Articles by Stuart Martin

Slingshot. Staggering. Subtle even. The S6 prompts several adjectives - as well as a few terms a number of people consider unsuitable for publication.No wild wings, belly-scraping ride heights or straining at the leash - the fastest S6 ever launched by Audi slides in beneath five seconds for the trip to 100km/h but push a few appropriate buttons within and it might well be hard to believe that it's capable of such ferocious feats.The new Audi S6 starts at $168,900, which is a $30,000 drop from the old V10 car - just 50 will be offered here and there's plenty on the features front to make the pricetag seem a little less steep. The leather-clad interior is comfortable and a quality cabin and it has a head-up display, a Bose infotainment system, digital TV, powered bootlid, heated and power-adjustable front sports seats, quad-zone climate control, side and rear sunblind, satellite navigation, auto-dimming mirrors, parking sensors front and rear, a reversing camera, automatic headlights (with rain-sensing function), rain-sensing wipers, electric automatic park brake and power-adjustable folding exterior mirrors.It sits on 20in alloy wheels with 255/35 Pirelli P-Zero tyres, with a seven-speed auto, adaptive air suspension, LED head and tail lights, auto-dipping high-beam system and the clever quattro sports differential.The heart of this executive machine is a four-litre V8, fed by two twin-scroll turbos to produce 309kW and 550Nm, the former hanging around from 5500 to 6400rpm and the latter on offer from 1400 through to 5200rpm. The muted but monstrous V8 has a cylinder-dropout  system that shuts down cylinders 2, 3, 5 and 8 whenever the system sees a need, which allows it to lay claim to a frugal (for its performance potential) fuel use figure of 9.6 litres per 100km, a 24 per cent drop on the old 320kW/540Nm V10 (lighter yet slower) S6.Getting all that grunt to ground in the new car is a seven-speed dual-clutch gearbox and a rear-biased (but variable) quattro all-wheel drive system that includes the clever rear diff. The quattro sports rear differential delivers drive to both rear wheels as required, which gives the S6 phenomenal drive out of corners. The adaptive air suspension varies the damping and ride height according to driver preference (unless left to its own devices in auto mode) and delivers a much improved ride quality - not brittle and wooden like some of its Audi S-car forebears.Also on offer is a start-stop fuel-saving system, active engine mounts to counteract the vibrations developed in four-cylinder mode (it works well) and an active noise control system that cancels unwanted cabin noise (detected via tiny microphones hidden in the vehicles headlining).Sharply-cut, the A6 foundation vehicle is given a subtle tailoring to quietly suggest to those at the traffic lights that they really shouldn't bother. The S6 has a twin dual-pipe exhaust set-up either side of a small under-bumper diffuser, a tiny bootlid rear spoiler, alloy mirror housings, ample front air intakes and a wheel-tyre package that ups the styling ante just enough.Five stars from NCAP are worn by the alloy and steel A6 and have been for more than a few years, so the S version is a fair chance of doing similar things - it has the presafe accident preparation system, tyre pressure monitoring, dual front, front and rear side and full length curtain airbags. The all-wheel drive system, stability and traction control and anti-lock system for the six-piston front, single-piston rear brakes all add to the bank-vault feeling of security on the road.I slid into the comfy "tombstone" sports seats expecting two things - serious straight line speed, a haycart ride quality and no feel through the steering. The new S6 was more than happy to oblige on the first count - floor it and the melodious but far too remote V8 sings as it slings you toward the middle of next week. The Audi claim for the sprint to 100km/h is 4.6 seconds with anelectronic limit of 250km/h - so I'm told - but there's nothing in the real world to suggest that time is optimistic.The adaptive suspension has been given a whole new dose of smarts that has improved the ride quality - comfort mode is almost exactly that (it's still on the firm side) but even in the dynamic mode there's little about which to complain. The trick rear diff gives the big German an inordinate amount of exit speed - it can feel a little nose heavy on the way into a corner but fires out of them with gusto - so a A-to-B hills drive is completed in double-quick time should the need arise.Sadly, the steering remains inert, although there's better weighting but still an absence of info for the driver, something that is not a complaint when it comes to the instrumentation. The dash and centre stack offers ample functionality without too much confusion, with a top-notch sound system; the MDI cable-connected iPhone didn't want to talk to the sound system, unless it was through the Bluetooth.In cruising or commuting mode, the S6 is quiet, refined and comfortable, with little to betray when it's in four-cylinder fuel economy mode. There's decent rear space, with headroom a little tight for those north of the old six-foot mark, but four adults would have no reason to complain, with climate controls for all four and rear sunscreens for the rear occupants. Bootspace is good at 530 litres, a long but shallow load space that can swallow a solid amount of gear without issue.Extroverts might want to look elsewhere in the Audi range for vehicles that scream to be looked at, but the new S6 is a subtle machine - too demure if you like to hear the orchestral noises that emanate from an engine bay. The pricetag is sharp, there's plenty of gear and it's a seriously swift sedan - there's no excuse for late arrival at meetings in this one.

It isn't by any means lean, but it's certainly mean. The SRT8, pinnacle of the Chrysler 300 range, oozes visual menace. Cherry red paint on the test car caught many eyes and so did the darkened grille and wheels.The foreboding first impression is no illusion. Start it and the mumbling rumble may change your mind about the malevolence within.The aggressive theme continues on the price list. The muscular new 300 halo car is up by only $1000 to $66,000, an increase more than offset by the new model's engine and features upgrades.It sits on 20in wheels and has a 19 speaker (including a subwoofer and 900-watt amp) sound system, electrically adjustable steering, dual zone climate control with rear vents, heated and ventilated seats, heated and cooled front cup holders.The trim is Nappa leather/alcantara, with folding heated and driver's side auto-dimming exterior mirrors, real carbon fibre trim bits, a large sports steering wheel with paddleshifters, trip, sound system, phone and active cruise control buttons.When it comes to cutting edge technology, the bent-eight brigade isn't the first place you usually look. But the SRT8's big 6.4-litre unit up from 6.1 now has variable valve timing and electronic throttle control, as well as upgraded cylinder-dropout system to ease the thirst.The combined cycle figure for 98 RON has dropped from 14.2 to 13L/100km, although the computer showed 15.2 when we handed the car back, somewhat reluctantly, to Chrysler. The growth in cubic capacity means an extra 30kW and 62Nm, giving the SRT8 347kW at 6100rpm, as well as 631Nm about 2000rpm earlier.Unlike the petrol V6, which gets a new ZF eight-speed auto, the musclebound monster of the 300 range retains the "proven'' (their term) five-speed tranny, which delivers reasonable shift quality despite all the forces being exerted. Sport mode sharpens up the controls and the suspension to a level that makes corners more amusing.Other bits worthy of mention include the automatic bi-xenon headlights with auto high-beam dip, rain-sensing wipers, active cruise control, a limited slip diff and the touchscreen complete with performance computer from which the boffins can get all manner of trivial info.The base-car isn't easy to miss and the bodykit and trim extras on the SRT8 don't scream and shout like an overt aftermarket monstrosity, but you'll notice it.Big, square and powerful, the SRT8's xenon/LED lit snout warrants more than a glance in the mirror or from the footpath. The cabin is plush, with plenty of leather and carbon fibre, with the driver presented with a quite large and chunky sports steering wheel to direct the big sedan.High safety praise from US crash-testers for the new 300 range has not yet been endorsed with an NCAP prang, but it comes with dual front, front-side, full-length curtain and a driver's knee, switchable stability and traction control, Brembo four-pot front and rear ventilated discs brakes (that get dried when the wipers are on), a blind spot warning, a tyre pressure monitoring system, rear camera, parking sensors fore and aft.But the forward collision alert had a false starts, beeping pessimistic warnings when entering a sweeping bend carved through a small hill - it's a tight section of road but the rockface was never in danger of gaining any cherry-red paint.There's something special about the sensation of a very large car leaping away from standstill in a melodious yet maniacal way. Yet sauntering through traffic on a daily basis in the SRT8, it's quiet and almost civilised, quietly slipping through the traffic most of which is having a look at it as well.The ride in normal mode is a little on the wallowy side, particularly through the front end - I was concerned about hitting the front bumps stops on a small speed bump. Subtlety is not the brand's strong point visually or dynamically.The Sport mode tightens the suspension up nicely, not far past the point of day-to-day use it’s only the aggressive transmission mapping that would stop you using this mode all the time. The Chrysler is a rapid machine in a straight line, with the quick-spinning V8 singing sweetly. But corners, even in Sport mode, betray the kerb weight.The Yank is less remote in the steering thanks to the retention of hydraulic assistance but it still falls short of rivals from HSV and FPV. The SRT8 has plenty of good safety gear listed and the active cruise control is worthy of mention for being able to hold a set speed downhill without a car in front - yet another brand who can show Lexus how that's done.

Soft-roader was once a term of derision, applied to vehicles for breeders wanting to look like explorers. Then came mass acceptance. SUVs are now the family rule, no apologies required.Along with the Toyota RAV4, Honda's CR-V is the model most credited with creating the species. Now the new CR-V is here. Some 5.5 million CR-Vs have sold since 1995, more than 133,000 of those through Australian showrooms. This is the first generation with a version that drives two wheels only, something increasingly in keeping with entry level soft roaders.The base-model front-driver is available in two versions VTi and VTi Navigation. The all-wheel drive model line-up coming with an uprated version of the enduring 2.4-litre four-cylinder petrol engine. The first diesel CR-V comes next year.The new CR-V kicks off at the sharp end of the pricing scale. The front-wheel drive VTi with six-speed manual and 2.0-litre engine is priced from $27,490, the five-speed auto from $29,790. Standard fare across the range includes alloys and a full-size spare, electrically-retractable mirrors, insulated glass, keyless entry, Bluetooth phone link and audio streaming for the four speaker sound system.The VTi fitted with navigation is an auto-only proposition and slips over the hump to $31,790. With all four wheels driven, the VTi auto starts from $32,790. Trainspotters can pick it by the silver roof rails, with the features list also containing variable intermittent wipers, paddleshifters, a mirror-tilt in reverse gear, an alarm.The VTi-S auto is priced from $36,290. For the extra you add automatic headlights, rain-sensing wipers, dual-zone climate control, a leather-wrapped steering wheel, fog lights, auto-dimming centre rearvision mirror, rear parking sensors, sat-nav and six speakers. If you must have the flagship, the VTi -L starts from $42,290. That gets you leather trim, auto-levelling HID headlights, active cornering lights, 18in alloy wheels, chrome exterior mirror covers, power-adjustable and heated front seats, front sensors, sunroof, keyless entry and ignition.Small but clever engines have been a Honda hallmark and the CR-V. The smaller engine produces 114kW and 190Nm. The 2.4 delivers 140kW/222Nm. Fuel consumption has dropped from 10l/100km for the auto down to 8.7 l/100km. The engines both run on 91RON and both benefit from the long-serving VTEC valve system, which adjusts the lift and opening time of the valves, as well as the presence of a variable timing control system to control the inlet cam.The new “Econ” alters the throttle mapping for better fuel economy, as well as telling the cruise and climate control systems to lean towards lower energy use. So-called Motion- Adaptive Electric Power Steering (EPS) teams with the stability control system to assist the driver's steering input.The overall look is more aggressive, with more curves in the bodywork and a decent stance on the road. The engineers have endowed it with a flat underbody and paid attention to the wheel arches to help reduce the drag. The wheelbase is unchanged but overall length has been reduced by 20mm; the height has been sliced by 30mm Honda says there has been no change to passenger space. Loadspace is up, however. With rear seats up, its grown a suitcase to 556 litres, or 1648 litres when the back seat is folded.Sound deadening material is on the floorpan below the passenger compartment, as well as in the rear doors, rear wheel arches, door frames, front bulkhead and bonnet; the doors also now have a double seal.Already the recipient of five stars from ANCAP, the new CR-V has stability and traction control, dual front, front-side and full-length curtain airbags, anti-lock brakes with electronic brakeforce distribution. Reversing camera is standard range-wide; optional on the VTi are rear parking sensors but fitted standard on the top two AWD models (as is an auto-dimming centre rear vision mirror), with the flagship VTi-L getting front parking sensors as well.First impressions of the new CR-V are a sharper look and a roomy interior. Despite a smaller footprint, the updated SUV (which sits on the old car's platform) has enough space to sit behind my own driving position, although the lowered rear bench does put the knees a little higher than ideal.Cargo space is ample - aided by one-touch fold-down seats - and it has a full size spare across the range. The console and instrument layout is easier to decipher and use, as well as being informative - two centrestack screens display trip and infotainment info, as well as the satnav display, while a third screen in the instrument binnacle adds to the information on hand for the driver.The first model driven was the flagship Luxury auto, powered by the updated 2.4-litre engine. The interior is let down a little by some hard plastics and overly-firm leather seats, but the cabin is quiet and the ride quality is good. The powerplant is willing but needs revs on board, something the driver can dictate using paddleshifters. Claimed fuel consumption has dropped into the 8s but the launch drive had numbers between 10 and 12L/100km.Press-ahead driving is not this car's forte but up to a point it is comfortable in corners, without excessive bodyroll, but dynamically the CX-5 remains unassailed as the segment leader for on-road dynamics. The electric power steering feels over-assisted and doesn't give much feedback to the driver about what's going on under the nose - it's not as much of an issue in an SUV as it is in a sportscar, but back-to-back drives in the old car displayed the differences in steering, as well as improved ride quality and insulation.Missing? Some of the active safety features that are in the car in other global markets, but also there's no stop-start fuel saver on offer here, something that is also in the CR-V elsewhere, sacrificed (says Honda Australia) for the value-for-money equation, contradicting some of the fuel-saving "green" credos mentioned in the same presentation.Another disappointing discovery was roof-mounted child seat anchor points - as well as the strap for the centre lap-sash seatbelt in the rear seat. A full boot of luggage behind a cargo barrier is not tether-strap friendly in this setup. The switch to the two-litre automatic front-wheel drive model was far less of a step down than the numbers would suggest - given the AWD's lack of off-road intent, the front-driver has plenty about which to like.Tipping the scales at almost 100kg lighter, the smaller engine sings a nicer tune, without being overly intrusive. The lower outputs make climbing hills a little more leisurely but the entry-level automatic should be far from the last choice of the new range.Honda is aiming to sell 1000 a month, rising to 1200 or more when the diesel arrives next year. Ignore the manual pricepoint car and the VTi front-drive auto is $29,790, which is right in the ballpark of its opposition. Comfortable, practical, flexible and useful, the CR-V will continue to find favour in Australia, but getting back to the top of the SUV heap isn't happening with this model generation.

Mitsubishi Lancer LX and Ford Focus Ambiente go head-to-head in this comparative review.

Demand has outstripped supply for both versions of the new sports coupe cooperative from Toyota and Subaru - now Subaru has managed to get some more of the sportscar. Subaru Australia has been allocated extra production to the tune of 140 units for the $37,150 BRZ sports coupe, a.k.a. Toyota's 86, to roll down the Gunma Main Plant line in Japan during the first quarter of next year.The extra allocation of 140 vehicles means customers given delivery dates from May onwards will get behind the wheel a little earlier by up to two months. Subaru Australia managing director Nick Senior says the BRZ was a big success for the brand."We're delighted that Fuji Heavy Industries (FHI) has recognized the enormous demand for BRZ in Australia and allocated additional production," he says. Back orders for Subaru's version of the rear-wheel drive coupe stretched out to November next year after the initial allocation of 201 cars for this year sold out in an online buying frenzy that lasted just three hours.Anyone looking for more details can log on to www.subaru.com.au or www.buybrzonline.subaru.com.au. The good news for those opting for the Subaru version follows the addition of 1500 vehicles that will arrive in Santa's sack at Toyota late this year. 

The new top-spec Barina CDX will with six-speed automatic gearbox will be the first to feature the Holden MyLink system when it goes on sale in November, starting from $20,490 for the hatch and an extra $500 for the sedan -- $2500 more than the equivalent CD model.The MyLink system uses the content of compatible smartphones, connected via Bluetooth, input jack or USB, but adds a new level of access to internet radio and navigation. A touchscreen controller for the MyLink system displays images and videos, as well as information from the phonebook and music player.MyLink will us the Stitcher Smart Radio application, as well as giving access to a growing number of applications to access global music and podcast content, including Pandora Internet Radio and TuneIn Radio, offering access to free talk radio, music radio and podcasts on demand from around the world.The system also works with BringGo Navigation. A nav app which runs on the mobile device but is controlled and viewed on the MyLink touch screen. Holden says its new MyLink infotainment system is the next level of integration when it comes to cars and smartphones.Also on the features list are 17-in alloys, rear parking sensors, fog lights, leather-wrapped steering wheel and gearshifter, "Sportec" seat trim, trip computer, heated front seats, under-seat storage for the front passenger and MyLink. 

So you want to negotiate terrain more challenging than the driveway but can't cop being seen in an SUV? Despair not.Volkswagen has toughened up its Passat wagon so that it goes nose-to-nose with the Subaru Outback as well as its siblings from Skoda and Audi. It's called, with only slight hubris, the Alltrack.At $47,790 the all-wheel-drive Alltrack is $1800 price hike over the front-drive Passat 125TDI. That's $1000 over the diesel Outback Premium, but the VW brings a standard six speed DSG auto to Subaru's manual sole transmission choiceOther standard kit includes chrome roof rails, leather trim, dual-zone climate control with rear-seat vents, a reach and rake adjustable leather-wrapped steering wheel with sound system and phone controls, Bluetooth phone and audio link, a hard-drive equipped satnav and sound system with USB input and a powered tailgate. It rides on 17-inch alloys with self-sealing tyres and a space-saver spare.Options include pearl-effect paint ($700), sunroof ($2000) and parking assistance system ($900). The two option packs look decent value. The $3300 driver assistance and visibility Package adds intelligent bi-xenon lights, lane departure warning and blind spot warning.For $2800, the Sport package gets 18s a multi-function leather steering wheel with gearshifter paddles, Nappa full-grain leather trim and heavier rear window tint. The adaptive cruise control, that includes the auto-braking accident warning and avoidance system, is a $2000 option and the adaptive damper suspension option (with either 17in or 18in alloy wheels) is $1650.The Alltrack uses the 2.0-litre common-rail direct-injection turbodiesel four. It's a proven unit with 125kW/350Nm and a thirst of 6.3l/100km  barely more than the 150kg lighter standard Passat.  Electric stability aids are disabled by a button's push while the off-road system also quickens the reaction time of the electronic differential locks to prevent wheel spin, automatically activates hill descent control to a higher engine speed and if the manual shift mode is employed, the gear will be held and not over-ridden by the gearbox computer. The 4Motion drivetrain feeds only 10 per cent of power to the rear axle until the electro-hydraulic system sees a need for more.The staid squared-off conservative look of the Passat wagon has been beefed up with wheelarch trim and added bits on the front and rear bumpers. More importantly, the Alltrack's ground clearance has risen to 165mm. That's down on the Outback's 213mm, the VW's bootspace is at 588 litre  almost 100 litres greaters than the Soobs. It's a clever and flexible space too, with luggage net and remote release for the seat backs.The Passat scores five stars under the NCAP. A notable feature in this edition is an "extended" electronic diff lock and four-wheel drive. The driver gets an auto-dimming rearvision centre and driver's side mirror, tyre pressure monitoring and some underbody protection.First impressions of the Alltrack are not surprisingly Passat with hiking boots and a bit more swagger. The six-speed auto plays well with the turbo diesel, humming swiftly along at freeway speeds and providing more than enough punch for overtaking. The ride is on the firm side and a little jittery in the Sport package; I'd be inclined to stick with the standard wheel/tyre package.Winding back roads are not going to trip the Alltrack that height increase is not significant enough to make it lean drastically. The downside to that is 165mm of ground clearance is going to mean you'll test the model-specific underbody protection a little more than you would in a Subaru Outback once you're off the bitumen.The loose-surface dirt road is easily traversed as well, with the all-wheel drive system and driver aids working together to prevent too much wandering. The front-drive biased all-wheel drive system is not my personal preference - the more even split engaged by Subaru or the VW's cousins at Audi are better balanced. The Off Road mode brings in a clever hill descent control system that has its speed set by the driver's right foot, but given the low clearance you won't be stepping over big rocks and ruts.If you value a German badge over a Japanese one, the Alltrack is a family wagon that can complete a broad range of modern SUV tasks from fire trails to the school run.

The Australian car maker has issued the safety recall for 8798 of its imported Escape - models with the 3-litre V6 with cruise control only - built between November 1st 2001 and February 1st 2006, over a problem with the cruise control cable and the engine cover.Ford Australia spokesman Martin Gunsberg said the recall relates to 18,480 vehicles across that Asia Pacific and Africa region. "A similar recall was issued relating to left-hand drive versions of this vehicle with the same issue earlier this year," he said.The recall notice said the possibility of "inadequate clearance between the engine cover and the cruise control cable" which could allow "the engine to be stuck at full power when the accelerator pedal is fully or almost-fully depressed.The company's recall notice also said a throttle that is stuck fully or almost fully open may result in very high vehicle speeds and make it difficult to stop or slow the vehicle. The problem may occur "regardless of whether the cruise control is being used or not."Owners are being advised by the carmaker, who is writing to those owners affected, to contact a Ford dealership for inspection and rectification. The notice also warns driver to avoid near or full-throttle pedal pressure in a bid to reduce the chances of the dangerous problem occurring."If a driver experiences a stuck throttle, the driver should firmly and steadily apply the brakes without pumping the brake pedal, shift to neutral, steer the vehicle to a safe location and switch the engine off after the vehicle has completely stopped," the recall notice said.Ford in the US is recalling nearly 485,000 Escape V6 SUVs to fix sticking accelerator pedals after the US National Highway Traffic Safety Administration received 68 complaints relating to 13 crashes, nine injuries and one death, however Ford Australia has received no reports of the issue occurring here.For further information, contact Ford's customer relationship centre on 1800 503 672. 

This is how to drive around feeling like you're in a rap video clip. The new Chrysler 300 (the C is used on the mid-spec models but is absent from the entry-level car and the SRT8) has taken a big step forward mechanically but retained some of the head-turning gangsta looks that set it apart from the rest of the blancmange large car segment.The big Yank - now with Italian masters - has waded back into the big-car battle with plenty in its arsenal, including the new 3.6-litre V6 engine hooked up to an eight-speed ZF auto.The 300 Limited starts off with pricing on its side - at $43,000, its features list is well up to the task of taking on the locals. Cloth trimmed power-adjustable (front) seats, a 60/40 splitfold rear seat, satnav, 18in alloy wheels, an Alpine sound system, a leather-wrapped steering wheel with audio, cruise and trip computer controls and dual zone climate control with rear vents.There's also keyless entry and ignition, three 12-volt outlets, automatic bi-xenon headlights and LED daytime running lights, heated and folding exterior mirrors, a tyre pressure monitoring display, parking sensors and a reversing camera. Optional on this base model (but fitted to the test car) is the Garmin satnav part of the sound system.The new petrol V6 engine has been heralded for its efforts in other Chrysler Group products and nothing changes here. The smooth, quiet and powerful 3.6-litre unit has dual overhead camshafts and variable valve timing producing 210kW and 340Nm - Chrysler claims 13.9l/100km around town and 6.7l/100km in highway driving from the 72-litre tank.An overall combined cycle number of 9.4 litres per 100km wasn't quite reflected by the trip computer - we finished our predominantly metropolitan time in the 300 with a 12l/100km figure - not thirsty enough to warrant the massive $5000 price premium for the more frugal diesel.While some of the numbers stack up well against the locals, the Chrysler's trump card is its eight-speed ZF automatic transmission, which gives it long legs on the open road. The only drawback to the slick and clever auto is the shifter - an electronic link to the transmission that requires a deft touch to avoid sliding past Reverse and into Park. The big sedan feels tighter and stronger than its predecessor, with increased use of high-strength steel in the body structure.It's bold, squared-off and handsome - the new 300 is being marketed with phrases like timeless and elegant; it is more elegant in some ways than its predecessor, but maintains the different look that sets it apart from the repmobiles on our roads.This is a big beasty, measuring just over 5 metres long, and 1.9m wide, but 1.5m tall, with a 3.1m wheelbase - and you'll need long arms to reach fully-open doors from a seated position. Plenty of chrome bits, dual exhausts and bling headlights all give it a distinctive look, although more than a few people miss the old Bentley-esque grille.The cabin is comfortable and roomy, without being as cavernous as you might expect within - four adults are easily accommodated and boot space of 462 litres will carry their gear, although the wheel arches intrude on the load space.While there's no NCAP rating on the big sedan yet, the 300 has stability and traction control, rain brake support (which uses slight pad pressure to dry the brakes when wipers are on), ready-alert braking (that moves brake pads closer to the disc face for quicker brake response if there's a sharp step off the accelerator pedal), hill start assist and anti-lock brakes.There are (thankfully, given the dimensions and the high rump) front and rear parking sensors and a reversing camera. Airbags number seven in total - dual front and front-side air bags, a driver's knee air bag and full-length curtain airbags. In its US homeland, the Insurance Institute for Highway Safety proffers a "good" crash rating and the National Highway Traffic Safety Administration awarded it five stars.Don't buy one of these if you're an introvert, as it is still a head-turner, evidence that Aussies still like large cars, even if they're not buying as many. This is a large machine and certainly feels tauter and less of a barge than its forebears.It has lost much of the lumbering lethargy that afflicted its ancestors as well, due in no small part to the more lively powerplant and improved chassis tune. The driveline provides smooth and quiet daily commutes without drinking heavily, with open-road manners that are more than acceptable as well.It still doesn't have the steering or balance that you might expect from a big rear-drive sedan if you use the Ford and Holden as yardsticks - it is certainly much better but the RWD locals still have it covered for steering response and balance.The cabin is very comfortable, has good storage facilities and the features list is more than worthy, including some clever and not-so clever touches - foot-operated park brakes are not a favourite. The sun visors are very effective - they cover the long door side by means of extensions and a sliding function.Full control by the driver of the sound system comes via buttons on the back of the steering wheel spokes - not a new feature but one that is worth mentioning as it leaves the wheel face a little less cluttered.

Kia Sorento Platinum and Toyota Kluger Grande go head-to-head in this comparative review.