Articles by Stuart Martin

A big V8 Commodore Sportwagon, an SS V no less, can arrive or depart as noisily as the driver dare.The Sportwagon is a lot of metal for the money - priced from $55,290 (or $ $57,290 for the auto as tested), the SS-V six-speed auto is a family wagon that the driver in the family will want to drive solo.The features list has the touchscreen satnav and entertainment system, with hard drive and USB input for the iPod, leather trim, 19in alloys, a limited slip differential, 19in alloy wheels, sports front seats, a power-adjustable driver's seat, cruise control, rear parking sensors and camera, reach'n'rake adjustable steering, automatic headlights (but no auto wipers, that's Calais V only), dual zone climate control (with rear vents), power windows, Bluetooth phone and audio link, a leather-wrapped steering wheel with phone, audio, trip computer buttons.The six-litre overhead valve V8 is not exactly cutting edge but when teamed to the six speed automatic gets the brand's Active Fuel Management (AFM) cylinder drop-out system, which aims to save fuel by cutting supply to four of the eight cylinders when not required.The only drawback is slightly less urge - power (measured on 98RON PULP) drops 10kW to 260kW and peak torque is 517Nm, down from the manual model's 530Nm. And it lays claim to an ADR figure of 12.3, but the more powerful six-speed manual (that doesn't drop four cylinders) boasts an ADR consumption figure of 12.2.The test car finished it's time with us sporting a 17.7 litres per 100km trip computer figure - with more demure driving that figure would be reduced but the V8 needs some throttle pressure to make the right noises and solid forward progress.Flared wheel arches, an aggressive road stance, quad exhausts and a svelte rump - for a wagon - shows the family load lugger doesn't need to look dowdy or plain. The driver can get a good driving position in the Commodore, something the Adelaide car has over its Melbourne opposition - the seat and steering wheel have decent adjustment range and the dashboard doesn't feel like it’s going to squash your knees.Forward vision is only marred by the thick A-pillars, which is something not limited to Holden - the extra crash performance strength has come at the cost of a blindspot for the driver that needs careful attention, particularly at T-junction turns into traffic.The interior is starting to age but is well-laid out and useful - apart from the annoying power window and mirror switchgear in the centre - and while the cargo area might not be as voluminous as the old repmobile Commodore wagon, it still has 895 litres of cargo space, or 2000 if you drop the rear seats.The big Holden kid-carter wears five stars from ANCAP - stability and traction control, anti-lock brakes with electronic brakeforce distribution, front seatbelts with load limiters and pretensioners, dual front, front-side and full-length curtain airbags all appear on the safety features list.Much was made about the VE's body strength when it was launched, including the use of ultra-high strength steel particularly in the B-pillar. The test car also had the optional full-size spare tyre fitted.You might not look at a wagon as a fun vehicle to drive, but you'd be wide of the mark. The SS V - even in the automatic - is capable of covering ground at a considerable rate, without feeling like the additions to the rear end detract from the experience.If anything, a little extra weight over the rear makes things more amusing. The steering is light but accurate and the wagon is a doddle to pilot around town, with ample low-end grunt from the engine. The transmission is not as smart as some of the opposition's transmissions but it remains an improvement over some of the earlier Holden autos.Ride quality is testimony to the good work of Holden's engineers, dealing with bumps without resorting to rattling teeth out to maintain cornering ability. On a familiar back road the Commodore wagon turns in with enthusiasm and hangs on with gusto - only the overly-aggressive Sport mode is a negative, one that prompts the driver to opt for manual changes.Making the V8 sing and making more use of the upper rev range does have its drawbacks, mainly at the petrol pump. If you want to get the most out of the engine then PULP is a must-have, so when the trip computer is regularly in the mid-teens the V8 Orchestra's novelty might wear off at $1.40-plus a litre eith the electronics off there's scope for anti-social behaviour, or a little wag of the tail, depending on your right foot.Cabin accommodation is good, with rear passengers getting decent space on comfy pews, with easy installation of child booster seats thanks to an anchor point on the backrest, which doesn't restrict the load space. They also get aircon vents without the overhead glare coming through the sedan's rear window, which can get rough on rear occupants in summer.

The Audi A4 is one of the brand's backbone models - this is the eighth incarnation of the A4 that (depending on how long your memory is) stretches back to include the Audi 80 for a global sales total topping ten million. The handsome little prestige sedan is sporting a new look, inheriting plenty from the A6 and A8 in the aesthetics department and the hand-me-down clothes work a treat.VALUEThere are two A4s on offer with the three-litre turbodiesel V6, a 150kW/400Nm front-drive version with a continuously-variable transmission that is priced from $68,900. Or there's the version we're in - the all-wheel drive 180kW/500Nm with the dual-clutch S tronic starting from $88,000, which is down just over $2000 over the out-going model.There's no shortage of toys for that pricetag - a 10-speaker sound system (with a hard drive memory, subwoofer and iPod integration), hard-drive equipped satnav, keyless entry and start, voice control, Bluetooth phone and sound system link, tri-zone climate control, rain-sensing wipers and automatic xenon headlights, the obligatory LED running lights, front and rear parking sensors (but no camera, that's a $900 option), a leather-wrapped sports steering wheel with paddle shifters, power-adjustable front seats, leather trim, cruise control and 18in wheels.The test car fell just short of $100,000 with a few options on board - among them metallic paint (for $1650), the Audi drive select with dynamic steering and quattro sports differential (an extra $4300), the Audi exclusive line package (which adds upgraded interior trim) for $3400, and heated front seats - which when the outside temperature display is in single digits during the day, is $700 well spent.TECHNOLOGYAudi have some cracking turbodiesels in the range and the three-litre V6 fits into that category. The 24-valve common-rail direct-injection engine uses super-accurate piezo injectors and has a turbocharger and intercooler, exhaust gas recirculation and particle filter, which all adds up to 180kW and 500Nm via a seven-speed dual-clutch automated manual. The V6 also has the stop-start fuel saving system, which helps it claim an ADR fuel use of 5.7 litres per 100km (a 0.6 of a litre reduction).Standard fare on the high-power 3.0 TDI is the brand's staple all-wheel drive (running 60 per cent rear, 40 per cent front-drive) with a self-locking centre diff, but up to 70 percent can head to the front wheels and as much as 85 percent can go to the rear wheels if conditions dictate. There's also a torque-vectoring function on the front wheels and an (optional) active rear diff to apportion drive to the wheels best able to use it, all of which adds up to an enormous amount of grip.Electromechanical power steering has been added to the A4, which reduces the system's use of energy by up to 0.3 litres per 100km but doesn't do much for feel. Audi has two versions of its drive select system, the basic system that changes the throttle pedal mapping, transmission and power steering among others - the top-spec system adds adaptive damping, variable-ratio dynamic steering, which can even alter steering at the handling limits.DESIGNThe new-look A4 is sharper and straighter in its look, but it's not unattractive by any means - it's perhaps not as pretty as some of its forebears. Xenon and LED lighting give it an unmistakable Audi presence day or night. The body uses a mix of aluminium and steel of varying grades to keep weight down - high strength, ultra-high-strength and hot-pressed steels account for almost two thirds of the body construction.What that all means is light and strong, with resorting entirely to lightweight aluminium (which is difficult to repair when used in chassis construction) or composite materials. Inside, the cabin has a quality feel to switchgear and materials, but space remains at a premium. The boot measures 480 litres says Audi or 962 if you drop the splitfold rear seat backrest.SAFETYFive stars adorn the NCAP safety report card for the compact Audi sedan, which has dual front and front-side airbags, rear side airbags and full-length curtain airbags, as well as stability and traction control, the clever all-wheel drive system and a driver attention warning system.DRIVINGThe A4 is a sharp looker and the list of impressive bits is more than skin-deep. Having already confessed to being smitten with the engines in other models, it's no less desirable in this model. Quiet, well-insulated from the cabin and smooth, the turbodiesel V6 is staggeringly good - it doesn't mind hitting peak power of 180kW at 4000rpm but you don't need to go that far up the tacho.With 500Nm of torque in the equation you rarely need more than half the throttle pedal's travel to launch the never-ending slingshot effect offered by this drivetrain. The seven-speed transmission is quick and smooth, never betraying the considerable forces being fed through it to the all-wheel drive system. There's a sports mode and paddles but the clever sport programming makes the paddles surplus to requirements.The test car had the optional adaptive damping system, which delivered more options for the driver when the corners arrive, but most daily driving was completed with relative ease in Comfort mode. Unlike the steering, which is light but lifeless, the suspension is not completely oblivious to the road surface - Audi haven't made bionic leaps forward in ride comfort terms, but it's certainly not as brittle as some of its forebears.For driver involvement the four-ringed brand has built better sedans, but this one - as an allrounder - is impeccable. It's one of the few cars I have driven that lays claim to fuel use and 0-100km/h both under six. An official claim of 5.7 litres per 100km is believable (the test car was hovering in the sevens, according to the trip computer), as is the 5.9 second sprint to 100km/h - that's a little quicker than its slightly heavier ancestor.The cabin has a quality feel to the materials and the fitout, but space remains snug but four average adults will cope - two adults and two rugrats won't experience any issues. The standard sound system is excellent, although sound buffs will find it hard to resist the Bang & Olufsen 14-speaker unit on the options list, even if it does add $1400 to the bottom line.VERDICTPrice is the only real thorn in the A4 3.0 TDI quattro's side is a steep pricetag, to some extent offsetting the considerable abilities it puts into the equation. It is certainly one of the most capable vehicles Audi has on its pricelist - frugal, comfortable, quiet and swift in an unearthly way - but is a little on the high side in the face of its opposition.Audi A4 3.0 TDI QuattroPrice: from $88,000 (as tested $98,650)Warranty: 3 years/unlimited kmResale:  51 per cent (Source: Glass's Guide)Service interval: 15,000km/12 monthsSafety rating: five starSpare: temporary spareEngine: 3-litre common-rail direct-injection V6 turbodiesel, 180kW/500NmTransmission: 7-speed S-Tronic; AWDBody: 4.7m (L); 1.8m (w); 1.4m (h)Weight: 1680kgThirst: 5.71/100km, tank 61 litres; 149g/km CO2

The company is recalling 51,387 of its imported Korean-built Captiva, Barina, Epica and Viva models after the Korean arm of GM found corrosion issues in the brake control unit, one of the larger recalls in the company's history.The recall notice said General Motors identified a condition where, in some instances, these vehicles may experience a reduced brake performance and or a spongy low brake pedal due to a sticky valve within the electronic brake control module (EBCM).The recall covers 8195 model-year (MY) 2009 and 2010 Barina hatches and sedans built between 2009-2010, 27,778  MY2007-2010 Series I Captiva SUVs, 3723 Epica sedans (MY2008-2010) and 11,691 MY2007-2008 Vivas. GM Holden spokesperson Kate Lonsdale said there have been no incidents of this occurring in Australia. "It has come from a GM Korea initiated recall, we've not actually picked up the condition here - one of the reasons is the brake fluid that we use, or if you get it serviced at Holden dealer, the recommended brake fluid has not been found to cause the condition," she said.Ms Lonsdale said the company was erring on the side of caution as other types of brake fluid might have been used. 'We haven't seen the condition here, but there is still the potential so we want to bring the cars in to double-check as a precautionary measure," she said.Owners are advised to contact Holden to organise a free check on their vehicle. "The check can take two hours for the inspection and they will also do a brake bleed, it will take longer if there is any corrosion found they will also have to replace the (EBCM).""There are no cases here in Australia, we're just making sure and erring on the side of caution, and secondly there's no brake failure, it's a slight reduction and progressive reduction in brake performance and the pedal will become spongy," Ms Lonsdale said.In early 2008 Holden had to recall 88,000 VE Commodore (and WM long-wheelbase models) to fix a fuel lines in the engine compartment that might have rubbed against a fuel vapor hose clip and leaked fuel into the engine bay. The company also recalled more than 90,000 (120,000 if you include exports) examples of the VY Commodore and long-wheelbase WK and WM models after issues relating to unintentional deployment of the side airbag. In late 1996 Holden recalled 75,000 Commodores after automatic transmission problem led to several cars catching fire. Holden will be contacting registered owners by mail but owners are advised to contact a Holden dealer or call the Holden Recall and Rework Assistance Line on 1800 632 826 for more information. 

Big, broad and ready to work, but ride height is no longer a clue to the drivetrain.Light-commercial buyers opting for rear instead of four-wheel drive won't get an inferiority complex from being looked down upon - quite literally - by the 4WD ute brigade. Ford has the Hi-Rider Ranger and the new Colorado 4x2 range sits in a similarly lofty position to its 4x4 sibling, just don't go marauding into a big mud bog while hunting for the (absent) rotary 4WD on-the-go switch.The dual-cab LTZ five-speed manual is priced from $40,990 - $9000 cheaper than its 4WD equivalent, which is about par for the course in the segment. The flagship LTZ sits on chunky 17in alloy wheels, with a full-size spare, front fog lamps, power-adjustable and folding external rearvision mirrors, a soft tonneau cover (although the test car has the hard cover, for $2520), an alloy sports rollbar, side steps.There's also cloth trim, bucket seats, driver gets electric adjustment, single zone climate control, power windows, three in-cabin 12v outlets, LED tail lights, Bluetooth, cruise control, trip computer, leather-wrapped steering wheel and gearshift, eight-speaker sound system and wheel-mounted controls for the phone, sound and cruise control systems.The light-commercial brigade is not at the forefront of new technology - the rear leaf springs in the suspension date back to Cobb and Co horse-drawn mail wagons - but the segment has some up-to-date equipment. The 4x2 is about 53kg lighter than its 4WD sibling but is propelled by the same powerplant - a 2.8-litre double-overhead cam turbodiesel four-cylinder, an old-school turbodiesel.The five-speed manual has to make do with less torque - 440Nm - but the same 132kW power figure. It's an iron engine block with an alloy head, fed by common-rail direct-injection using a variable-geometry turbocharger. The turbodiesel also has an electronic throttle valve and a cooled exhaust gas recirculation system to cut down reduce exhaust emissions.While a five-speed manual gearbox might seem so last year compared to the six-speed auto, it is 1.2l/100km less thirsty than the auto, a gap that was borne out after our time in the car. The 4x2 manual returned 9.6l/100km, not quite the ADR number of 7.8; it's also claiming to be 0.1l/100km less thirsty than the 4WD equivalent.This is no prissy-looker, as the General has taken a similar path to Ford's Ranger, giving it a strong, square look that says it's ready to shoulder a load. The flanks and rump are generic dual-cab ute - the top-spec Colorado comes standard with side-steps, the alloy sports ropllover bar and a soft tonneau cover that allows better use of the rear tray.The test car had the hard tonneau, which offers better security (it and the tailgate are key-lockable, although not with the same key) but offers less loadspace flexibility. The interior is good without being outstanding - the seats are comfortable and the driver gets electric adjustment (but tilt-only steering), decent amounts of in-cabin storage and three 12v outlets - two in the front, one in the back - but no vents for backseat passengers. Surely it gets hot in Brazil?Holden is making hay will it has five shiny stars for Colorado's ANCAP rating, which is a big step up from the old car's two-star result. The safety features list includes dual front airbags (but no front-side airbags) and full length curtain airbags, stability and traction control, anti-lock brakes (with rear drums) with electronic brakeforce distribution and hydraulic brake assist.Holden does get points for three childseat top-tether anchor points in a useful position high behind the back seat, which makes them easier to utilise. Some of its opposition have the fixture points in difficult-to-reach places that make it hard work for the ute to double as weekend family transport.Having stepped out of a 4x4 LT into the 4x2 LTZ and not being hugely impressed with the LT, I wasn't expecting the manual rear-driver to be much different. It wasn't. The ride quality hadn't suffered for the upsized wheel/tyre package and the cabin has enough room and is a comfortable place to spend time.The Colorado's powerplant is still on the noisy side and can get a little bogged down if you don't keep the revs up to it.It suffers from numb steering, a large turning circle and too many turns lock-to-lock and the handling is not up the segment leaders. The five-speed manual feels as though it teams more effectively with the engine than the auto - the change is not going on any sportscar benchmark lists but there's less drivetrain snatch that afflicts some of the other key players in the segment, particularly when there's a fair load of torque going through the driveline.Fuel economy and sharp pricetag help soften the average first impressions of the Colorado, as do the five-star crash test rating, the one-tonne payload and 3.5-tonne braked towing capacity. Once up and cruising on the open road the big ute lopes along reasonably well, offering good visibility through the front and from the external mirrors - the mirrors on the Commodore that followed (that look small at the best of times) look even smaller by comparison.Despite only driving through the rear, the LTZ didn't dislike unsealed surfaces and didn't suffer the tail-happy habits of some of its opposition in the same terrain, even with electronic nursemaids on a break and some provocation. The Colorado ute is not a bad vehicle, it's just that when you consider the US$2 million development budget - twice what Holden had for the VE Commodore program - there was an expectation it would be a bigger step forward, and it's not.

The face might be reasonably familiar but it's sitting on an all-new platform aimed at taking it to a new level of refinement.Destined to go on sale here in mid-October, details of the big Kia SUV were released in its home market this week and it has resisted the temptation to go all-diesel, retaining the petrol V6 and four-cylinder engines, as well as two diesels and the choice of 2WD or on-demand 4WD seems set to remain.Currently the Australian line-up has the big V6 petrol engine and the 2.2-litre turbodiesel and that seems likely to be retained. The 2.2-litre turbodiesel's outputs of 145kW and between 422 and 436Nm (depending on transmission choice) won't change much but it has a new exhaust gas recirculation system to reduce emissions; the petrol V6 looks to be largely carry-over with 204kW and 335Nm on offer.There's some chance that Australia will get a second petrol engine - the 2.4-litre direct-injection petrol engine that produces 141kW and 242Nm, but there's no official word on that yet. Work has been done to improve the weight and strength of the next Sorento, with a higher percentage (25 per cent) of ultra high-tensile strength steel used in the body, as well as other hot-stamped panels that are lighter and stronger.Refinement work has also been carried out on the suspension, which sits on new subframes front and rear to reduce vibration intrusion in the cabin, as well as providing a stronger mounting point. Kia Australia spokesman Kevin Hepworth says the company was looking forward to the new SUV arriving later this year."The information points to a more refined and improved vehicle, the more extensive use of high strength steel is boon for both safety and economy with weight saving and we're looking forward to seeing the vehicle in Australia," he says.Mr Hepworth also says price and final vehicle specification was still in the final stages of negotiation - "there is no doubt pricing will be competitive," he says - which would suggest it would stay starting in the mid-$30,000 and top out just under $50,000 like the current car.The Australian suspension tuning team, led by Graeme Gambold, has had considerable input into the underpinnings of the Sorento, so expect good things in the steering and handling department of the new Kia SUV flagship. Also expected on the Sorento is Kia's new FlexSteer system (probably on the options list), which adjusts weighting within three modes - Normal, Sport and Comfort.The face carries the Schreyer Kia DNA but the updated look consists of new front and rear bumpers, a new front grille and headlights (assisted by new fog lights and LED cornering lights), and a new bootlid shape and LED tail lights. In a nod to its metropolitan duties, the ride height has been lowered by 10mm for easier access, with Kia claiming improved rear legroom in the middle and back rows of the seven-seater.Other changes detailed by the Korean company include the addition of LCD instruments, an 8in LCD centre screen and options along the lines of power-adjustable, heated and ventilated front seats, heating for the second row, Bluetooth phone link and air-conditioning for the third row seats.The safety features available on the current car already have six front, side and curtain airbags, stability control, a reversing camera, xenon headlamps and hill-start assistance, but the new model is expected to have available blind spot and lane departure warning systems and an auto parallel parking system. 

There are pretenders in life and cars are no different - some have the looks but no talent to back it up. The Swift Sport is not one of these charlatans and just because the Sport dwells below $30,000 doesn't mean there's no fun to be had.Suzuki's updated Swift Sport follows a well-worn hot-hatch formula that in some ways the brand was key in creating  - little car, slightly bigger engine - to provide plenty of frugal fun.VALUEThe Swift is not quite Suzuki's bargain basement model (there's the Alto below it) but it has always carried a sharp pricetag and for what you get the Sport is no different. It's great value, sporting a subtle bodykit and sports interior trim to differentiate it from the cooking models.The features list also includes Bluetooth phone link as well as music streaming, a USB input for the six-speaker sound system, a leather-wrapped reach'n'rake adjustable sports steering wheel with audio and cruise controls, sports pedals, a trip computer, bi-xenon headlights, single-zone climate control, fog lights and 17in allow wheels, but no spare tyre, rain-sensing wipers or automatic headlights.TECHNOLOGYNeither car is at the cutting edge of the automotive technology envelope, but the powerplant is not an old boat anchor either. The little 100kW/160Nm 1.6-litre four-cylinder - a development of the superseded engine - has variable intake valve timing and lift, as well as a variable intake manifold set-up.The Sport's powerplant also boasts smoother intake ports, revised variable valve opening times and a larger valve lift on the intake side, as well as a variable intake system. It is teamed with a six-speed manual (as fitted to the test car) or a continuously-variable transmission with a seven-speed sport mode.The claimed fuel use - it needs 95RON PULP - is 6.5l/100km for the manual or 6.1 for the CVT, but according to the trip computer we matched the CVT's figure in the six-speed manual during our time in the car.DESIGNThe exterior is evolutionary - there's no chance of it being mistaken for anything other than a Swift - and that's not a bad thing. This little car has an honest charm about it, with a sporting theme supplied by the neat but low-key bodykit.The overall length is up 120mm to 3890mm, with 50mm of that addition in wheelbase growth, and wider front and rear tracks, but with 30kg lopped from the kerb weight. At 1510mm it's quite tall for a baby hatch, which explains why it's easier at 191cm for me to get comfy behind the wheel, although getting in and out is a little tighter than first expected.Cabin space is enough for two adults and two kids to get from A to B without complaint, although the boot isn't huge. It does have a split-level hidden section, which is handy in some ways but it's easy to forget you've stashed something there. In its least-voluminous guise, the boot claims just 210 litres of space, rising to 900 litres if you drop the rear seat backrests and load it up.SAFETYIt might be little but the Swift Sport does have a solid feel to it, as well as packing a safety features list that boasts traction and stability control. There's also anti-lock brakes and seven airbags (dual front, side, curtain and a driver's knee) - enough for it to wear a five-star ANCAP crash testing rating.DRIVINGAn honest little performer, this hot hatch is a diligent worker and an eager corner-carver. The drivetrain has some flexbility to run in a higher gear but pile on some engine revs and it's willing and useable. The six-speed manual is a nice gearbox, made easier to use by a reasonable driving position, even for taller drivers.The design is conservative but not harsh on the eyes and it's a good kid-carter, provided none of the occupants is too long of leg. The bootspace means you have to be a bit selective on how much you can pile into the back, but rip the false floor out and leave it at home, otherwise you're bound to forget something. It's firm on the road but the suspension boffins at Suzuki have managed to dial in enough compliance to keep fillings in teeth - it is certainly a less brittle ride than you might expect from a dedicated Sport model. Divest yourself of offspring and life-partner and the Sport is an amusing machine on the right back road.It turns in with much more enthusiasm than its shopping-trolley origins would suggest, feeling light, agile and entertaining. The Bluetooth phone pairing and audio streaming set-up is overly complex and doesn't always hook up automatically once paired - if you pair up the Bluetooth phone link on an iPhone 4, for example, the music player function on the phone is left out in the cold and vice versa.VERDICTTechnology issues aside, the Swift Sport is a great little car - if you are in the market for a small car and still like to drive, this is the value for money choice.Suzuki Swift SportPrice: from $23,990Warranty: 3 years/100,000kmResale:  48 per cent (Source: Glass's Guide)Service interval: 15,000km/12 monthsSafety rating: five starSpare: mobility kitEngine: 1.6-litre 16-valve four-cylinder, 100kW/160NmTransmission: 6-speed manual; FWDBody: 3.9m (L); 1.7m (w); 1.5m (h)Weight: 1060kgThirst: 6.51/100km, on test 6.1, 95RON, tank 42 litres; 153g/km CO2

The dual-cab ute segment is going gangbusters and Holden has been itching to get a new model into the segment. The Colorado - a global truck developed by GM Brazil at a cost of US$2-billion - is sourced from the company's Thai plant and comes to market with a sharp price tag and upgraded grunt.The first stint in the new model is behind the wheel of the LT dual-cab automatic, with some Holden accessories on board as well.The LT is priced from $45,490 and that's well and truly in the ballpark when stacking it up against the opposition, most of which also comes from Thailand. The standard fare is a five-speed manual transmission but the optional six-speed auto adds $2000.The features list includes air conditioning, power windows, Bluetooth phone link, two 12v outlets, cruise control, a leather-wrapped steering wheel with audio, phone and cruise controls, power mirrors, 16in alloy wheels and cloth trim.Sadly, there's only tilt adjustment for the steering wheel, no rear air vents and while the cover says there's a USB input point within the dash, what's beneath it is not even close. The test car had a few options - among them $3510 worth of Genuine Holden Canopy, which has a rear light for the tray but no demisting capability.The Colorado up-spec models are powered by one of the GM global powerplants - a 2.8-litre double-overhead cam four-cylinder turbodiesel, which won't be mistaken for a petrol engine.Holden says it (when teamed with the optional six-speed auto) deliver 132kW and 470Nm - 10 per cent more power and 40 per cent more torque than the superseded 120kW/333Nm three-litre turbodiesel. The new model's iron-block alloy-head engine has common-rail direct-injection feeding the four-cylinder turbodiesel, which uses a variable-geometry turbocharger and a balance shaft for greater smoothness. The intake side of the equation uses an electronic throttle valve and there's also a cooled exhaust gas recirculation system to reduce exhaust emissions. The new model is a little heavier than the old one, which might explain the slight increase in fuel use - up from 9 to 9.1l/100km despite extra gears in the auto, which puts it on par with the heavier Ranger.GM has gone the bull-nose route taken by Ford with the Ranger, but once passed the nose it's a fairly straightforward dual-cab ute. The tray on the test car was covered by a Holden accessory canopy that has fold-up windows on the sides and at the rear, as well as a sliding "pass-through" window butted up against a solid rear window for the cabin.Holden says the sliding front window was a deliberate design for the canopy to allow access to clean the rear window of the cabin, but I'm not sure - a drop-down or flip-up system (like the side windows, but folding inwards) might have made more sense.There's some useful touches to the interior storage, with two gloveboxes ahead of the front passenger and a half-decent centre console, while the rear seat gets a 12v outlet but no rear vents - something that is not as common industry-wide as it should be.It's one of the key selling points in the segment now some companies are demanding ANCAP five-star ratings and Holden has it with this new LCV, a two-star jump from the old car. The active safety features list includes stability and traction control, anti-lock brakes (albeit with rear drums) with electronic brakeforce distribution and hydraulic brake assist, as well as the ability to run in 4WD if the going gets truly treacherous.Inside the cabin there's dual front airbags (but no front-side airbags) and full length curtain airbags, but the Holden has three childseat top-tether anchor points behind the back seat, which are easy to utilise - some of its opposition have the fixture points difficult-to-reach places and make it hard work for the ute to double as weekend family transport.The big Holden ute has presence a-plenty on approach, like the Ranger you're not going to miss it on the road. The cabin is comfortable enough in terms of seating but the driver gets only tilt steering and manual seat height adjustment, making an ideal driving position not easy to achieve; cold morning starts were further delayed by the glacial pace of the windscreen demister.First impressions underway reflect the specs - the engine is noisier and, despite claiming the similar outputs to the Ford Ranger, feels more lethargic. The Colorado drivetrain feels underdone compared to the Ranger/BT-50 powerplant, something that can also be said for the chassis.Ride quality is reasonably good in the Colorado but at the expense of turning and body control - the Ranger in particular manages this compromise with more dexterity. The steering ratio makes for busy arms for quick changes of direction and don't expect the wheel to offer much in the way of information regardless of surface.It feels more at home on the dirt, chugging over most terrain with little fuss, or you can leave it in two-wheel drive and turn the electronics off - the low-end torque becomes a little more apparent and the arms get busy on the wheel again. On the open road the Colorado lopes along at a good rate, with the engine's torque giving it good cruising range - the fuel use at the end of our stint was just over 10 litres per 100km. The 3.5-tonne braked towing capacity will get it plenty of attention but that alone won't be enough to get it to the top of the LCV heap. For US$2 billion and 2.5 million kilometres of development, it should be better than it is.

The world of motorsport has helped develop car aerodynamic and engine technology, now even the humble rearvision mirror has been improved by competition. Audi has come up with new technology for keeping an eye on the road behind even when your car has no rear window - the digital rear-view mirror. As centre mirrors with auto-dimming capabilities become more common, the German carmaker's Le Mans program has spawned the new mirror system that will first appear in the small-scale production in the Audi R8 e-tron at the end of 2012. The electric R8 e-tron sports coupe has no rear window (like the Audi Le Mans racecar) so a normal rearvision mirror is pointless, so Audi has come up with a digital rear-view 7.7in mirror that works like a reversing camera and monitor system.  The company says the intelligent control system allows the driver to adjust the display, which produces a high-definition image day or night and also prevents dazzle from the headlights of following vehicles. The company says there is also work being done to display extra information in the display. Audi Australia spokesperson Anna Burgdorf said the mirror was the latest example of equipment and technology being developed in the field of motorsport. "It's technology used and tested under gruelling conditions in motorsport, and it does make it's way to production cars - turbodiesel and turbocharged petrol engine technology, LED lighting and numerous other technologies are developed and put into road-going cars in the future," she says. The mirror displays images from a small lightweight camera mounted on what would normally be a rear window pane. The camera, which can be heated to maintain the image, feeds its view into a new display developed by Samsubg - an Active Matrix Organic Light Emitting Diode (AMOLED) display. The lightweight next-generation display uses organic materials that are self-illuminating and don't require much power or backlighting. The digital rear-view mirror was used in the Le Mans 24 Hours in the R18 e-tron quattro and R18 ultra race cars which gave Audi a one-two-three win. Ms Burgdorf said the company would love to show the car in Australia but was unable to say when the car would be on display or on sale. "We don't yet know the e-tron details, it will be a small production run vehicle shown later this year - we can't comment on it any further, we don't know what level of production is yet available." "Efficient electric motoring doesn't need to only be small cars, cars like the R8 e-tron demonstrate that even at the top end, electric motoring is possible and in the relatively near future," she says.  

..to be joined by Chrysler, Jeep and Dodge product. Belcar Group managing director Bob Corradini says the new brands are a more compact direction for the company. "We're dealing direct with the manufacturers now so it's a good direction,'' he says. "It's a fantastic future for the Chrysler Jeep Dodge brand, we're hitting our targets. The group is also expanding its other brands, with French brand Citroen now based solely at the Walkerville showroom to be joined by a Chinese ute next month. "We'll have from September 1 the Foton utility, we're facelifting the showroom to accommodate the two brands,'' he says. The light-commercial side for Belcar will be further expanded, with growth planned for the Isuzu ute showroom. "We still have the Isuzu ute franchise as well, they are just over the road and we have recently acquired the property where the utes are now and we've bought the corner block to revamp it to house Isuzu . . . there's a lot going on,'' he says. After more than four decades in the automotive trade, Mr Corradini says the industry could still face a tough couple of years given the European financial situation, but he remains confident. "I think our new franchises and Fiat and Alfa, I think our future is pretty rosy,'' he says.  

You have to wonder if the Kia brand is seen as a bit of an upstart by its Hyundai overlords, thumbing its nose at the parent company by building a better SUV.The Sportage hit the ground running in Australia, with styling and a value package that appealed to many.Get behind the wheel and the Australian engineering team's work on the suspension and steering was a clear and present danger to its Hyundai sibling - the Sportage chassis worked a treat and nothing has been done to damage that in the 2012 update.The SLi is priced from $35,720 and there's no shortage of gear to go with it - reach and rake adjustable steering, cloth trim, height-adjustable driver's seat, 17in alloy wheels, trip computer, power windows, three 12v outlets, reversing camera and auto headlights (but no rain-sensing wipers).There's also cruise control, Bluetooth phone and audio link, USB/auxiliary equipped six-speaker sound system, a leather-wrapped steering wheel with cruise, phone and audio controls, dual-zone climate control - but the newly-added option of satnav is $1500 extra.The Sportage has petrol variants but the pick of the litter is the two-litre common-rail direct-injection turbodiesel four cylinder.Equipped double overhead cams, 16 valves (equipped with variable valve timing) and a variable-geometry turbocharger, the little powerplant punches above what the numbers suggest, is reasonably quiet and quite flexible.The other highlight on the Sportage - which it got before Hyundai's SUV brigade was endowed with it - is the fully-variable all-wheel drive system that sends drive fore and aft depending on driving conditions.Kia has done the most of any brand on the peninsula south of the DMZ to advance the styling side of the value end of the market. This is a head-turner, don't be mistaken - the sharp lighting package, high waistline and muscular stance all make for a handsome package.The cabin is fairly sombre with dark coloured trims and red lighting - it's comfortable and with enough room to carry a family and associated paraphernalia - bootspace is good and it has a full-size spare wheel. The price paid for the attractive exterior lines is a narrow rear window, which makes the rear camera compulsory as the view aft isn't ideal.The Kia ranks five stars from the NCAP crash testing program and the presence of six airbags (front, side and curtain), stability and traction control, anti-lock brakes with emergency brake assist, pre-tensioners and load-limiters for front seat belts and active front head restraints.Other key features include an auto-dimming centre mirror, hill start and descent control, although with just under 180mm of ground clearance this is one of many compact SUVs that's more suited to the school run than the Gunbarrel Highway, but getting it dirty is not beyond the realms, given the ability to lock the all-wheel drive system into an even front/rear split.This car is a pleasant surprise on the road for so many reasons. While much of the product that ventured from South Korea to export markets didn't ride, handle or steer well, the Sportage had attention from Kia Australia personnel prior to its arrival on showroom floors here.It worked - the ride is good, almost supple and is at its best when sitting on the 17in wheel-tyre package of this mid-spec SLi. This model sits on 60-profile tyres, whereas the Platinum goes up to 18in wheels and down to 55-profile rubber, which previous experience has shown transmits more small ruts and bumps through to the cabin occupants.But it's not come at the expense of handling - the Sportage SLi is one of the better SUVs around a corner at pace, only pushing its nose a little wide when the Kuhmo rubber runs out of grip. The stability control system hasn't been advised of the Australian-ised chassis, as it is somewhat pessimistic if you are engaging in press-on driving, but in snooze mode it sits more comfortably in the background.The little diesel is flexible and quiet enough when cruising - it still has the thrum of a four-cylinder oil-burner but it’s not hugely intrusive. The Getrag six-speed auto slurs through gearshifts smoothly and seems well matched to the diesel's outputs - rolling along through traffic is an un-fussed manner of progress thanks to the low stress power delivery characteristics.The mid-spec model does have an auxiliary and USB input if you don't want to discharge too much from your devices, although charging an iPhone via USB cable isn't supported - something the company says will be rectified as sound system head units are changed over to new-generation units. This car finished on the podium when it appeared in Carsguide's 2010 Car of The Year and time has tarnished its performance.