other body panels are unique on the Coupe-Cabriolet.Underneath, it's all standard Megane – a 2.0-litre four cylinder petrol engine, five speed manual or four speed auto transmission, front wheel drive, electric power steering, strut and torsion beam suspension, all mainstream stuff.Power output is 98kW with 191Nm of torque. It is adequate to push the 1430kg Megane along at a decent clip with the manual obviously having more punch.Safety is a high priority these days and the Megane doesn't fall short with a five star European NCAP crash test rating – the highest.And Renault has ensured Megane Coupe-Cabriolet buyers will be pampered with an extensive range of luxury equipment like leather upholstery, rain sensing wipers auto headlights, good audio, climate control and plenty more.Renault persists with the annoying card and push button ignition system.It is a stylish car from all angles but the consensus around the office was that women more than men would like the styling.And that's precisely where Renault is pitching this $47,990 cabrio – at wealthy women. Just like most of the other players in the market.

It's a funny name for a turbo diesel people mover (or anything for that matter) but the newcomer from Ssangyong has plenty of positives to make the name seem insignificant.How's this for starters?Stavic's 2.7-litre, five cylinder engine and five speed automatic transmission are pretty well the same as in a Mercedes-Benz ML 4WD and the suspension has been tweaked by none other than Lotus. Two other significant points are Stavic's rear wheel drive and all wheel drive availability and for really, really big families, up to eleven seat capacity though this spec isn't certain for Australia.Stavic was launched a few months ago in Korea. Comparable with Chrysler's Voyager for size, Stavic weighs in at around 2.1 tonnes. This bulk is offset by the torquey turbo diesel engine that also delivers surprisingly good fuel economy averaging around 10.0 litres/100km.The diesel engine has a high pressure common rail injection system for optimum economy, low emissions and strong throttle response.A 3.2-litre straight six cylinder petrol version in rear and all wheel drive is produced and will arrive later in the year.The all wheel drive version is almost Robinson Crusoe here except for an all wheel drive Chrysler Voyager that costs a bomb. The Stavic all wheel drive is a much tougher customer, capable of mixing it with off road SUVs in a wide range of driving conditions. The torque-on-demand all wheel drive can be locked in low range 4WD for limited traction conditions.Ground clearance is adequate and the vehicle seems well protected underneath. Ride is controlled by a double wishbone system up front and 10 links at the rear.Stavic is built on a "fusion" chassis using elements from various Ssangyong products. Many components are specified to commercial vehicle standard for durability and strength though Stavic was conceived and built as a passenger vehicle.ABS, air bags, dual air conditioning, tiptronic automatic transmission, cruise control and a brace of other goodies including power operated ancillaries are part of the package.Numerous seating options span everything from seven arm chairs with pivoting centre row seats through to three rows of three in the back and two up front making eleven. Seven seats is standard.An eleven seat combo would be tight and leaves minimal luggage room however it would be extremely useful for tour or hotel operators and with a trailer on the back, other commercial applications.On an extensive test of the Stavic late last year in New Zealand a couple of points rang home – build quality is impressive and the interior is as good as anything from Japan in terms of look, fit and finish.On the road, Stavic feels stable and as responsive as a vehicle such as this can. It's good to drive and rolls along with minimum fuss or commotion. We drove one with eight adults aboard and it made little difference to performance or ride.The fully equipped version on test featured a sunroof, automatic headlight control, park assist and power front seats with heating among its inventory.Some might find Stavic's lines jarring but the same has been said of other brands that have gone on to achieve stronger sales than previous better regarded models.Dealership numbers are on the increase with 48 currently operating and up to 75 expected by the end of the year. A spare parts inventory contains most "fast moving" items with non-stocked parts air-freighted in.Stavic in seven and nine seat versions will arrive here by the end of February and will sell for between $35,000 and $45,000 depending on the model. It brings Ssangyong's local lineup to four vehicles with more following this year.

It's a model that genuinely can be considered as an alternative to some European cars for the luxury buyer who wants sporty handling, safety, luxury equipment, comfort and impressive road performance.And you'd be going to find a Euro with 190kW of engine power, a true five-seat cabin and a 465-litre boot at a price tag south of the Calais V6's $52,660.Holden added the Calais badge to its Commodore line-up 20 years ago in the days of the VK.The Calais is the answer for Commodore buyers who want more luxury and technology items than the Berlina. It's the most luxurious version of the Commodore range before stepping into the long-wheelbase, and more costly, Statesman and Caprice.Although there is a city called Calais in General Motors' home in the US, it's a sure bet Holden in Australia was hoping the name carried the image of Calais in France – something European-exotic built into the trusty Aussie Commodore.This latest VZ Calais more than ever can claim to live up to that image, thanks to the sophistication and equipment levels now incorporated.A 5.7-litre V8 Calais is offered as an option at $57,360. Sure, you get 235kW of lusty power but it comes only with the old four-speed automatic transmission.Almost $5000 less is the Calais with the new Alloytec all-aluminium V6 engine from the family of GM Global V6 engines. Out with the aged 3.8-litre pushrod V6, the new Alloytec has double overhead camshafts controlling the four valves per cylinder. Torque on the Alloytec 190 is meaty, too – 340Nm at 3200rpm and Holden says 90 per cent of that torque is on hand over a wide rev range from just 1570rpm through to 5870rpm.VZ Commodores feature an auto-start function: there's no need to hold the key while the engine cranks to life: just turn it to the start position and instantly let it go.And – this is the good bit – on the Calais, the Alloytec 190 is matched to a new five-speed automatic transmission, which has steering wheel paddle shifts called Active Select. It's the first such transmission on an Australian-made car.The driver can opt for normal automatic mode or use the fingertip shift to command the transmission to go up and down the gears. The new five-speed automatic allows for a greater spread of ratios, with fourth being a direct drive. Fifth is an overdrive on a fairly long-legged final drive diff ratio. It means a fuel-frugal 1900rpm when cruising at 110km/h.The automatic transmission uses Performance Algorithm Liftfoot to respond to driver requests on driving style and holding gears during some deceleration and cornering. It also minimises "hunting" between gears.Calais, in its previous VY Series II, was turned into a sports-luxury car by having a slightly lowered, sporty suspension setup. This concept is continued in the VZ, which has firmer spring rates than the standard Commodore and Acclaim – and which, like them, benefits from front-end suspension redesigns to make steering sharper. But now Calais has other driver aids that are normally seen only in more expensive imported luxury cars.It has electronic stability program (ESP), again offered for the first time on an Australian-made sedan (although there are similar aids on Ford Territory and Holden's Adventra AWD wagons). ESP uses sensors and electronics to correct the car's path through brake application to individual wheels and by engine torque intervention.It's designed to help save the car from sliding off the road or into the path of an oncoming vehicle on corners.Allied to this is corner brake control to help keep the car stable during heavy braking on curves and corners.ABS is there, of course, but helped by electronic brake assist to shorten braking distances. And all the VZ Commodore range has improved brakes.Traction control is built into these devices, too. Get one driving wheel on dirt or an otherwise loose surface and it won't spin ridiculously.Traction control and other driver aids are now possible on the Holden thanks to electronic throttle systems on the new Alloytec engine.Outside, Calais is distinct with its chrome flash over the top of a grille which is now deeper and more aggressive, to remind of the car's sporty role.It has optic-fibre parking lamps, projector headlamps and chrome-ringed front fog lamps. Wide-faced spoke alloy wheels are 17in diameter and carry 225/50 tyres.Inside, Calais now has leather trim as standard. It has gloss piano black instrument panel and console and a new centre panel.Calais certainly makes it as a luxury car, too: it has rear parking sensors, cruise control, power windows, six-stack dash CD, Blaupunkt stereo with 10 speakers and 260 watts, dual-zone climate control, eight-way power adjustable front seats (with three lots of memory settings for the driver's side), height-adjustable rear head restraints and courtesy lamps on all four doors. It has twin front and front-side airbags.The 4876mm-long, 1642kg Calais V6 has pretty smart performance when the taps to the 190 engine are opened.And the handling is that sweet combination of poise, grip, little body roll yet without too much crashing from the tyres and suspension. It can tow up to 2100kg and runs on normal unleaded petrol. For sports-luxury car buyers who want their money to stay mainly in Australia, who seek value and want practicality of a five-seat sedan yet with the latest driver-aid technology, the Holden Calais beckons.