Articles by Stuart Martin

It's a topic of debate -- some would argue the Range Rover kicked off the prestige SUV craze 40 years ago.Others say SUVs aren't serious off-roaders and the modern category was established by ze Germans. It is the latter crowd that -- regardless of the origins of the species -- have come to dominate this prestige SUV segment.Be it an upper-crust shopping centre carpark or the leafy confines of a private school's grounds, you are guaranteed of spotting three particular vehicles -- the BMW X5, Audi's Q7 and examples of the Mercedes-Benz M-Class.The brand that has built its image on sheer driving pleasure and derivations therein has the X5 on its books, the benchmark in the class for on-road dynamics and some epic powerplants.The X5 sits behind only the 3 Series as BMW's top seller and is the best of its SUVs, fitted with six and eight cylinder petrol engines and six-cylinder turbo diesels.For those not concerned with fuel economy, the petrol V8s provide much in the way of propulsion and aural amusement but the oilers are the gems. The X5 has badge cred, car-like dynamics and family wagon versatility -- even a third-row option but space isn't abundant.Audi's Q7 has been outshone to some extent by the introduction of the smaller Q5, but the big Ingolstadt wagon has space aplenty. Among its petrol and turbo diesel engines, the 3.0-litre V6 oiler is the value pick. Not as nimble or car-like as the BMW, the Audi has a more useable third row of seats but lacks low-range.The M-Class is best off the beaten track, with an optional off-road package for the more serious adventurer. It has V6 petrol and turbo diesel, and V8 options including the super-quick ML63. As with the Audi, the V6 diesel is the best all-rounder.Last year the sales of large SUVs over $70,000 topped 17,000 , up 11 per cent. This year the segment is up more than 30 per cent with all three brands' SUVs selling strongly.Getting into one of these late-model beasts is relatively not expensive. Thanks to finance defaults, leased vehicles moving on and even trophy wives wanting something new, the "pre-owned'' market has no shortage of them, some with new car warranty remaining.Top TipsAs with all used cars, signs of poorly repaired accident damage (inconsistent welds, paint and panel fit) as well as signs of water intrusion (given recent flood events and submerged new car stocks) can point to rusty consequences.Diesel powerplants are generally more frugal when towing or on the open road but the fuel economy is offset by higher purchase price, service costs and the price of diesel. Do the numbers based on your driving habits (using urban and extra-urban fuel economy figures, not the combined-cycle number) and pick the appropriate machine.If you are hauling polo ponies, dressage nags, a boat or a van, check the towing capacity details, as some 4WDs make big boasts but fall over in real-world applications.2006 BMW X5 4.4Engine: 4.4-litre V8 petrolTransmission: 6-speed automaticThirst: 14.8L/100kmCARSGUIDE SAYSThe slogan "there's nothing quite like a V8'' applies here -- while the X5 has worthy diesels, the 4.4-litre V8 on offer in the big Beemer has appeal and when used sensibly won't drink ridiculous amounts of pulp. Leather trim, the full gamut of electronic safety gear and a clever all-wheel drivetrain make the big wagon more nimble than many passenger wagons and more than a few sedans.2008 AUDI Q7 3.0 TDIEngine: 3.0-litre V6 Turbo DieselTransmission: 6-speed automaticThirst: 10.5L/100kmCARSGUIDE SAYSThe V6 turbo diesel, one of the brand's better engines, deals well with the Audi's mass. Not as nimble as an X5 but far from a truck, the Q7 has a long features and safety equipment list plus leather trim. Tips the scales over two tonnes but can drag 3.5 tonnes when asked. There are bigger diesel and petrol engines but the 3.0-litre is a good all-rounder.2009 MERCEDES-BENZ ML 350 CDI WAGONEngine: 3-litre V6 turbo dieselTransmission: 7-speed automaticThirst: 9.6L/100kmCARSGUIDE SAYSUS-built -- as is the X5, which pipped the Benz by 49 sales last year -- the ML progressed significantly from the original M-Class, maintaining a greater off-road ability while closing the gap to the X5 in on-road dynamics. The badge holds plenty of cachet. There is an off-road pack with diff locks, low range, height-adjustable suspension and under-body protection.  

Appetites for SUVs don't look like being satisfied yet and Ford's new Kuga morsel on the market promises to make the menu choice even harder.Adding a front-drive entry-level model as well as a diesel to the line-up that made a cameo appearance on its pricelist from February last year, the Kuga goes on sale next month from $27,990 for the petrol-powered front-drive manual - a sizeable $11,000 drop to buy into the Ford cat family. Ford Australia marketing general manager David Katic says the price marks the Kuga as a "serious contender.''"Customers today are chasing value-for-money and the Ford Kuga delivers,'' he says. More space within a stronger structure, a diesel engine option and the debut (for a Ford vehicle here) of the Emergency Assistance system are all key points to the Kuga's appeal, says Ford.The Blue Oval has come out swinging the cat, as it were, with the entry-level Kuga - the Ambiente front-wheel drive petrol six-speed manual - starting from $27,990, rising to $31,490 if you want the more-powerful all-wheel-drive and a conventional six-speed automatic.Standard fare includes cloth trim, stop-start and brake energy recovery fuel saving systems, 17in steel wheels, fog lights, a reach'n'rake adjustable leather-wrapped steering wheel, Bluetooth phone link, USB and auxiliary inputs for the six-speaker sound system and power-adjustable heated exterior mirrors.There's also rear parking sensors, halogen headlights, manual front seat adjustment, splitfold rear seats with rake adjustment, keyless ignition, air conditioning, trip computer and cruise control. The mid-spec auto-only Trend starts from $36,240 for the AWD petrol-auto, rising to $39,240 for the dual-clutch turbodiesel auto AWD. For the extra outlay the Trend offers 18in alloy wheels, leather trim additions, power adjustment for the driver's seat, an auto-dimming centre rearview mirrors, dual-zone climate control with rear vents, automatic headlights and the Sync nine-speaker sound system with digital radio reception.The Titanium flagship retains the same drivetrain, asking $44,740 for the petrol and $47,740 if you prefer a diesel/dual-clutch drivetrain, adding 19in alloys, a glass sunroof, bi-xenon headlights with LED running and tail-lights, leather trim, front seat heaters, ambient LED interior lighting, power-folding exterior mirrors, the hands-free tailgate, front parking sensors, aircraft-style rear fold-down tables for rear occupants, keyless entry and ignition, satellite navigation and a reversing camera.There's an optional (on all bar the Ambiente) Technology Pack available for $2650 that adds the Active City Stop (automatic braking at up to 30km/h), adaptive cruise control, blind spot and lane departure warning systems, as well as auto high beam and the driver impairment monitor, which  monitors driver behaviour to prevent fatigue-related problems.The new Kuga claims a 25 per cent lower thirst for petrol (between 6.7 and 8l/100km) by way employing the 1.6-litre EcoBoost direct-injection turbo petrol engine - the entry-level car gets a 110kW/240Nm tune or the AWD models upgrade to 134kW, still down on the outgoing (but thirstier at 10.6) Kuga's 147kW/320Nm output.The two-litre turbodiesel - not seen here in the outgoing car - is largely a carryover engine, producing 120kW and 340Nm with a thirst around 6.3 litres per 100km. The new Kuga's all-wheel-drive system takes stock every 16 milliseconds to control the power split front to rear, which can be up to 100 per cent front or rear as required.The Sync infotainment system brings with it Emergency Assistance, which uses a paired mobile to summon help and provide GPS location to emergency services in the event of an accident serious enough to require airbag deployment or the emergency fuel shut-off.Sharper looking than the outgoing car, the new Kuga has the same wheelbase at 2690mm but is 81mm longer, 4mm narrower and 8mm lower - the boffins have given the rear occupants and the load area the benefits of revised packaging to improve rear space.The roomier cabin is more comfortable - thanks to extensive seat development - and also quieter, says Ford, who have concentrated on, among other things, re-shaping exterior mirrors and A-pillars to reduce wind noise. Cargo space has risen from 360 to 406 litres when the rear seats are occupied, or when folded the volume has gone from 1355 to 1603 litres when only two-up.A structure boasting more than 30 per cent of high and ultra-high strength steel - including the A and B pillars and door sills - has helped get the Kuga five stars from NCAP, as does a front chassis subframe that detaches in severe frontal impacts.The safety features list also includes a driver's knee airbag, dual front, front-side and curtain airbags, anti-lock brakes, stability and traction control, roll-over and trail sway control systems.Kuga is wading into the competitive SUV market with an arsenal worth considering. It looks good in the metal, not just a Focus on stilts. Seat comfort front and rear is good - better than the firm cushioning might first suggest - and the rear seat space is improved somewhat.Cargo space has also grown appreciably, although the space-saver spare points to the on-road bias of the little Ford SUV. The mid-spec Trend model in all-wheel drive guise has the upped power output and a conventional six-speed auto, a drivetrain that works with intent to get the SUV going while not slurping as greedily as its predecessor.Around town its quiet and smooth, with a ride leaning towards firm but rarely uncomfortable and only a wind rustle around the mirrors to catch the ear - perhaps due to lower noise levels from elsewhere.The small turbo petrol powerplant is serviceable but it’s the turbodiesel that is likely to prove the better all-rounder - also smooth and quiet, the extra torque on offer is obvious from the first few minutes on the road. The all-wheel drive system is front-biased but shifts drive aft without much provocation, dealing easily with unsealed road surfaces securely. Open road running is the Kuga's forte, with an easy cruising manner; it can hustle through back roads as well, but the light steering could do with a little more meat for the driver. It's certainly at the top of the heap for road manners and dynamic ability, although just shaded by the CX-5 for steering and diesel outputs. Complaints are few - there are no rear vents on the base-model Ambiente, which in manual front-wheel drive guise impresses otherwise, with a slick gearshift from the six-speeder and a livelier demeanour than the heavier auto AWD models - the entry-level car was only let down by excessive road noise from the Goodyear rubber, which was more noticeable than the noise from the Continental tyres on the Trend and Titanium models.It has more enthusiasm for the press-ahead driving than the entry-level Mazda opponent, Ford could do worse than offer higher-spec models in this FWD guise. Other markets also get the two-litre petrol models and Ford could also do worse than to look at adding that model to the line-up - in the same way Mazda has recently added the 2.5 to the CX-5 range.The optional Technology Pack adds a number of key active safety features, but also undoes Ford's good work by returning the indicator to the lefthand stalk from the preferred right-hand side elsewhere in the range.

Fighting for visibility in the compact SUV market is probably like making a speech in the Taiwanese parliament - you have to do some swinging while getting your message across.Mitsubishi's little ASX has had a tweak to its face and features list but the punch from the drivetrain is unchanged. Mostly, that's not a bad thing, but the absence of an auto is hurting this competent all-rounder.We're sampling the updated top-spec Aspire turbodiesel model with a six-speed manual.The Aspire four-wheel drive flagship is priced from $34,990 and has plenty of features to go with that pricetag, which slots it in in the upper reaches of the price range for compact SUVs.The top-spec ASX gets plenty of gear - a touchscreen controlled infotainment system, with USB and iPod access, Bluetooth phone and audio link, a reversing camera and parking sensors, 17in alloys and leather trim.The front seats have heaters, rain-sensing wipers, automatic headlights, a fixed glass roof (with a solid cover and ambient lighting), keyless entry and go, a power-adjustable driver's seat, reach and rake adjustable leather steering wheel with phone and audio controls.Sadly, the satellite navigation and a Rockford-Fosgate sound system upgrade are on the options list.It's not exactly a cutting-edge drivetrain when you consider how long manual gearboxes have been around - the ASX flagship is available only as a six-speed manual, which no doubt erodes its appeal on showroom floor in this market that is addicted to two-pedal operations.The nice manual gearbox is hooked up to a 1.8-litre turbodiesel that develops 110kW at 4000rpm and 300Nm at 2000rpm - it has common-rail direct-injection and it is a willing unit.The combined fuel economy claim of 5.7 litres per 100km is well within reason - we averaged in the 8s during our most recent stint in the car but a fuel economy drive undertaken last year in a similar machine had sub-5s over 1000km of driving.The ASX dwells in the soft-roader realm but it can run in front-wheel drive only (for slightly better economy) or automatic (but front-biased) 4WD, which sees most of the engine's outputs still heading for the front wheels but up to 50 per cent heading aft as required.There's also a 4WD lock mode that - as the name suggests - locks in that 50/50 split for more demanding terrain.Based on the Concept cX from the 2007 Frankfurt motor show, the ASX didn't get all the funky styling cues but you can see where they wanted to go.While it is not the prettiest soft-roader going around, it's not going to shame the rugrats at school pick-up to the point of parking around the corner either.While it sits on the Outlander platform the overhangs are more abrupt, but boot and cabin space don't suffer - quite the contrary, it has good bootspace and comfort in both rows of seats wasn't an issue. The only concern was for adults in the back as there is limited rear headroom.The ASX ranks five stars with NCAP and Mitsubishi says that's due in no small part to what the company calls its Reinforced Impact Safety Evolution body structure - basically a body structure that has impact beams and other structures to diffuse impact energy.There's also no shortage of electronic assistance - dual front, front-side and curtain airbags, as well as one for the driver's knee, plus stability and traction control, a hill start system, anti-lock brakes and electronic brakeforce distribution and emergency braking assistance.The little ASX is a neat little machine, despite the lack of an auto. The manual is far from difficult when it comes to swapping cogs, and with 300Nm on offer you'll be starting off in second (unless it's uphill) and short-shifting to fourth or fifth.Make the most of the outputs and you'll go close to the 5.7 combined cycle figure. The engine does need 1500rpm on board to keep the turbocharger force-feeding the engine, but it will get along at a better-than-good rate.The update has also included a re-rating of the braked towing capacity to 1400kg. There's decent boot space - 416 litres says Mitsubishi, or 1109l with the seats down - and reasonable occupant space in the quiet cabin.Ride quality is no issue either, although the ASX isn't as dynamically adept as some other SUVs - Ford's Kuga and the new Mazda CX-5 are two that spring to mind.But the ASX is capable and gets the job done when the road surfaces . The lock function on the 4WD system gives more assurance and ability - certainly above the class average - on unsealed surfaces and it feels capable of more than what most will ask of it.

Think of a butterfly knife and a Bowie - both are sharp but they cut in different ways.It's like that in two of the key Porsche models - the Boxster S and the brawnier 911 coupe we recently drove, the folding one is a finer and not as beefy, but both can carve through corners and put a big smile on the driver's face.The 911 is on the wrong side of $250,000 but the Boxster S is far more reasonable, starting at $133,300.VALUETwo seats, two boots, a mid-mounted flat-six and a $133,300 pricetag, which also gets sports seats, a touchscreen satnav and USB/Bluetooth-equipped sound system, dual zone climate control, a fully-automatic electric roof that can be erected in less than 10 seconds at speeds up to 50km/h, wind-blockers, power windows and mirrors, sports steering wheel sans any control buttons.The instrument panel has the tacho in the middle, with digital speed readout, speedo to the left and a digital screen for a number of driver in readouts (a la 911) with several display options including satnav instruction.The test car's pricetag had risen to $144,000 with the fitting of amusingly named PASM - Porsche Active Suspension Management - for $3390, 20in Carrera S wheels priced at $3390, $1850 "worth" of metallic paint, electric sports seats for $890, folding mirrors for $690 and the sports steering wheel for $490.TECHNOLOGYHere's where life gets interesting in the new Boxster S - a 3.4-litre flat "Boxer" aluminium six-cylinder, water-cooled with four overhead camshafts and four valves per cylinder.The engine has an intake system that's been optimised for induction noise, as well as using direct injection and variable valve lift and timing on the inlet side.For those looking for a little more frugality in their fun, there's a quick and smooth automatic stop-start fuel saver function, although that can be disabled by its own button or by deploying the Sport mode; it also charges the electrical system with brake energy recovery.The result - 232kW of power at 6700rpm, with peak torque of 360Nm between 4500rpm and 5800rpm.That's not being asked to haul a lot of lard either - the soft-topped roadster weighs 1320kg and uses aluminium (doors and bootlids) and steel in the body.The vehicle is 35kg lighter than its predecessor and the model line-up has not increased greatly in weight since its introduction in 1999, when it proffered up 185kW and 305Nm within a 1295kg package.DESIGNThe Porsche design crew maintain evolution over revolution for its motto, so there's no doubt what you're looking at is a Porsche.Measuring just 32mm longer overall, the wheelbase is up 60mm (noticeable for taller drivers getting settled in the cabin), track has increased front and rear for a squatter, more aggressive look, it's 13mm lower in overall height with a lower rake to the windscreen.The Boxster has new-look bi-xenon headlights, wider air intakes and an LED tail-light section that has the rear automatic spoiler integrated within.The roof is its own tonneau now and while the twin-pipe exhaust to differentiate the S have been retained, they're nestled into a proper rear diffuser.The cargo space front and rear measures 280 litres all up - 150 litres in the snout and 130 litres above the engine.SAFETYDon't expect ANCAP to slam one of these into a pole for a crash test rating anytime soon, but the Boxster S has no shortage of safety gear - stability and traction control, anti-lock brakes, dual front and side airbags and whopper stoppers - grabbed by four-piston aluminium calipers front and rear, the front wheels cover 330mm drilled and ventilated discs, the rears are slightly smaller at 299mm.DRIVINGThe Boxster S has grown despite the shadow of its longer-running sibling but this is a vehicle that deserves its own spotlight. The snug cabin is better accommodates taller occupants now and that's thanks to a little more wheelbase. The car-shaped key sparks the flat-six behind your left hip-joint into life and it snorts and snuffles into life.Hit the Sport button and its woofle gets more pronounced as you blip the right-hand pedal.The test car is a six-speed manual - something of a rarity not just in Porsches but across the board - but snicking the short-throw lever into first and idling quietly away, the clutch and shift action quickly becomes fun again.As does the soundtrack - induction noise, metallic yowl, smile, change gears, do it all again. It's not as brutal as the 911 in terms of acceleration - that would never do - but it sings nonetheless.A series of bends delivers the Boxster's coup de grace - balance. The poise of the mid-engined chassis is kart-like - you point with the steering wheel, which has no other control system apart from directing the front wheels - and it turns.So connected is the front end to the steering wheel it is almost almost surgical, no fears about electric power steering here, the Porsche system nails it. It can play a little under brakes and again with the rear axle on corner exit, but largely it just scythes through a bend and onto the next one. Beautifully.The test car had the optional adaptive suspension but only on a perfectly-surfaced road or a racetrack would you really need it. It's control and bump absorption in normal mode is talented enough for any public road.Around five seconds (the PDK is a smidgin quicker) to 100km/h and its brakes would bring it to a halt in short order too - US testing showed it would stop from that speed in about 31 metres, around six metres sooner than your average small family sedan.Fuel use isn't outrageous either - the ADR highway-biased claim is 8.8 litres per 100km, but the trip computer was saying 12.4l/100km (at an average 44km/h) after our week in the little German beauty, no mean feat given some of the pro-active driving undertaken.The Boxster experience is honest and epic, orchestral and sublime - a car you could (and would want to) drive every day.PORSCHE BOXSTER S MANUALPrice: from $133,300Warranty: 3 years/unlimited kmResale:  61 per cent (Source: Glass's Guide)Service interval: 20,000km/12 monthsSafety rating: not testedSpare: mobility kitEngine: 3.4-litre direct-injection variable-valve flat six cylinder, 232kW/360NmTransmission: 6-speed manual; RWDBody: 4.4m (L); 1.8m (w); 1.3m (h)Weight: 1320kgThirst: 8.8 1/100km, on test 12.4; tank 64 litres; 206g/km CO2

With more off-road camper-trailers and caravans coming onto the market, it's a task to find something that has the potential to tow off the beaten track.The new Ranger dual-cab can carry the family and a decent load - we're sampled the XLT six-speed auto 4WD, which is knocking on the door of $55,000 but has a broad breadth of abilityThe $53,390 XLT with six-speed automatic (a $2000 impost) has plenty of standard - a USB-input and Bluetooth equipped six-speaker sound system, Bluetooth phone link, cruise control, an auto-dimming centre rear vision mirror, power windows, an alarm, automatic headlights and rain-sensing wipers, but tilt-only steering wheel adjustment.There's also a chilled centre console, several 12-volt outlets (including one in the tray), rear parking sensors and dual-zone climate control.The 3.2-litre five-cylinder turbo-diesel engine is a reasonably civilized unit that produces 147kW and 470Nm and is best when hooked up to the intelligent six-speed automatic.The 80 litre fuel tank is emptied at the rate of 9.2l/100km, says Ford - we finished up with a trip computer that read 10.8.The big bold nose isn't pretty but it has macho road presence. It's big, 5.3m of overall length, with a high-sided and lined rear tray equipped with tie-down points to keep the one-tonne payload in place.The cabin is roomy enough for four adults, and the Australian engineering team's efforts to keep it well-insulated and quiet have paid dividends.The Ranger scored a five-star ANCAP rating and stability and traction control and six airbags.The 4WD system is backed by a rear diff lock and the clever trailer sway control function.Part of the stability control system, Ford says it can brake individual wheels to control a snaking trailer, reassuring back-up when you have a claimed maximum 3350kg braked towing capacity (and a maximum 335kg ball download); the Ranger's listed gross combination mass is 5950kg.The big Ford was engineered for global markets by the team at Broadmeadows and it shows - decent ride quality, good body control and steering that doesn't leave you wondering anywhere near as much as the outgoing car or some of the opposition.The six-speed automatic is the better transmission, with a useful Sport setting and a manual shift mode.The Ranger showed plenty when it comes to towing, load-lugging or off-roading, with ample grunt, 237mm of ground clearance, 800mm wading depth and a rear diff lock equipped 4WD system that makes short work of most terrain.

While not quite the forgotten child of the small car segment, Mitsubishi's Lancer has been swamped by a horde of new product.The Japanese brand is looking to put its contender back on shopping lists with a sharply-priced mid-spec model, the LX - available in manual and continuously-variable transmission (for $26,240), we are in the $23,990 manual model.The LX  is based on the entry-level ES but adds Bluetooth (which has voice activation and audio streaming), climate control, a leather-wrapped steering wheel with audio and phone controls (but tilt-only adjustment), as well as a new touch-screen USB-equipped (although it's well hidden) sound system that also displays the view from the reversing camera.Also fitted to the LX are rear parking sensors, heated front seats, power-adjustable driver's seat, leather trim, 16in alloy wheels, side skirts, some chrome trim bits, keyless entry and ignition.It's not bringing any cutting edge bits to market, but the Lancer has the brand's staple MIVEC variable intake valve lift and timing system within the 110kW/197Nm alloy two-litre engine, as well as a reversing camera, which works well enough but looks a little tacked-on.The touchscreen sound system has Bluetooth audio and phone controls, although you appear to have to use the voice control to pair and set up a Bluetooth phone link, rather than also having the option of completing the task on the touchscreen.The familiar snout of the three-diamond brand is, like much of its range, over due - by the company's own admission - for an update, having been around since late 2008.To some eyes it still looks sharp enough but not as pretty as some of its main opposition, the hard-charging Mazda3 sales juggernaut among the more aesthetically-pleasing small car list that also includes both Korean brands.The cabin has enough space for the nuclear family and their gear - boot size at 400 litres is better than some bigger sedans.One of the first small cars to gather a five-star NCAP rating, the LX has seven airbags - front, front-side, curtain and one for the driver's knee - as well as stability and traction control, anti-lock brakes and emergency brake assist.The little manual Lancer was far from the drudgery some expect from this segment, but it is showing its age.The two-litre engine is lively and a little more flexible than the numbers suggest, as well as being close to its ADR fuel use figure - we finished with a figure of 7.9l/100km.The five-speed manual might be a cog short of the segment leaders (Mazda's 3 has a six-speed manual), it's a decent gearbox to use - not super-swift of shift and the clutch took some familiarisation, but my personal preference for a manual over an automatic (or in the Lancer's case a continuously-variable transmission) wasn't undermined by the Lancer's gearbox.The cabin is a comfortable occupant space, with climate control and heated front seats keeping the temperature settled - it's not overdone in terms of design flair and won't be to all tastes, just like the exterior.Foibles are few - the USB port is tough to find, tilt-only adjustment for the steering and the Bluetooth link can be a little fussy to complete, but it was nimble and rode well enough that the rugrats didn't complain.

Active safety technology in the upcoming Volkswagen Golf has it retaining five-star crash-test rank, but not all of it will be standard. The seventh generation of the Volkswagen model goes on sale late this month and will have a number of active safety systems above the class norm. The Golf will have an active cruise control system and the city safe automatic emergency braking system and multi-collision braking, which automatically applies the brakes after an impact to prevent any further incidents. Volkswagen Australia spokesman Karl Gehling says the multi-collision braking system would be standard range-wide on the new Golf but the other features would be part of an option pack. "Adaptive cruise control and city emergency brake are part of the driver assistance package, multi-collision brake is a standard feature across all Golfs," he says. Mr Gehling says the cheaper Up has city emergency brake as standard but it will be optional on the more expensive Golf. "Obviously we'd love to put standard features on all of our cars, but obviously from a consumer price-point we wanted a competitive vehicle and it's by no means a standard for the class," he says. Mr Gehling says the Golf has a lot of other standard features that are not on the Up that will be in the Golf. "It's very good for our customers - you can look at it as a negative or a positive for the customer, we have to achieve a market-competitive product and we're looking to have a well-specified but also an affordable car ... you have to find the right balance," he says. The crash test results, sourced from the European New Car Assessment Program's tests of a left-hand-drive petrol model - the European results apply to Australasian petrol variants, says ANCAP, but VW says there is no difference between the petrol and diesel variants. ANCAP chairman Lauchlan McIntosh says the car's structure and features rated highly under the testing regime. “In addition to performing very well in each of the physical crash tests conducted on the Golf, this next-generation model carries Golf forward with advanced safety technologies including radar-based adaptive cruise control, city emergency braking, as well as a multi-collision braking system,” he says. A five-star car since 2005, the Golf's safety features list has seven airbags - a driver's knee, dual front, front-side and curtain airbags - anti-lock brakes and stability control. The EOS is the only model in the Volkswagen passenger car range not to rank five stars under the ANCAP testing regime. Recently awarded World Car of The Year, the new Golf offers “acceptable” driver leg protection and “good” on frontal and side-impact tests, scoring full marks for the latter. The crash test results stated the passenger compartment held its shape well in the frontal offset test, all doors remained closed during the test and all doors could be opened with normal effort after impact. Pedestrian impact protection was less impressive - the front bumper scored maximum points for pedestrian leg protection, but the front edge of the bonnet scored “marginal” protection levels - scoring 23.5 from a maximum 36 points. “Protection was good in most areas of the bonnet likely to be struck by the head of a child but the protection offered to the head of an adult was predominantly poor or marginal,” the test results say.  

Big engine, little car - good start. Front straight-six, rear drive - even better. BMW and M badges, no run flats - bring it on. Seating for five, every-day practicality - a necessary evil, but for the BMW M135i, a small price to pay.Those passing a first glance will possibly dismiss the bodykit and wheels as accessory overload on a little German shopping trolley, but big stoppers, twin exhausts and the engine note will suggest otherwise, particularly when it rapidly shrinks into the distance.If you are prepared to pay for the performance then the M135i is a bargain at $68,400 - sitting squat on 18in alloys, with low profile (40-series tyres on the front, 35s on the rear) conventional rubber, peeping through "startled-eyes" bi-xenon headlights, the little five-door boasts leather trim, the $4000 optional eight-speed auto, remote central locking and keyless ignition to get the fun underway.The M-spec gear also includes the chunky leather steering wheel with paddleshifters, climate control, Bluetooth phone and audio link as well as USB connectivity and split-folding rear seats for loadspace versatility.Among the options fitted - apart from the auto - were a glass sunroof (at $2920), parking sensors front and rear (worth $600) and the satnav (BMW calls it Navigation system professional) for $3500.The top-spec 1 Series hatch gets the rather confusingly named TwinPower Turbo six-cylinder - rather than the twin-turbo of its recent forebears, it has a single twin-scroll turbocharger, as well as direct injection, variable valve and camshaft systems controlling the three-litre 24-valve six-cylinder.The result - 245kW at 5800rpm and 450Nm (including an overboost surge) between 1250 and 5000rpm, propelling a vehicle that weighs just over 1500kg. Just two decades ago those figures were V8 muscle-car numbers, although the little Beemer's kerb weight is not far off either.The six-speed manual is standard but stepping up to the eight-speed auto drops the sprint time to 100km/h from 5.1 to 4.9 seconds, as well as slicing 0.5 of a litre from the thirst, which sits at a claimed 7.5l/100km.While the clever ZF auto gives it long legs - as well as 200-millisecond shift times - it also keeps its appetite for PULP down using a start-stop system, brake energy regeneration, electromechanical power steering and an Eco Pro mode to put the car into fuel-miser guise and only using the car's pumps and systems sparingly.The M bodykit does a good job of butching up the little hatch, which has a surprised look on its face thanks largely to the headlights.It's balanced up a bit by larger air intakes added as part of the M-body kit and the rear diffuser gives it plenty of purpose - but woe betide anyone who mistakes it for a pretender away from the lights.The interior is snug front and rear, but not uncomfortable - at 190-odd cm I'm a little larger than the mainstream buyer but a comfortable position is achievable.Space in the back makes it mostly a pre-teen domain but at least headroom isn't eroded by a descending roofline.Bootspace is useful without being cavernous - 360 litres in five-seater mode or 1200 with them folded flat.As seems to be par for the course in this price range, it's a five-star car - the airbag count is six (front, front-side and curtains), as well as the beefier M Sport Brake package with four-pot front calipers, fade compensation and disc-drying system and an electronic diff lock.The list also includes anti-lock brakes (including the cornering brake control system to apportion braking where it is best applied), a cruise control with braking function, anti-dazzle interior mirror, stability and traction control, a rain sensor function within the automatic headlight system, and rain-sensing wipers.Having been lucky enough to drive some very quick Beemers, I wasn't expecting as much as I would had it just been a consonant and a number on the rump.But the first proper prod of the right-hand pedal - even before I'd started playing with Sport and Sport Plus modes - offered a surprising surge of acceleration.Anything claiming around 5 seconds or less to hit the state limit is not hanging around and the M135i is one of the quickest ... at least until the Mercedes-Benz AMG A45 gets here in September.Meatier steering than expected - it is electric assistance now, not hydraulic - and an eagerness for corners hasn't completely ruined the ride.It's a choppy ride around town and that would make the $2200 adaptive damping option money well-spent if you have a deep desire for more compliance - forget the sunroof.But drivers are going to like the standard suspension set-up, which allows for a work ethic and a bit of play-time.The M Sport suspension has stiffer spring and dampers, dropping the ride height by 15mm and the ride quality issue fades into the background after the first series of switchback bends.Turn it in and it is immediately obedient, with impeccable balance - straights feel very short, such is the rapid pace from the straight-six turbo.It sings with gusto, devouring revs and talking back on over-run, even without playing with the paddleshifters it's more than amusing - the ZF auto's brains (in Sport modes) leave both hands to deal with the helm, working with the driver even in twisty switchbacks.The electronic nursemaids are from the school of positive reinforcement - put them down for a nap and they still manage to keep you heading in the right direction without being a complete killjoy with the rear axle.The driver's seat was endowed with adjustable side bolstering that was more than welcome when pushing the little hatch harder. 

Towing the tools during the week and the toys at the weekend has never been easier or more comfortable. Where once the tradie ute was a two-door three-on-a-bench cabin with a column-shift gearbox and an AM radio that made an alarm clock/radio sound good, 21st century machines are far closer to passenger cars.The venerable Toyota HiLux has come under fire from all sides, copping blows from Japanese, German and even locally developed Thai-built Ford products in recent years. Yet the Toyota workhorse finished 2012 as the second biggest-selling vehicle on the local market, as well as the most popular ute and best-selling four-wheel-drive within a segment that's grown substantially.By the end of 2003, there were 50,670 4WD pick-up/cab-chassis vehicles sold in a market that totalled 909,811 sales. Fast-forward five years and the 4WD ute segment totalled 83,308 with 12 models from nine brands on sale in a total market of 1.01 million.Last year, in a total market of 1.11 million, it speared well past the six-figure mark, recording 124,536 sales for 14 models from 11 brands. The reason: versatility. The more recently released dual-cabs now warrant some design focus to make the rear seat useful for more than short trips to the shop at smoko.Right-angled seat cushions have made way for more comfortable benches, lap-sash seat belts and child anchors. Road manners are far less rudimentary. The features lists have improved -- FM radio, seat adjustment and aircon are no longer considered namby-pamby -- as has the level of safety gear, with airbags, anti-lock brakes and even stability control fitted in recent times.The fleet market was largely responsible for putting the HiLux into the top 10 vehicles list but plenty of user-chooser customers need a more versatile machine. The result of expanded choice in the segment and increased competition has led to a wide range of makes and models, each with plenty of kit.HiLux still rules the roost but the others are gaining, adding features and sharpening prices to get a bigger chunk.2008 Toyota Hilux SR5 4WDEngine: 3.0-litre 4-cyl turbo dieselTransmission: 4-speed automaticThirst: 9.5L/100kmCARSGUIDE SAYSThe HiLux has been the dominant force in dual-cab utes, with the brand's reputation for reliability no small factor in its popularity. The SR5 has dual front airbags, aircon, cruise control, 15-inch alloys, nudge bar and anti-lock brakes, but tilt-only steering2008 Nissan Navara ST-X 4WD D40Engine: 2.5-litre 4-cylinderTransmission: 6-speed manualThirst: 9.8L/100kmCARSGUIDE SAYSNavara has been a sales gem for Nissan and this example has been optioned up to include roof racks and a canopy. It sits on 16-inch alloy wheels and packs more power and torque than the HiLux, as well as a few extra features to give it a look-in for the sales race, such as a rotary switch for the 4WD system.2010 Mitsubishi Triton GLX-R 4WDEngine: 2.5-litre 4-cyl turbo dieselTransmission: 5-speed automaticThirst: 9.9L/100kmCARSGUIDE SAYSExtra kit was also Triton's ticket in, given the HiLux's dominance. It has front and side airbags, a fifth ratio for the auto (HiLux still has four), stability control, 17-inch alloys and neat touches such as the roll-down rear window. The look isn't to all tastes but the bullbar takes care of some of that.

The growing popularity of SUVs has seen many of the breed dilute the off-road skill set to accommodate more civilised road manners -- but not this lot.Certainly less agricultural than their forebears, these three examples still have more than enough gumption to gallop down the Gunbarrel Highway or amble along the Oodnadatta Track.The phrase “King Off The Road'' has long been associated with the Toyota LandCruiser and there's nothing to suggest it's a royal fraud.The Japanese brand has built much of its reputation on the back of this beast -- wags will joke that if you want to get somewhere, take a Land Rover -- but if you want to get home again take a LandCruiser.The Toyota's debut was as a workhorse in the 1960s, covering rough ground around the Snowy Mountains Scheme, and its legend has grown from there. The throne is currently occupied by the 200 Series, updated in late 2009.The pricing was a reflection of the demand and Toyota was charging mid-$80,000 for the entry-level GXL wagon. But for towing a caravan, horse float or a boat, there wasn't much that could touch the Toyota's 3500kg braked towing capacity.New vehicle sales figures reflected that, with the LandCruiser regularly outselling Nissan's Patrol by two to one. The Patrol has a long heritage in Australia as well, stretching as far back as the LandCruiser.In 1962, geologist Reg Sprigg and family travelled across the Simpson Desert in a G60 Nissan Patrol, the first vehicle to complete the journey. The Patrol nameplate took hold in the 1980s and has been a part of the 4WD scene ever since.The brand just launched its new model -- with no sign of a diesel engine -- so we'd be inclined to look back to when it had a turbo diesel under its squared-off snout. A left-field choice in this segment is the Jeep Commander, a model that never took off in Australia but had seating for seven, turbo diesel power and the off-road cred that comes with a Jeep badge.There were petrol six- and eight-cylinder options but the 3.0-litre turbo diesel V6, teamed with a five-speed auto, had ample torque and a reasonable thirst. Not a stellar sales performer for the US brand, it fell victim to belt-tightening brought on by the GFC, but if you're not interested in a Japanese giant it might fit the bill.HOT TIPSCheck for signs of water intrusion and rust, as serious off-road expeditions gone awry (as well as recent floods) can have rusty consequences.Diesels are generally more frugal and a lot easier to feed in the Outback, where PULP and ULP can be in short supply.Check the fine print on the towing details, as some 4WDs make big boasts but fall over in the capacity details.2010 Toyota Landcruiser GXLEngine: 4.5-litre V8 turbo dieselTransmission: 6-speed automaticThirst: 10.3L/100kmCARSGUIDE SAYSThe 200 Series took Toyota's full-size diesel 4WD into the realm of the turbo diesel V8, which meant lots of torque, as well as genuine off-road ability and room for eight. Cloth trim, stability control, dual-zone climate control, six airbags and money-can't-buy heritage.2012 Nissan PatrolEngine: 3.0-litre 4-cyl turbo dieselTransmission: 4-speed automaticThirst: 11.8L/100CARSGUIDE SAYSLife in the shadows of more popular 4WDs has kept Patrol prices sharp. Three rows of seating, 17-inch alloys, cruise control, airconditioning and stability control are among the features in this full-size off-roader. It was much cheaper than the corresponding 'Cruiser when new and remains a cheaper proposition in the used market.2007 Jeep Commander XH WagonEngine: 3.0-litre V6 turbo dieselTransmission: 5-speed automaticThirst: 10.5L/100kmCARSGUIDE SAYSThe brand has long been known for building off-roaders -- its heritage dates from WWII. Jeep is not as adept at ergonomic interiors as the Japanese but the brand's charisma tends to offset niggles. A genuine seven-seater that will get off the beaten track when asked.