Articles by Stuart Martin

Agent 86 used to be a bit fond of saying "missed it by THAT much." Don't expect to hear it repeated when Toyota (or its dealers) start talking about the coupe with the same number.The dealers can't get enough and those they purloin are flying off showroom floors - thanks to a value-for-money equation that is unbeatable when the fun factor is involved in.Rewind to be sure, but yes, we are talking about a Toyota ... with a fair chunk of Subaru in the mix as well, but sans turbo and all-wheel drive.VALUEThis is where the Toyota coupe lands the first punch and it's a solid right cross - the 86 GT automatic is priced from $32,490 or the six-speed manual starts from $29,990.The GT sits on 16in alloys (with a full-size spare) and has halogen headlights, cloth trim, sports front seats, a six-speaker USB and Bluetooth equipped sound system including Bluetooth phone link, power-adjustable and folding external mirrors, air conditioning, reach and rake adjustment for the leather-wrapped steering wheel, cruise control, trip computer, power windows (front only) and a folding rear seat-back through to the little boot.TECHNOLOGYThe most obvious evidence of the tie-up with Subaru is the two-litre flat-four "boxer" engine, producing 147kW at 7000rpm - just before the limiter at 7450rpm - and 205Nm of torque between 6400 and 6600rpm (on the pricey 98RON PULP).The flat-four get's the Toyota dual-injection system - which combines direct injection into the combustion chamber as well as injection into the intake port. More aural input is provided for the drive experience by a system that amplifies the engine induction sound in the cabin, as well as a damper, to allow the good noise to be heard within the cabin.The six-speed automatic borrows from the Lexus IS-F's transmission, giving it a Sport mode with torque-converter lock-up from lower speeds, giving more direct acceleration and shift feeling in Sport and Manual driving modes. The transmission electronics allow for a genuine manual shift mode with a big throttle blip on downshifts, down changes and flex lock-up to save fuel.DESIGNWith more than a hint of the Lexus LFA supercar from the front, and perhaps even a little bit of the old Supra at the back, although the 86 gets a rear diffuser and twin-pipes . But it's nowhere near as lardy as those supercars - it's shorter in overall length and wheelbase than a Corolla hatch, 225mm lower in overall height than a Yaris three-door hatch yet wider than a Rukus.The bonnet seems impossibly low and sleek, a benefit of the low-set flat-four engine. Inside it's all sports-coupe, with a low "behind the wheel" seating position, but not uncomfortably so. At a pinch the back seat can be used for adults, but for the kids it's a little less cramped. It's easier to get a child's booster seat set in the back than it is in a Porsche 911, but the seat's occupant didn't want to give either car back.SAFETYGiven it's Subaru BRZ twin scored five stars in the most recent round of ANCAP tests the 86 would be a good bet for the same rank. There's anti-lock brakes with electronic brakeforce distribution and emergency brake assist, stability and traction control, dual front, front-side, full-length curtain and a driver's knee airbag. Toyota says the cabin is protected by reinforced roof side rails and B-pillar, as well as a roof centre brace all made from high tensile steel.DRIVINGThe company's slogan at the Tokyo motor show - where the 86 was officially unveiled - was Fun To Drive. Again. There were snorts, snide remarks and cynicism - how wrong we were. I haven't had this much fun in a Toyota coupe since delivering pizzas in a 1970s rear-drive Celica in the Adelaide Hills.The 86 - even in automatic guise - is a genuine giggle-fest, with chassis balance, pointy steering and a soundtrack that purports the myth of speed. You can hunt along a twisty tight back road and the 86 laps up the corners and in Oliver Twist's best tones comes back for more.It's not supercar fast - it feels as though it could cope with considerably more grunt - but it's a lively machine, although the manual is probably going to be the weapon of choice. Toyota says the manual hits 100km/h in 7.6 seconds, while the auto takes an extra 0.6, with top speeds just the other side of 200km/h.The auto does a good job but is not a sharp as a good double-clutcher, with big-blip downshifts that feel a little drawn out, but the noise is better than any previous flat-four from Subaru. The cabin is easy to live with - the manually-adjustable sports seats are more comfortable than first impressions suggest and they keep you well located during harder cornering.The tacho is centrally located within the instrument panel, which is reasonably clear and easy to read at a glance. Everything is where it should be, the six-speaker USB and Bluetooth equipped sound system is a good unit and there's reasonable centre console storage.The joint venture between Toyota and Subaru has produced a crackerjack machine and, having driven it, I am not surprised they have sold all they can gather and have waiting lists (with motoring journos among the impatient) up to six months already. It undercuts the yardstick for value-for-money fun, Mazda's current MX-5, by nearly $8,000 - throw Subaru's BRZ into the mix (price-pending) and the new MX-5 and it could be an interesting battle.

Anyone who thought Volkswagen might be resting on its laurels after a frenetic 2011 will have had their mind changed already.After revamping the bulk of its list last year, the German giant will invade the light car market with its Up! and managing director Anke Koeckler has confirmed a starting price below $15,000 when it arrives on October."We'll be launching the Up!, which will have a major impact on how we are perceived by Australians, we will have a car which will be positioned and priced under $15,000, so you can enter the VW with a car under $15,000," she says.The VW is aiming to maintain its premium position but with sharp pricing, which is likely to mean pricing restructuring for the Skoda brand to maintain the hierarchy."We have to look at the pricing to make sure Skoda is not priced above Volkswagen - that's something we have to look at, Skoda is getting new and more models but we have to make sure it's priced and positioned under VW, this is the worldwide strategy," Ms Koeckler says.So far this year, the company is ahead of its sales targets and is seeing the results of its new-model assault on the Australian market last year. Also so far this year the VW brand in total is 31 per cent up year-to-date - more than 6400 vehicles - led double or triple-digit percentage growth over 2011 figures by Tiguan, Touareg and Passat, among others."All the launches from last year are paying off and we are seeing the significant impact now in the sales now." "At a certain stage there might be some consolidation, but we're still looking for a significant increase because of the model impact ... we are ahead of budget and forecast," she says.Strong performances in the SUV segment - particularly from the Tiguan compact SUV - bode well for the brand, and Ms Koeckler. "We wanted to do this earlier but we are waiting until the end of the year is the Passat Alltrack, it might have a good successful niche as we can see with the Subaru Outback, a key competitor for that car, that's on sale in November," Ms Koeckler says.The arrival of the new New Beetle has been postponed until early 2013, but next year's key for the VW brand will be the arrival of the next Golf, a major model for the brand. "The new Golf Mk 7 will be unveiled at the Paris Motor Show, it's our plan to have it on sale here in the first half of 2013," she says. 

There's been no change to the asking price for the upgrades, which are headlined by a claim of 10 per cent fuel economy improvements and the introduction of "flex-fuel" capability to the four-cylinder and V6 petrol engines, giving the option of running on E85 ethanol-blend fuel.Holden says the 10 per cent fuel economy improvement result was achieved on 95RON premium unleaded fuel, not E85 - the latter burns at a greater rate, as much as 30 per cent quicker, but Holden claims E85 is cleaner-burning fuel and reduces CO2 emissions by 40 per cent compared to ULP.The features list has been improved on the entry-level 7-seater SX with the addition of rear parking sensors, while the flagship LX now has heated front seats and front parking sensors added to the existing rear sensors.Unchanged pricing starts from $27,990 drive-away for the Captiva 5 2.4 manual and $33,990 drive-away for the Captiva 7 SX 2.4 litre petrol auto - the local car maker has also put special offers (a sunroof and 18in alloys on the 5 or a sunroof and side steps on the 7).Holden sales, marketing and aftersales executive director John Elsworth said the new updates would increase the appeal of the Holden SUV offerings. "We're constantly looking to improve our products whenever possible, responding to customer feedback and market changes to ensure our vehicles remain highly competitive and relevant to modern Australian families," he says.So far this year, the Captiva range remains ahead overall - just when it comes to Captiva 7 - despite SUV sales running at 46 per cent up on last June and 33 per cent ahead year-to-date. Holden Captiva 5 was - funnily enough -  5th in the segment last month, being down 3 per cent month-on-month but up 51.8 per cent year to date.The seven-seater Holden Captiva 7 had an even-worse June - down by 23.2 per cent on June last year - but is still up 2.5 per cent in year-to-date terms. The 5's 2.4 litre petrol engine has dropped its claimed combined fuel consumption figure from 9.1 to 8.8 litres per 100km, while the 2.2-litre diesel model has reduced its thirst by 0.3 to 8.2 litres per 100km.The Captiva 7 range has been equipped with a USB input and full iPod connectivity across the range and the petrol V6 now has been rated for a 2000kg braked towing capacity. The 2.4-litre petrol four in the Captiva 7 now claims 9l/100km (a drop of 0.1), while the petrol V6 engine has reduced its thirst from 11.3 to 10.1l/100km.The 2.2-litre turbodiesel in the SX base-model now claims 7.6 litres per 100km (down from 8.1), while in the CX and LX models the number has shrunk a little, from 8.3 to 8.1l/100km. 

"You can't say no, just say CC's" - a corny line from an even-cornier chip ad, but that's where Volkswagen is heading with the four-door coupe version of its new Passat, just don't mention the P word.More than 320,000 globally have handed over hard-earned to get a taste of the most svelte member of the Passat family - previously that was not a difficult accolade to achieve as the rest of the range didn't exactly push the edge of the styling and design envelope.VALUEThe new CC (it stands for Comfort Coupe) range will remain a two-model line-up, as per the outgoing car - the 125TDI front-drive model (which is 60 per cent of the CC sales here) will kick off proceedings at an unchanged starting price of $54,990, despite equipment upgrades including the driver fatigue detection system the reversing camera and standard satnav.The features list has dual zone climate control (with rear vents), Bluetooth phone and audio link, the aforementioned touchscreen satellite navigation and 8-speaker infotainment system with auxiliary input, 18in alloy wheels, auto-dipping mirrors inside and out, folding and heated external mirrors, a leather-wrapped steering wheel with audio, phone and trip computer controls.The facelifted CC also has automatic active bi-xenon headlights, rain-sensing wipers, power-adjustable front sport seats, tinted rear windows and insulated glass.The CC V6 asks for an unchanged $64,990 and for that price hike gets a different 18in wheel and the all-wheel drive system, although the V6 AWD drivetrain doesn't get the coasting function or start-stop.TECHNOLOGYThe new Volkswagen CC will again the choice of a 125kW/350Nm two-litre turbodiesel, or the 220kW/350Nm V6 petrol engine in the AWD model; both have six-speed DSG transmissions only. The diesel gets what VW calls the BlueMotion fuel-saver systems, including start-stop, a coasting de-coupling function on the gearbox and a brake energy battery recharge function as standard equipment, while the V6 petrol model gets only the brake energy recovery system.The diesel's outputs are unchanged at 125 kW of power and 350 Nm of torque, enough to push the TDI model to 100km/h in 8.6 seconds but lay claim to 5.7l/100km. The V6 petrol model's AWD system runs at 90 per cent front in normal driving, using the rear wheels when required by means of a number of sensors, not just a change in axle speed, says VW. The V6 produces 220kW and 350Nm, sprints to 100km/h in 5.6 seconds and boasts 9.7l/100km. Among the changes on the facelifted model is more soundproofing materials in the front, side and rear of the new CC, as well as along the floorpan and in the wheelarches. The dashboard has also been backed by more sound insulation and the windscreen now has a film of sound insulation added.For those with armloads of shopping is the auto-boot system that responds to a deliberate kick beneath the bumper (provided you have the key) to automatically open the bootlid. The CC also now has what VW calls the "Extended Electronic Differential Lock" that brakes the inside front wheel to counteract wheelspin and understeer.DESIGNThe facelift for the CC follows the Passat, with a sharper, longer nose and a new chrome radiator grille and bonnet design; the new standard bi-xenon headlights (with cornering lights and LED running lights) have lost the rounded shape along the bottom of the out-going car's main beam.The CC has rear LED tail lights and still has frameless doors, the coupe roofline and the steeply swept rear window. The cabin now seats five (previously the rear bench was a two-seater) and it's snug if you want to carry five adults.Headroom is not abundant in the rear (due to the swoopy roofline) and rear vision is restricted by a narrow rear window aperture, so the standard rear camera and parking sensors are vital.SAFETYThe cabin is equipped with dual front, front and rear side and full-length curtain airbags, fatigue warning detection and tyre pressure monitoring as standard. There's also anti-lock brakes, stability and traction control and the aforementioned Extended Electronic Differential Lock.Front occupants have height adjustable lap-sash seat belts with pre-tensioners (also on the outer rear seatbelts) and belt force limiters. The safety features list includes the driver fatigue detection system (which monitors time and behaviour behind the wheel).The CC is also available with Lane Assist (that operates above 65km/h) and Side Assist blindspot warning, part of the optional $3300 Driver Assistance Package which teams with the adaptive cruise control and emergency braking system.DRIVINGAt first glance the new CC looks more muscular and purposeful than the old car. The cabin is snug but well laid-out and once underway it's immediately apparent how quiet it is. The outgoing Passat CC was not a noisy car but the work done to insulate the cabin further has been to good effect.The ride is Germanically firm in normal mode, while the comfort setting does take the edge off the bumps a little more. Sport mode tightens things up nicely for the bends and the CC points through corners with poise, although there's some remoteness to the electric steering, the price paid for having it invaded for safety's sake.The optional lane assist system can be a little spooky as it possesses the steering, but it is effective and certainly a worthwhile safety feature, particularly when teamed with the other systems on the CC. But it's no boy racer - refinement is key and both models have it - but maybe this time we'll get an R ....The V6 model has quicker point-to-point potential as you'd expect but the diesel is no slouch - the all-wheel drive model feels more confident on slimy surfaces and can punch out of corners harder, but the intelligent front-drive system does plenty to instil confidence when pushing the diesel.The optional active climate control seats have a massage function which when combined with heaters made it difficult to get back out into single-digit temperatures. The 532 litre boot is not deep but does stretch well back toward the cabin, meaning there's a deceptive amount of cargo space that can be extended by spiltfold rear seats.While currency plays a part in keeping the price steady and upping equipment lists, the new CC bridges the gap between sedan and coupe in good order, without the loftier asking price of some others in this growing segment.

The price slots the Volt in between the V6 and V8 Calais V Commodore sedan models. Holden staffers say the plug-in electric vehicle will arrive in the last quarter of the year and early-adopters can order now. The Volt -- which has an electric-only range of nearly 90km but extended to 600km using the on-board engine -- will be in one model specification but also brings a forward collision alert and lane departure warning safety systems to the Holden stable for the first time. Keyless entry and start, eight airbags, front and rear parking sensors, a reversing camera and touchscreen satellite navigation are also among the Volt's features. The infotainment system has a 30gb inbuilt hard drive linked to a six speaker BOSE that uses Bose Energy Efficiency Series speakers that require 50 per cent less energy to run. Holden's sales and marketing executive director John Elsworth said Holden had chosen to launch the Volt in with a strong features list. "Volt will offer some of the most advanced electric vehicle technologies in Australia and has won a long list of awards and fans around the globe,'' he said. Mr Elsworth said the Volt would prove electric cars don't need to be quirky and had what buyers expected from Holden. "It will have real appeal to buyers looking to drive the latest in technology, without having to compromise on either range or functionality. "With all of the standard premium features, Volt makes a very compelling choice for car buyers who may not have considered an electric car before or may be looking at premium European vehicles,'' he said. The company has also revealed a fixed-price servicing program for the Volt - $185 for the first four standard scheduled log book services for the first three years or 60,000km, whichever comes first. Holden also confirmed there would be a transferable eight year/160,000km warranty on the Volt battery, charging and electric drive components.  

Driving entertainment and a design icon - there are few cars that qualify, but only one truly fits the bill - 911.It is almost criminal to get paid for driving one. Almost. The instantly-recognisable sports-coupe is longer (of wheelbase mainly), wider and equipped with fuel-saving gizmos like an electric (gasp) power steering system.The third all-new Porsche 911, since its birth in the mid 1960s, has hit our roads and rarely does the bitumen get punished like it does beneath this beasty.VALUEThe 911 Carrera S PDK is not for the faint-hearted spender - $263,100 is where the cash action starts, but as tested the steed for our week just topped $280,000.That buys a four-occupant chariot, oodles of badge cred and everyday supercar abilities, as well as bi-xenon headlights, LED running lights, indicators and rear tail-lights, a first-rate Bose 12-speaker surround sound system with noise compensation technology, power-adjustable leather seats, touchscreen satnav that can link to the phone, a leather-wrapped steering wheel with phone, audio and information display controls, auto-dimming mirrors and dual-zone climate control.The options fitted to the "Guards Red" (or Cop Bait red) 911 we're playing with include the seven-speed PDK for $5950, an electric tilt/slide sunroof (for $3890), 20in Carrera Classic alloy wheels (an extra $2590), the active headlight system for $1690, $1590 worth of tyre pressure monitoring system, heated seats for $1050 and parking sensors front and rear for $890 - perhaps the last two might be expected as standard on a quarter-million worth of German machinery.TECHNOLOGYThe flat-six 3.8-litre engine develops 294 kW at 7400rpm and 440Nm at 5600rpm using direct injection and a variable valve system that endows the boxer engine with remarkable flexibility. The optional 7-speed Porsche Doppelkupplung (PDK) twin-clutch automated manual delivers lightning shifts with no shift-shock even at full noise, which is something to experience - it can also jump from top to 2nd in a heartbeat when required for overtaking.The drivetrain also has some fuel-saving devices, including a unobtrusive stop-start system, brake energy recovery, electro-mechanical power steering and a de-coupling "coasting" fuel-saver function within the PDK, all of which contributes to a 15 per cent drop in fuel use and emissions. The S also gets a torque vectoring system (which gently brakes the inside rear wheel for better cornering) and electronically controlled dampers (with Normal and Sport mode) as standard.DESIGNEvolution of design by the crew at Porsche is done at a glacial pace. But if you're on a good thing you stick to it, and this is probably the most enduring automotive design around, save for the original VW Beetle..... Anyway, the extra width and wheelbase, as well as the shorter overhangs, do little to detract from it - if you like 911s you're going to go weak at the knees over the new one. If you're not a fan, seek medical advice.Entering the cabin and snuggling into the interior - a long downward journey - but once in and set there's plenty of toys - adjustable suspension, touchscreen, the three-dial instrument panel and a grippy leather-wrapped steering wheel with the ridiculous manual-change buttons on the spokes, paddles please Porsche. The tombstone-style electrically-adjustable buckets are surprisingly supportive and comfortable but the flip-forward function doesn't move the seat base for rear occupants' egress.SAFETYWhile ANCAP probably doesn't have the budget to smash one up against something resilient, you'd expect a pretty good result from a car that has six airbags, anti-lock brakes, stability and traction control and feels as though its been hewn from one piece of steel.The six-pot front and four-pot rear brakes feel as though they should have a build-up of bitumen in front of the tyres in an emergency stop, such is the force of its retardation.DRIVINGTwist the car-shaped key and the flat-six fires into life with a familiar rough and raspy cough; slip the PDK auto into D and hit the Sport button (which gives all the electronic stuff cause to toughen up) and prod the long throttle pedal. The engine note on part throttle has a delicious growl that only gets better with more throttle input, rising to a metallic bray that is evil, orchestral and intoxicating.Conducted by super-slick instant cog-swaps from the PDK, the S is quickly and easily into licence loss territory - Porsche says 100km/h arrives in 4.3 seconds and the old 100mph mark would (on a racetrack or an autobahn, of course) be reached in an additional five seconds.But straight line speed is only part of the appeal - the chassis (which delivers a remarkably good ride quality given 20in wheels, 35 and 30-profile tyres and sporting intentions) makes mincemeat of bends.The new steering set-up is anything but an issue - there used to be an element akin to a kelpie with ADHD - the steering wheel bobbing, weaving and moving about a little in the bends - but not now.It sits solidly on the road and goes where it's pointed without hesitation, firing out of corners with alacrity and considerable pace - there's no need to baby the throttle as this is no widowmaker. The rear seats are still extremely tight but concessions from front passengers on short trips can have all four seats occupied.It's even able to have child seats employed, much to the delight of my four-year old son who is destined to remain annoyed well past his next birthday that I had to return it. But with 135 litres of luggage space you're probably going to need the back seat for baggage if your taken the Porsche on a roadtrip.Porsche says there's a fuel use improvement despite the extra urge, claiming 8.7 litres per 100km on the combined cycle - the trip computer showed 13.7l/100km (at an average of 40km/h) after more than 600km in the urban rat race and on country roads under the heavy influence of my right foot.The new 911 delivers an epic performance, made even more enjoyable by the fact that this is a car that can easily be driven every day.

The market for dual-cab light-commercials is no longer just the realm of mining company fleets, the user-chooser tradie brigade is leading the charge to get something that tows the tools and the toys.Finding a dual-cab that can do that without alienating the family is also a plus, something that Ford’s Ranger is aimed at doing. We’re in the XLT six-speed automatic 4WD, which is knocking on the door of $55,000 but has a broad breadth of abilityThe XLT with six-speed automatic (a $2000 impost) has plenty of standard gear, USB and Bluetooth equipped six-speaker sound system, as well as Bluetooth phone connection, cruise control, an auto-dimming centre rear vision mirror, power windows, an alarm, automatic headlights, rain-sensing wipers, tilt-only (where’s the reach?) steering wheel with cruise, audio and phone controls, 17in alloys, a cooled centre console, several 12-volt outlets (including one on the rear tray), rear parking sensors, side steps, dual-zone climate control and carpeted floors.While not absolute cutting edge technology, the 3.2-litre five-cylinder turbodiesel engine pinched from the UK’s Transit van is reasonably civilized in developing 147kW and 470Nm.The peak torque is on offer from 1500 through to 2750rpm - 90 per cent of that between 1700 and 3500 rpm so there’s no shortage of pulling power.The six-speed auto in the Ranger has plenty of smarts and works well with all the torque on offer, removing some of the snatchiness found when swapping cogs with the manual. What will also be useful is the low sipping rate from the 80 litre fuel tank that Ford claims 9.2l/100km and 246g/km. We finished up with a trip computer that read 10.8 despite it being worked hard during our time in it.There’s no doubting this vehicle’s intentions, with a broad, squared off snout that says ‘I’m a truck and proud of it,’ and its no surprise it’s not being sold in the US, as it would take plenty of sales from the F-Series. The big front-end isn’t pretty but it has presence and purpose, the latter being carried through its 5.3m of overall length to the high-sided and lined rear tray, which has tie-down points.The cabin is roomy enough for four adults, and the engineering teams efforts to keep it well-insulated and quiet paid dividends. While the seats are a little flat there is good storage in the doors, centre console and beneath the rear seats.The Ranger boasts a five-star ANCAP rating and that’s no doubt due to the well-engineered structure and the inclusion of stability and traction control and six airbags.Having access to selectable 4WD on the go, as well as a rear diff lock, is also useful, as is the trailer sway control function within the stability control system, which is a reassuring back-up when you have a 3350kg braked towing capacity, which is top-notch in this segment. There’s also hill descent and hill start control systems.The big Ford was engineered for the globe by the boffins at Broadmeadows and it shows as soon as you go for a drive. It has a decent ride quality, good body control and steering that doesn’t leave you wondering anywhere near as much as its predecessor, or some of its competition.Only severe bumps unsettle an unladen rump and send a judder through the frame, but it all feels tighter and stronger. Twisting country roads (sealed or unsealed) are not beyond it either, although the Mazda twin has been set up more for that.A drive at the launch in both the six-speed manual and automatic transmissions showed the six-speed automatic is the preferred driveline - the poor cousin to the Falcons ZF six-speed has a manual shift option but it was rarely required as the Sports mode acquitted itself well, removing much of the snatch in the driveline that sometimes marred the manual.For towing or off-roading (or even pulling trees down, which it did with ease) there’s masses of grunt, with the rear diff lock equipped 4WD system making short work of most terrain. With 237mm of ground clearance, it’s only the compromised tyres that let it down in on some slipperier surfaces. More purposeful rubber would be a good replacement for the Jack of All Trades tyres that come standard.Ford's new Ranger will give the HiLux some genuine competition, with passenger car safety and connectivity, as well as genuine off-road ability and muscular towing capacities some tough decisions to make.

The Adelaide-built VF Commodore sedan is destined to return to the sizeable US automotive market from late 2013. It will join the Chevrolet family as the SS Performance model, alongside the Holden Caprice that's already on US soil as a police vehicle. The company's executive director of engineering Greg Tyus says it will be a limited production derivative of the upcoming VF Commodore, designed, engineered and built by Holden giving the Chevrolet brand a new rear-wheel drive performance sedan for the first time in 17 years. "The Chevrolet SS will be their new top-of-the-range rear wheel drive high performance sedan and as such will become Chevrolet's next NASCAR racecar and will debut next year at the Indy 500," he says. The Holden announcement was short on drivetrain, pricing or model line-up details but the VF Commodore will be engineered for better fuel economy and lighter kerb weight - including a larger percentage of high-tensile hot-pressed body parts sourced from Australian suppliers. Mr Tyus says the US performance model wouldn't involve major changes at the company's Elizabeth manufacturing facility - or any increase in workforce size - but he would not speculate on Sportwagon or Ute models joining the SS Performance sedan in the US. The VE Commodore Ute was up for export to the US when the Pontiac brand was selling the Commodore as a G8 sedan - even having design elements in place to pass US regulations and undergoing climate testing for that region - but the demise of the Pontiac program halted that. "Despite the fact that exports in today's economic conditions are tough, we can and will continue to pursue targeted and profitable export programs." "Holden has a great track record of producing performance cars for GM, the design and engineering of the Chevrolet Camaro, the VE Commodore and the Pontiac G8, we're currently exporting the Caprice police patrol vehicle," Mr Tyus says. Despite slow police patrol vehicle sales in the US, Mr Tyus says there is a lot of demand from "a different segment" for the higher-spec performance sedan, which also has supporters in high places. Former Holden bosses Mark Reuss and Alan Batey are now both high up the GM North America tree - Reuss is now GM North America President and Alan Batey was recently been appointed to the newly-created position of GM vice president, U.S. Sales and Service, reporting to Reuss. Mr Reuss says he was thrilled with the announcement. "I am delighted to say that Chevrolet will deliver a true rear-wheel-drive NASCAR racecar in the SS that very closely links the performance sedan that will be available for sale," Reuss says. "The Chevrolet SS is a great example of how GM is able to leverage its global product portfolio to deliver a unique performance experience that extends well beyond the track and I am personally looking forward to driving it," he says. Mr Tyus says Holden's track record in producing the Chevrolet and the now-defunct Pontiac G8 had generated support for Holden to produce another car. "There was a lot of clamouring for us to do something after that, in terms of our track record we're known for performance rear-wheel drive sedans and we anticipate that will continue," he says. Holden had already sent more than 30,000 G8 sedans and sold more than 40,000 re-badged Monaros - sold as Pontiac GTOs - over a four year stint from 2002. Holden has exported around 750,000 vehicles around the world in the five decades since it first loaded a boat full of FJs and sent them to New Zealand in 1954. The VE-based Pontiac G8 sedan export program came to a halt in 2009 with more than 36,000 G8s built in Adelaide and sent to the US.  

The smallest Mercedes-Benz vehicle on the Australian new car market has scored the best-ever mark yet from the Australasian New Car Assessment Program (ANCAP) program. The crash-testing program has revealed the new B-Class and the brand's Valente people-mover have been awarded five-star safety ratings. The B-Class, which sells for under $40,000 for the base model, scored 36.78 out of 37 and ANCAP chair Lauchlan McIntosh said that as far back as the 1950s Mercedes was forging ahead in vehicle safety. "With the addition of modern-day Safety Assist Technologies (SATs), this is a winning combination for consumers,'' he said.  Mr McIntosh said the ANCAP Rating Road Map progressively introduces minimum mandatory over the coming years. "Ahead of its time however, the B-Class has scored beyond the current requirements to achieve this 5 star result,'' he said.  Mercedes-Benz parent company Daimler spends AU$8.9 million a day globally on research and development and its safety programs are a key part of that global budget.  The company that invented stability control, the airbag and anti-lock brakes and the "trickle-down'' effect of safety technology from its flagship models S-Class model has accelerated. "Most of the features that we see in the S-Class now appear in the B-Class - this is now happening a lot quicker than it did in the past,'' said Mercedes-Benz corporate communications manager Jerry Stamoulis. "Both the new B-Class and Valente offer the safety credentials expected from a Mercedes-Benz vehicle and in the case of the B-Class, the vehicle holds the highest score published by ANCAP,'' he said. Mr Stamoulis said the new S-Class - due late next year - will also bring new safety advances not ever seen before. Mercedes-Benz also followed up the first five-star Australian-rated Viano commercial van with a similar score for the Valente.  The eight-seater - based on the Vito van - sells for about $55,000 and comes standard with anti-lock brakes, stability control, dual front, side and head-protecting side airbags for the front seats.  

A tough-as-nails reputation perpetuated by the brand's marketing and stunts pulled by Top Gear in the UK have given the Toyota HiLux an enviable image.Not the prettiest light-commercial dual-cab on the lot, or the one packing the most punch or towing capacity, the Toyota HiLux still manages (with a fair bit of help from the mining companies and fleets) to top the nation's sales sheets in some months.The updated model dropped its price in the face of renewed competition from Mazda and Ford and remains a top-seller for the Toyota brand.VALUEWe've spent some time behind the wheel of the top-spec Toyota SR5 V6 petrol automatic, which did carry a $53,690 price tag but has been whittled back to $53,490.The model update brought a touch-screen 3D satnav and CD/USB/Bluetooth linked six-speaker  infotainment system, which has SUNA real-time traffic info for route choice and also gives audible speed warnings (which surprise a little the first time they occur when you're driving solo).The rear tray is also festooned with a new-look alloy sports bar. There's also a 17in alloy wheels (including a full-size spare), side steps, cloth trim, climate control, power windows, wheel controls for sound system and phone.TECHNOLOGYThis is not the segment where the latest and greatest in automotive technology appears - there are features in this segment that date back to the horse and cart (leaf springs), it sits on a ladder-frame chassis and the rear wheels are still retarded by drum brakes.That said, the four-litre petrol V6 does have variable valve timing and produces 175kW and 376Nm, channelling it to the rear (or all four) wheels via a five-speed auto.There are some high-tech touches to the infotainment system - satnav that has real-time traffic info and route information that estimates fuel use and CO2 emissions for your journey. The system also has a USB input as well as Bluetooth phone and audio link, but the phone set-up suffers for having the microphone in the dash and not somewhere up near the driver's head.DESIGNForm over function is not part of the LCV DNA - big, square, tall and with a tray, a bit of ground clearance (227mm) to get over the rough stuff and seating for five workers or the family on the weekends. The driver's seat doesn't offer masses of adjustment range and is also hampered by tilt-only steering adjustment, but a half-decent driving position is still achievable.The rear has a centre lap seatbelt which is not ideal, but the rear backrest and bench is not as near to a 90-degree angle as it used to be.There is some underfloor storage beneath the rear bench too, but if you have any desire to put a child seat in, allocate a little more time than average.SAFETYThe updated HiLux scores four stars from the ANCAP crash testers, which is an acceptable (says ANCAP) level for a light-commercial, although the new Ranger/BT-50 duo score five.The HiLux has anti-lock braking on the front disc/rear drum set-up, with electronic brakeforce distribution and brake assist, stability and traction control, dual front, front-side and curtain airbags. The front height-adjustable seatbelts have pre-tensioners and load limiters but the rear pew has a lap-only belt.DRIVINGThere are plenty of tradies that use these trucks to cart and tow work machinery during the week, then team up with the missus to throw the rugrats in the back and hook up toys to the towbar on the weekend. The HiLux has the CV to complete both duties without any issues. Granted, the four-litre petrol V6 has the thirst of a parched lush compared to some of the other engines on offer from TMC and its opposition, but if you're hooked on PULP then it's a decent donk, but the turbodiesel is a better all-round option for this workhorse.The driver gets tilt-only steering adjustment and not a great range of change in the seat position - the A-pillars are on the portly side and the rear view isn't fantastic, enough to warrant some sensors and a rear camera. The daily grind isn't intolerable, but don't expect pin-sharp steering or a tight turning circle.A secure rear canopy and a large lockbox full of heavy tools might help settle the rear end down, as the leaf springs The standard rubber wrapped around the 17in alloys (Bridgestone Duelers) are jack-of-all-trade tyres but not great on any surface and giving the limited slip diff the flick in light of electronic stability aids is a retrograde step.Despite the average tyre grip and the absence of an LSD and rear diff lock, the HiLux clambers over obstacles and loose surfaces without feeling in danger of failing to proceed. The rear seat base cushion flips up to expose some underfloor storage and if you have young `uns that's where you'll need to fiddle about with child seat anchor points, but it's difficult to fit and access them.Yes, that's not the primary duty of such a machine but more are being used as dual-purpose vehicles - the HiLux can certainly complete all the necessary tricks to qualify as a solid all-rounder but its now under siege from key competitors who can do some things better - for example the Ranger/BT-50 has a higher braked towing capacity and more torque.But many still see the Unbreakable tag and find it tough to go past. It's not hard to see why but the dominance is dwindling.