Articles by Stuart Martin

If capped priced servicing sounds like cheating, modern car design is just too damned homogenous to your eyes, then some left-field classics might get the blood pumping.Trawling the darkened depths of the Carsguide website found some interesting old - and some not so old “time” machines on the market.For the price of a mid-spec four-cylinder small car there are vehicles on the market that stand well apart from the shopping-trolley crowd.As beefy Brits go this is one of the beefiest - the Jensen Interceptor was a four-seater grand-tourer with a Chrysler V8 under its elongated snout.Only a handful - in global terms - were built in the UK during the 1960s and 1970s, and some made it to Australia, so the chances of seeing one driving the other way are minimal.The rounded rump was a distinctive look for the Jensen and it also had the distinction of being the first all-wheel drive sports coupe.Glass's Guide says the rear-wheel and four-wheel drive models were available here from 1970 through until 1976 (when imports ceased) in the 6.2-litre and 7.2-litre forms, hooked up to a three-speed automatic and priced at a little over $22,000 when they were new - Holden had the HQ Monaro on offer around the same time and its retail price ranged from $3800 for the 4.2-litre V8 manual to just under $5000 for the 5.8-litre three-speed automatic model - nowadays, mint versions of the latter can fetch upwards of $60,000.De Tomaso is one of those interesting Italian brands - born in 1959, it was involved in motorsport (including a brief and nasty stint in F1) as well as owning brands like Bugatti and Ducati.It went into liquidation in 2004 and was briefly back in business before controversy again had the brand in trouble and it was up for sale in 2012 - it keeps threatening a 21st century revival.The two-door Longchamp was born from the same chassis and drivetrain as the Deauville four-door, using a 243kW/440Nm 5.8-litre Ford Cleveland V8 that also powered the more svelte Pantera.A top speed of well over 200km/h and an opulent interior were among the car's highlights, but given its $65,000 new pricetag it want to have plenty.A total of 409 Longchamps were built (395 coupes and 14 spiders) until 1989, with only a couple per year built during the final years.One for the locals - while many remember the much-be-spoilered Walkinshaw VL SS Group A (with a 180kW/380Nm five-litre V8 and priced at $45,000) that kicked off the Brit's relationship with Holden Special Vehicles.The red VL SS Group A was the last Commodore produced by Peter Brock's Holden Dealer Team - Holden's relationship with Brock went sour in 1987 after Brock and his crew came up with a device known as an “Energy Polariser” and fitted it, as well as other features not tested by Holden.There was a little less hoopla when the VN version popped up in 1990, sporting a $68,950 asking price in the showrooms, it packed a 210kW/400Nm five-litre V8 hooked up to a six-speed ZF gearbox (borrowed from the Chev Corvette), weighed in about 200kg heavier but was draped in less-polarising (if you'll pardon the Brock pun) bodykit styling.Track versions of the car were reportedly quicker in a straight line but not as good on the bends as the VL's bodykit actually worked, providing downforce.The VN was the final Group A, part of the era of Australian production-based touring car racing that was slaughtered by the all-conquering Nissan GT-R.The build-run never made it to the planned 500, with 302 seeing the light of day, based on a Berlina but fitted with a Momo leather-wrapped steering wheel, velour interior trim, sports seats and instruments, Bilstein dampers, a limited slip diff and a Mongoose remote control alarm.1970 Jensen Interceptor coupePrice: $24,990Engine: 7.2-litre V8Transmission: 3-speed autoThirst: 20L/100kmOdometer: 78,547kmThe big Jensen coupe was rare and expensive car when it was new - it sold new for just over $22,000 but was hand-built and had airconditioning, alloy wheels and power windows. At the time it was more than double the cost of a V12 E-Type Jag and at least four times the price of an HQ Monaro. Such is the profile of the odd British beast, it was even featured as a classic car in the Gran Turismo 4 game.Phone: 02 9119 54021983 De Tomaso Longchamp 2+2Price: $30,000Engine: 5.8-litre V8Transmission: 4-spd autoOdometer: 23,000km The Italian luxo-coupe with a muscular Aussie heart - the engines were sourced for the car from Australia when the US sources for the beefy V8 dried up, and Australia supplied the engines until V8 production ceased in the late 1980s. Hooked up to a four-speed auto, the Longchamp has air conditioning, power steering, power windows,remote central locking, cruise control among its leather-trimmed interior - when new it sold for $65,000, which was about the same money being asked for a Mercedes-Benz 380 SE V8 sedan.Phone: 07 3188 05441990 HSV VN Commodore SS Group APrice: $58,990Engine: 5-litre V8Transmission: 6-speed manualOdometer: 152,364kmThirst: 16l/100kmNot as famous as the VL but a genuine Aussie musclecar nonetheless, the HSV VN SS Group A popped up with a six-speed manual (a vague but strong gearbox borrowed from the Corvette) as well as upgraded brakes and bodykit. Capable of a sprint to 100km/h in 6.5 seconds and a 14.5-second quarter-mile, this example is number 83 of a planned 500-car build run, but the economy brought it to a halt at 302. The VN Group A SS came with air conditioning, a Mongoose alarm, 17in alloy wheels, cruise control, central locking, a limited slip diff and a chunky Momo leather steering wheel.Phone: 02 9119 5606

Once seen as the poor second cousin of the automotive industry, the Koreans are fast-becoming the trendsetters. Hyundai is putting out product well worth a spot on the shopping list and nowhere is that more applicable than when the family is looking for a daily-duties wagon.The new Santa Fe has improved driving manners and doesn't cause averted eyes in the looks department and features-wise offers value-for-money.The middle child of the Santa Fe retails for $45,990 and the Elite has a solid features list for the outlay. There's seven seats standard (range-wide), with a rear view camera, rear parking sensors and automatic headlights.The Elite has a power-adjustable driver's seat, dual-zone climate control with rear vents and separate fan control, a nice 10-speaker USB/iPod/Bluetooth compatible touchscreen sound and SUNA satnav system, rain-sensing wipers 18in alloy wheels (including a full-size spare) and an auto-dimming centre rearvision mirror.Nice touches like puddle lamps that light up on approach, purely by key proximity, and side window blinds show the brand is working hard to win sales.The 145kW/436Nm 2.2-litre turbodiesel is a quiet, forceful and worthy powerplant, teamed with an in-house six-speed auto that is one of the more intelligent units around. It's a well-matched package and returns a claimed thirst of 7.3 litres 100km - we had 9.4 showing on the trip computer when we had finished our stint of predominantly-metropolitan running.Kia got the clever AWD system first but now it's been adopted by the parent company's car, and it's also clever - traction is ample and drive to the rear is not tardy. The Hyundai also has the SUNA real-time traffic info on the touchscreen satnav, which for the most part was accurate and well ahead of radio traffic reports.It's one of the better-looking Hyundais yet, although perhaps that is not yet a compliment of mammoth proportions. It's from the Fluidic Sculpture design book, a more cohesive and handsome look and no one is going to mistake this for a rock-hopping off-roader.Less ungainly and awkward outside and in, the cabin is versatile and has a more quality feel to it - the second row is adjustable and the 3rd row of seats, while still only for smaller offspring, folds into the floor for a useful loadspace.It's got useful underfloor storage in the rear that holds the luggage blind when all three rows are in use - clever and useful - and installed without losing the full-size spare.A top-scoring five-star effort from ANCAP, with a driver's knee airbag added to the usual half-dozen airbags, as well as the aforementioned automatic headlights and rain-sensing wipers, a rear camera (which was a little stilted in vision), rear parking sensors and auto-locking system are also on the list.The little Korean brand that could is now a giant and its quickly-improving SUV brigade has plenty to do with that. Feather-light steering isn't always great - and the gimmicky steering adjustment system is far from the fix for that - but ride quality and handling are of a good compromise for such a vehicle.The powerplant makes its diesel presence known, but but not as noisily as many small turbodiesels - a good shove of torque and no dislike for engine revs makes it almost spirited.The infotainment set-up has touchscreen SUNA satnav that is on the ball for traffic snarls, as well as a sound system that is well above par for volume and quality. Only the Bluetooth phone link decided sporadically that a couple of conversations weren't worth having - two efforts at re-pairing seemed to placate the phone system.The Santa Fe doesn't pretend to be an off-roader - 185mm of ground clearance is better than a VW Alltrack (that's not saying much) but there's no low range and bugger all (by comparison to a serious off-road weapon). But day-to-day mundanities are completed in comfort; neat touches like the rear blinds (great for keeping sun from skin and game screens) make an impression on the occupants.The Santa Fe works well as a family wagon and feels more worthy of a little higher pricetag than its mid-$40,000s ask. As seven-seaters go, if you can do without serious 4WD ability it's a worthy contender.

Why don't wagons attract an Aussie audience? It's a mystery worthy of a CSI episode. Yet we line up like sheep to get into a five-door load-lugger if it's got more than 180mm of ground clearance (ie, a compact SUV), even if we're no more likely to drive it on dirt than through a combat zone.The latest wagon from BMW's top-selling 3 Series range provides yet further evidence that SUVs aren't the duck's guts for shifting offspring and their gear. The Touring (as BMW labels its wagons) is lighter than most soft-roaders, better looking to boot (so to speak) and outperforms them.VALUEMost of the Touring's features carry over from the sedan range, which has been on sale for more than a year. The petrol versions - 320i and 328i, running differently tuned versions of the same turbo petrol engine - join the diesel 318d.The Touring comes at a $2500 premium over the corresponding diesel sedan and $4000 over the equivalent petrol sedan. Pricing starts from $58,900 for the 318d which has three upgrade options, from $3768 to the $6000 M Sport pack. Petrol versions start from $62,600 for the 320i with $3152 for Luxury, Sport or Modern packs. For some reason M Sport is even dearer at $6385.At least the petrol models have paddle shifters for the eight-speed auto transmission, which is standard on the range, with stop-start function. All versions get an automatic tailgate as standard. A reversing camera is standard on the two petrol models.Rolling off the production line from this month is the 328i priced from $69,900, with the upgrades adding $1538 or, for the M-Sport, $5000. It too sits on 17-inch alloy wheels but gets electrochromatic mirrors (with folding function for the exterior), "fine-wood burled walnut" interior inserts, Dakota leather trim and top-spec satnav and audio.The Sport Line option pack adds high-gloss black exterior trim bits, 17 or 18in alloys, black and red accents in cabin, red stitching on the sports steering wheel and standard leather upholstered sports seats.Those looking for the finer things can tick the Luxury Line box - high-gloss chrome exterior trim bits and wood trim inserts for the interior, 17 or 18in alloy wheels and model-specific leather upholstered seats are among the highlights.The Modern option pack adds satin-finish aluminium trim, 17 or 18in alloy, a light-coloured dashboard and a steering wheel in dark oyster, leather upholstery in oyster or black and a choice of four trim strips in pearl-effect chrome or optional wood surface in three-dimensional structure.The M Sport package has aerodynamic add-ons, 10mm lower sports suspension, an optional brake upgrade, as well as the exclusive optional exterior paint shade Estoril Blue' metallic, 19in M-design alloy wheels, an M leather steering wheel and aluminium hexagon trim.TECHNOLOGYDiesel power propels the entry wagon. The 318d Touring has a 2.0-litre turbo diesel producing 105kW/320Nm. It gets to 100km/h in 9.2 seconds but also sips 4.7L/100km.The 320i and 328i share a turbo direct-injection four-cylinder, which in the mid-spec model has 135kW/270Nm and gets to 100km/h in 7.5 seconds for a 6.2L thirst. The 328i develops 180kW/350Nm, cutting the sprint time to 6.0 seconds and raising consumption to 6.5L.The range gets the fuel-saving stop-start system, brake energy recovery and the Eco Pro mode, which encourages economical driving and claims up to 20 per cent improvement in economy by way of "intelligent energy management" engine systems.DESIGNFrom the nose to the front occupants' shoulder at the door pillar, the Touring mimics the sedan. It's longer and roomier than the superseded 3 Series wagon. The cargo area is 495 litres with the rear seats up, on par with most big sedans. This trebles when the seats are folded flat.Access is via an electric-opening tailgate (which works via remote or by “kicking'' underneath the rear bumper when the key is in range), which also has a glass-only opening function, with extra clever underfloor storage in the cargo area.SAFETYThe European NCAP program ranked the sedan five stars so the wagon will surely win full marks too. The active electronic driver aid list is long stability and traction control, anti-lock brakes, cornering and dynamic brake control, as well as brake drying and electronic "limited-slip" for the rear differential, activated when the "DSC Off" function is employed.Also fitted standard is the Active Protection safety package, which readies the car's myriad safety systems if it detects a imminent impact. The options list has the obligatory raft of choices, including active cruise control (with stop-go function) and head-up display, surround-view camera system and high-beam assist.DRIVINGThe 320i's engine is willing, smooth and works well with the eight-speed auto. It hesitates a little when exiting corners, but is fuss free in fast open country running.Fans of older BMWs will miss the six-cylinder engine soundtrack, but they'll welcome the new car's Sport Plus mode and its steering wheel paddles for changing gears manually. A highlight is the ride afforded by the optional adaptive suspension it remains settled and unperturbed through mid-corner bumps.Switching to the diesel is anything but a stepdown. Its torque is reasonable and the noise intrusion minimal. The noisiest thing on the diesel drive was the climate control's fan. The diesel doesn't get the paddleshifters but has little need for them with the two sport modes offering clever shift patterns, but the more powerful petrol engine is our choice.VERDICTA versatile wagon that offers chassis balance, ride comfort and driving ease. A serious rival for an SUV.BMW 320i TouringPrice: From $62,600Warranty: 3 years/ unlimited kmCapped servicing: NoResale: 54% (Glass's Guide)Service interval: 12 months/25,000kmSafety: 5 starsEngine: 2.0-litre 4-cyl turbo petrol 135kW/270NmTransmission: 8-speed automatic; RWDThirst: 6.21/100km,Dimensions: 4.6m (L); 1.8m (w); 1.4m (h)Weight: 1495-1595kgSpare: None

Anyone who thinks Jaguar is limiting the sporting appeal of the brand to the F-Type can think again. The XJ sedan debuting at the New York motor show is the latest model to bring back the R to its name. Utilising the outputs of a 404kW/680Nm five-litre supercharged V8 -- also seen in the F-Type (in a lower level of tune) and the XFR-S -- the XJR is being described by the brand as the "the most focused, agile and responsive Jaguar XJ ever." The performance flagship of the breed will be easily distinguished from the mainstream XJ range by a subtle aerodynamic package when it first appears in Australia late this year. Jaguar global brand director Adrian Hallmark says it delivers supercar performance and assertive looks with the highest levels of luxury. "The new XJR epitomises the three pillars of technology, performance and contemporary design which the Jaguar brand stands for in the twenty-first century, while delivering new levels of dynamic ability in a luxury saloon," he says. Jaguar Australia brand manager Mark Eedle says the new sports models will remind car buyers of the performance side of the marque. "We've got the F-Type on its way, the XFR-S with the increase in power and the XJR with the same engine, some big performance credentials being staked at the moment which is wonderful to see because it's a core pillar of the Jaguar brand," he says. While the F-Type shares the same supercharged V8 as the two new super-sedans, there's no official word on an F-Type R with 404kW on offer. The brand also let its XFR-S - which claims a 4.4 second sprint to 100km/h - loose in front of the public in its homeland at the 2012 Goodwood Festival of Speed, demonstrating just what 404kW and 680Nm can do to a set of rear tyres. Painted in what the British brand calls Italian racing red and driven by 1988 Le Mans 24hr race winner Andy Wallace, the XFR-S showed its performance potential on the famous hillclimb. Eedle says the company has been through its product-led recovery phase and it was revisiting the performance side of its heritage.  "We are known for dynamics, so you get an amazing amount of power and the dynamics and the technology to harness, so you get a proper dynamic drive instead of just blasting in a straight line, we're good on corners," he says. The XFR-S will precede the August arrival of the F-Type and it's expected to go close to the pre-price-cut $210,000 asking price of the XFR. "We just repositioned the pricing, what that's done is allow the XFR-S at pricing not too far off where we were before," Eedle says without elaboration. Interest in the F-Type sportscar has been strong and Jaguar already has 16 orders, evenly split between the supercharged V6 and V8 pair.  

Stuart Martin road tests and reviews the Holden Colorado 7 LTZ with specs, fuel economy and verdict.

The 200 Series LandCruiser is the latest in a long line of vehicles with good towing credentials - a braked towing capacity of 3500kg - and the latest update will only enhance the hauling cred.The LandCruiser 200 Series is the first Toyota to get a trailer sway control function within the stability control system to reduce the problems of a trailer swaying from side to side, a dangerous problem caused by crosswinds, bumpy roads or sharp turning manoeuvres.Ford's Ranger, the Mazda BT-50, the VW Amarok and the Jeep Grand Cherokee are among the 4WDs already offering the sway control system. The stability control system already uses yaw-rate sensors, acceleration sensors and steering sensors to detect a loss of car control and extends the use to towed vehicles.The driver gets a warning on the instrument panel that the system is active (if they haven't already noticed) and brake lights are also illuminated by the system. The Toyota Landcruiser 200 Series upgrade has also brought with it dual front knee airbags across the range, as well as rear seat side airbags for the VX and Sahara models, but the drivetrain goes unchanged.The Toyota LandCruiser 200 Series is available with a 227kW/439Nm 4.6-litre V8 petrol or a 195kW/650Nm 4.5-litre twin-turbo diesel V8 and a six-speed automatic. Prices have risen by $1500 as a result of the upgrade, starting from $78,990 for the five-seater turbodiesel GX.

The new compact soft-roader from Ford - due on sale in May - will boast plenty of safety gear and technology features within the model range that kicks off at $27,990 for the Ambiente six-speed manual. That's $110 over the Mazda CX-5 entry-level model, $1000 below the last of the Escape models and a considerable $11,000 cheaper than the superseded Kuga model that was introduced here for a cameo appearance in February last year. Opting for all-wheel drive (AWD) in the turbocharged petrol base model, which also adds a six-speed automatic, pushes the price up to start from $31,490. The mid-spec Trend with the same drivetrain starts from $36,240 or $39,240 for the six-speed double-clutch auto-only turbodiesel; the Titanium 1.6-litre EcoBoost model starts from $44,740 (only with a six-speed auto) or $47,740 for the two-litre turbodiesel with the twin-clutch Powershift transmission. Ford marketing general manager David Katic says the new Kuga - based on the Focus platform and adopting much of the hatchback's interior design - represents a value-for-money choice. “We're signalling to the medium SUV market that the all-new Ford Kuga is a serious contender with the front-wheel-drive Ambiente model from $27,990. “Customers today are chasing value-for-money and the Ford Kuga delivers,” he says. Ford is boasting a number of firsts for the segment, including the voice-activated Ford Sync infotainment system with Emergency Assistance - it links to a mobile phone and automatically summons help to your location (phone coverage pending) if it detects an airbag deployment or emergency fuel shut-off. The Kuga will also have a hands-free tailgate, operated by “kicking” beneath the rear bumper to open and close the tailgate, and top-spec models will have digital radio on the list, the first Ford model on Australian pricelists to do so. Ford has also developed an in-house on-demand AWD system - the superseded car had a Haldex system - that operates largely in front-wheel drive until the rear end is required, as well as using a torque vectoring system to brake the inside wheels in corners for better handling. The range will have three model variants - Ambiente, Trend and Titanium - with the choice of a 1.6-litre EcoBoost turbo petrol engine as standard or the optional turbodiesel engine, the latter available only on Trend and Titanium. The petrol powerplant is offered in two guises - a 110kW/240Nm version (which also gets stop-start when teamed with a manual) and a 134kW/240Nm, both using active front grille shutters for improved fuel economy, which ranges from 6.7 litres per 100km to 8 litres per 100km depending on the model. The two-litre turbodiesel - not seen here in the outgoing car - is a carryover engine with some development work, producing 120kW and 340Nm, but only made available to Australia in AWD guise. Fuel economy claims range around 6.3 litres per 100km for the turbodiesel. The Kuga, measuring 81mm longer, 4mm narrower and 8mm lower, sits on the same wheelbase as the outgoing SUV, with Ford claiming much of the extra space engineered into the new car appearing in the rear passenger area. The boffins are also claiming reductions in wind and road noise for the new SUV, as well improved panel fit and interior quality. Five stars already adorn the crash safety CV for the Kuga, with Ford contributing much of that to a body structure comprising more than 30 per cent high and ultra-high strength steels, as well as seven airbags (including a driver’s knee airbag), stability control, anti-lock brakes and trailer sway control. The safety list on Trend and Titanium models can be bolstered further with the optional $2650 technology pack that adds the Active City Stop automatic braking function adaptive cruise control, blind spot and lane departure warning systems and automatic high beam.  

It might only be seven years since the small car market had a Pulsar among its contenders, but it feels like longer. The little-Nissan-that-could slid out of the local range after almost 30 years here, in favour of the oddly-named Tiida, which was supposed to replace it but never pulled it off - not even with the cougar-esque Kim Cattrall salaciously spruiking the new breed.At its peak it sold 13,756 (in 2007), but by 2009 it had dropped to 10,059 - less than a quarter of the Corolla's sales. It nearly halved the following year to 5491 (in 2010) but last year managed only 3059 sales - even the Patrol outsold it.The Pulsar name recognition was strong enough to warrant its return and we're back in its mid-spec ST-L sedan.The mid-spec ST-L ask $23,650 for the manual or ups the ask to $25,900 for the CVT model.For that you get room for five rumps in decent comfort, bootspace for the associated cargo, air conditioning (but not climate control), a USB/auxiliary-equipped six-speaker sound system, Bluetooth (for the phone only), a leather-wrapped tilt-and-reach adjustable steering wheel with phone, cruise and audio controls, 16in alloy wheels, power windows, what Nissan calls "premium" cloth trim, LED maplights and a trip computer.The 1.8-litre engine is nothing spectacular when it comes to new technology, sporting variable valve timing on both sides of the spark.The continuously-variable transmission offers some clever bits to smooth out the take-off and engine rev changes to help keep the journey serene, but the fundamentals aren't new.It promises better fuel economy over the manual - 6.7 versus 7.2 for the six-speed manual - but it still feels like driving a manual car with a slipping clutch that puts some off.There's more than a bit of the bigger Altima as well as the old Maxima in the Pulsar so pundits will pick the Nissan heritage and with nameplate recognition that tops 70 per cent, the Pulsar has much in its favour.It's inoffensive to look at - after the Tiida's tilt at the worst-dressed title it would want to be - and the styling hides its roomy interior, just don't let the rear lip spoiler goad you into believing the S of ST-L stands for sport.Even at 190cm I can get into a comfortable driving position and venture to the backseat without fear of crushed lower limbs, with only limited headroom a concern in the back. Cabin width on the Thai-built machine would limit it to four full-sized adults but it would be of no concern for space.Performing the duties of a family hack, the Pulsar performs well enough, with more than enough bootspace to swallow the school and sports bags easily as well as accommodate the rugrats in the back seat.Cargo capacity is good despite the presence of a full-size spare - 510 litres is considerable in the large car class where Commodore sedan makes do with 496 litres and no standard spare, but neither the Pulsar or the Commodore can do splitfold rear seats? There's only a ski-hatch but no more, why?While ANCAP are yet to smack the new Pulsar into anything - or vice versa - it has the staple amount of safety gear. Dual front, side and curtain airbags, four-wheel disc brakes with anti-lock, brakeforce distribution and emergency brake assistance systems, stability and traction control.All occupants get lap-sash belts and there are LED running lights on the front and LED tail lights, but you'll have to ante up for the top-spec Ti sedan to get a rear camera or reversing sensors - gear that would be worthwhile given the high rump.Having just driven the new Corolla in CVT form, the Nissan's similar transmission felt like it hooked up quicker and flared a little less under load than the Toyota, however there was odd small jerk or shudder - not enough to be bothersome but something perhaps that needed attention.The drivetrain is no neck-snapper - again, they've left plenty of room for the SSS to wow crowds when it arrives - but it does the job at a reasonable pace without too much (normal CVT flaring aside) fuss until well up the rev range.The CVT gets a Sport mode as well as the lower-gear L option via the selector, but no more choices for the driver beyond that. The engineering boffins have left plenty of scope for the SSS - the steering in the ST-L is feather light and an easy twirl around town, with a useful turning circle too, but anyone wanting details from the front wheels is going to have to wait for the sports hatch.Ride quality is something of a selling point - there's not masses of body roll in corners when pressing on either - but the seat comfort and suspension are admirable. So is the refinement when it comes to cabin and engine noise, or the absence of it, at least until the revs are heading towards the redline; but the new sedan feels solid and has a quality feel to the interior.To quote the Eagles, there's a peaceful, easy feeling to the new Pulsar and that's just what many want in this segment - fuss-free from A to B.

Competition in the compact SUV market is hotting up and even a five star safety rating won't make the choice any easier. Toyota's new RAV4 wades back into battle wearing a five-star Australian New Car Assessment Program crash test rating, joining a growing list of little soft-roaders - including the new Subaru Forester, Mitsubishi Outlander, Mazda CX-5 and Ford's Kuga - that score full marks.The RAV4 - previously a four-star car when last tested in 2006 - now has dual front, side and curtain airbags, as well as a driver's knee airbag, as standard. Also on the safety features list are seat belt reminders for all seating positions, while some of the top-spec models can be had with adaptive front lights, blind spot warning system and reversing camera.ANCAP CEO Nicholas Clarke says strong sales volumes are anticipated for the new Toyota compact SUV and will improve on the already-high percentage of five-star SUVs on the market in Australia. "This means more and more motorists will be driving in 5 star safety," he says."The RAV4 will be competing in a very competitive segment of the market and its 5 star ANCAP safety rating brings it to a new level," Mr Clarke says. The results, from crash tests performed on a European left-hand drive Toyota RAV4, scored 89 per cent for adult protection, 82 per cent for child occupant protection and 66 per cent for pedestrian impact protection.The RAV's result was let down by the driver's airbag, which the test report says "was not sufficiently well inflated to prevent the dummy's head from flattening the airbag and making contact, through the airbag material, with the steering wheel."The report said the resulting contact was not hazardous but "the car was penalised and protection of the head area was rated as adequate. The tests rated pedestrian protection as good apart from the front edge of the bonnet, which scored no points as it offers poor protection to the pedestrian's pelvic region, says NCAP.Two veterans at the other end of the SUV segment have been given full marks in recent tests - the Toyota LandCruiser and veteran Mitsubishi Pajero were both upgraded to five stars after equipment and trim upgrades.A change in standard equipment across the LandCruiser 200 Series range added dual front knee airbags as standard across the range, a safety feature previously only available on the top-spec models.Mitsubishi's Pajero models built from April this year will rank as five-star SUVs after trim and equipment upgrades - the steering column undercover has had energy-absorbing material added to the underside and the addition of a passenger seatbelt alert. 

Audi's second-generation TT has reached what we call 'a certain age' and a new one should be in the works.But while internet forums are abuzz with chat of a lighter, stronger third-generation TT - which retains the ragtop hood, the local HQ says there's nothing official on a replacement for the popular little sportscar."There is no official communication on a new TT. Nothing's been announced by Audi AG," Audi Australia spokesperson Anna Burgdorf says.We're not likely to see the next generation here until 2015, and so in the meantime the brand will try to keep sparking interest from buyers in the TT's style-conscious segment.Enter the S Line Competition package, which dresses up the TT 2.0 TFSI models with $8000 worth of kit for an extra $1800 over the models' standard prices.That puts the 155kW/350Nm Audi TT 2.0 TFSI with six-speed S-tronic dual-clutch at $76,850 and the quattro version at $79,450, adding cosmetic and aerodynamic features for the extra ask.The Competition package includes model-specific bumpers, air inlets and side sills, S line badges, a fixed rear wing -- similar to the TT RS -- exhaust add-ons and a tweaked rear diffuser insert. The nose also gets gloss-black trim bits (also covering the exterior mirrors) and xenon-plus headlights and the LED daytime running lights.Available in orange and white metallic, or grey and red pearl effect paint colours, the Competition  special edition sits on black 19-in wheels with 255/35 profile rubber.The cabin gets specific door sill trims, as well as extra "aluminium-look" trim bits, leather trim package, Nappa leather sports seats and the chunkier flat-bottomed wheel from the TT RS.Audi has already given the TT RS - not a model that was low-profile to begin with - a special-edition TT RS Plus variant, with 15 more kiloWatts and 15 Newton metres and a sub-5-second sprint to 100km/h.The German marque also added the 7-speed S tronic to the TT RS models, with Bose sound system, 19in alloys, adaptive headlights, LED interior lighting, full leather trim and a sports-exhaust system among the added features.