Articles by Stuart Martin

Something this big should almost have an ensuite - in fact I think it's bigger than some of the studio apartments in Sydney's inner-eastern suburbs. Anyone who has ridden a tandem bike with no one on the back seat will have some idea of what it's like to drive the GL Mercedes-Benz 4WD. This is a BIG bit of US-built German SUV and if space and seats are what you need, the GL offers ample of both. We're sampling the GL 350 CDI Luxury model, which features the uprated turbodiesel 195kW/620Nm V6 to shift its considerable girth a little quicker than previously, thanks to 30 extra kiloWatts and 90 more Newton-metres.VALUEWith a six-figure pricetag the term value is something of a misnomer, but in metal-for-money terms it's a half-decent deal. The $131,490 start price gets a long features list - as you would expect - auto-dimming mirrors inside and out, bi-xenon active headlights, ambient lighting, electric front seats with memory, leather trim, front and rear climate control, 20in alloys (up from 19in on the "entry-level" 350CDI), satellite navigation, a 6-disc CD/DVD player, parking sensors front and rear, a reversing camera, an electrically-operated rear bootlid, active bi-xenon headlights, LED running and tail lights. The test behemoth was carrying the optional Premium and Vision packages; Premium - which adds $4600 to the bottom line - puts heated and ventilated front seats and the Distronic active cruise control on the features list.The Vision Package - a $4900 step up in the asking price - puts the impressive Harman Kardon Logic 7 surround sound system, keyless entry and start, a sunroof, pop-out rear "vent" windows and useful bi-folding front sun visors.TECHNOLOGYThe GL's updated V6 engine builds on an already-strong package - the common-rail direct-injection V6 is equipped with piezo injectors and delivers reasonable outputs almost like a petrol engine - albeit it with more torque. The 620Nm is on offer from 1600 through to 2400rpm - not the widest rev-range but peak power arrives at 3800rpm. The all-wheel drive system can be left to its own devices or the driver has the option of locking the centre and rear differentials, as well as access to low range at the push of a button. Ride height is adjustable - up to a useful 307mm maximum in the highest off-road mode - although the system feels a little slower than some of its opposition. DESIGNThere's not much in the way of creativity when it comes to this segment - long, tall, wide and brawny of stance, the GL seven-seater is elegant in an elephantine manner. Passenger space is not an issue inside, with all three rows of seats offering enough space for adults, although the electrically-controlled third row would best be left to the rugrats for a long journey. The third row does take some of the depth from the bootspace, but there's still a decent load capacity, if not as cavernous as the exterior would suggest. SAFETYThe three-pointed star brings an expectation of high levels of safety and the GL doesn't disappoint. There's stability control (including the trailer stabilising function), anti-lock brakes, the Presafe accident preparation system, eight airbags (dual front, 1st and 2nd row side airbags and full length curtain airbags), active front head restraints and a tyre pressure warning system are among the safety features highlights. DRIVINGCombining a wide range of tasks into one machine - that's the fundamental principle behind an SUV and the reason for their growing popularity. The GL model range is part people-mover, part off-roader, part prestige car and it completes all of these jobs with reasonable ease. Granted, it's not going to chase down a sportscar but the GL feels like it can cover all manner of terrain without serious concern. There's a reason why people like to drive these things - the feeling of complete security almost regardless of the road conditions - with the auto mode on the adjustable suspension being the most useful setting for occupant comfort and the driver's control. Sport mode tries manfully to fight bodyroll but becomes too brittle for the passengers, while comfort mode goes a little too far in the other direction, becoming somewhat "roly-poly." The turbodiesel V6 is impressive, although the long travel throttle pedal needs a big prod to get things underway at anything more than a leisurely pace; once into the meaty part of the engine's outputs, the big Benz surges forward with gusto. The driver is well looked after, with active cruise control, wheel-mounted controls for most of the information and entertainmentsystems, which includes the Bluetooth phone and the integrated iPod, tucked out of reach in the glovebox (perhaps the centre console might be a more convenient locale). One bugbear is the stalk for the automatic transmission - while it frees up more centre console storage space but it's too easy to flick it by accident, something that would take quite some time with which to become familiar. The adjustable suspension dawdles a bit when changing ride heights, but once up, with the pushbutton low-range and centre and rear diff locks engaged, the big Benz clambers over mud and slippery stuff without complaint, even on the road-biased rubber. The side steps are tickled a little - thanks to the long wheelbase perhaps - but getting seven people to a remote locale would be easily achieved.VERDICTThe leviathan of the Mercedes-Benz range is a capable and comfortable all-rounder, but those faint-of-heart may well be optioning up a few more proximity systems until they get used to the girth. Kid-carting, towing and prestige factors are well covered by the big Benz - in the same manner as the Range Rover and Lexus opposition, the GL will (if the bank balance can sustain the damage bill) go a long way off the beaten track.Unlike the new Range Rover Vogue, it's weight is not as well hidden from the driver, who is always conscious of its girth.Mercedes-Benz GL 350Price: $131,490 (as tested $140,990)Warranty: 3 years, unlimited kmResale: 78%Service Interval: 25,000km or 12-monthsEconomy: 9.2 l/100km, on test 12.2l/100km; 242g/km CO2Safety Equipment: eight airbags, ABS, EBD, ESP. Crash rating: n/a starEngine: 195kW/620Nm 3-litre direct-injection turbocharged V6Transmission: seven-speed auto, four-wheel driveBody: 5-door, 7 seats Dimensions: 5099mm (L); 1920mm (W); 1840mm (H); 3075mm (WB)Weight: 2505kgTyre size: 265/50 R20Spare tyre: Space saver

If you could whack wheels and seats in a crystal ball, it would be akin to - in some respects- driving an S-Class, aside from the fragility of the bodyshell.The Mercedes-Benz passenger car flagship (and its CL coupe cousin) has been the chaperone for the brand's newest safety gear - airbags and anti-lock brakes are among the many innovative features brought forth by  the big German uber-sedan.Well, we're north of $200,000 so cheap'n'cheerful an S-Class is not - brimmed with features and serenely comfortable, it is. The infotainment system is equipped with satnav, TV/DVD capability within the Harman Kardon sound system, Bluetooth phone link, radar cruise control, a sunroof, parking sensors front and rear with reversing camera, auto-dimming centre and driver's side external rearvision mirrors, active bi-xenon headlights and LED running lights, an optional wood and leather steering wheel (for $1600), electrically-adjustable heated and cooled front seats, leather trim, keyless entry and start, quad-zone climate control and tri-colour ambient lighting.And that's skimming the surface, as most of the expensive stuff fits into the other categories.Aside from some of the safety highlights detailed later, the innovations within the features side of the equation are more evolution than revolution.The S350 has the new narrower 3.5 litre V6 with spray-guided direct petrol injection via piezo injectors, four valves per cylinder and adjustable camshafts, new air intake and exhaust system, which offers 225kW and 370Nm - increases of 12.5 and 5.7 per cent respectively - with 8.2 per cent better fuel consumption at 9.8l/100km.The "entry-level" S-Class sits on 19in wheels (which fill the wheelarches out nicely) but controlling the wheel/tyre package is the electronically-controlled air suspension system, which is teamed with an adaptive damping set-up that offers sport or comfort options - the former giving good control while the latter doesn't turn it into a wallower either.The standard air-suspension system automatically levels the car and at high speed reduces the ride height automatically. The S350 also has LED tail lights, active brake lights, hi-beam assist for the bi-xenon head lights.The front infotainment centre screen also has a clever Split View feature, which allows the DVD player to be viewed by passengers, but the driver only gets soundtrack and the normal display.Striking in its design, the slightly-angular look is not pretty but it has presence, while still managing to downplay the rather considerable dimensions of the S350.Sharper than the previous S-Class, which had rounded edges galore, the new car still has some softer corners - but anyone who thought the old looked as though it was shaken from a jelly mould would be happier with the current car.The interior is spacious without being cavernous (the LWB version takes that cake with ease) so four adults will be spaciously and comfortably accommodated - including luggage in the 560-litre boot.The S-Class has the now-expected full crumple zones and a count of nine airbags - dual front, side and full-length window airbag's, driver's knee airbag. The braking system has the long list of de rigeur features - anti-lock system, stability control, hill start assist, brake hold and drying function. The electronic assistance doesn't end there - the S has Distronic Plus, which keeps and eye on things in case the driver's attention wanders. There are a number of systems on duty - the active blind spot system monitors the area behind the car, including the blind spots, which turns the triangle in the mirror red if a vehicle is detected - change lanes on a red signal and the car ticks you off, or if there's a collision risk, the system can intervene using the brakes to grab one wheel and return the car from whence it came.The active lane keeping system uses the same means - taking information monitoring road markings - drifting across lane or other road markings can elicit a vibration on the wheel as a warning, or it can brake the appropriate wheel to keep the car centred.The S-Class has Presafe (the system that prepares the car for an impending impact) but there's also BAS Plus Brake Assist, which first warns the driver and then can automatically brake the car if radar sensors identify a possible collision - if the driver does eventually hit the brakes, the system will summon up the required brake force.The German car maker did a survey a while back that showed S-Class drivers were more relaxed and had a lower heart rate while driving. It's not hard to see why (although I'm not sure that applies to an S63 or S65 AMG driver) but directing the big sedan is anything but a chore.Normally I'm considered - at the very least - a pro-active driver, but the S-Class' relaxed demeanour permeates the driver - a relaxed, gentle pace is the big Merc's chosen canter. The car defaults to Eco mode for the seven-speed auto, slipping quietly between ratios, while in Comfort mode the suspension keeps disturbances in the cabin to a minimum.The three-year old has been known to resist a mid-afternoon nap but has found it difficult to avoid a snooze, such is the calmness within. It does require a genteel pace into corners in this mode, as it will lean a little, something the Sport mode counteracts a little more efficiently as you'd expect - pressing ahead on a country road, the big sedan covers ground with aplomb.The new V6 has been endowed with a little more character, as well as added pep - it sounds happier than the old V6 Merc powerplant, which didn't rate aurally or in application. Given it's propelling two tonne around it does an admirable job (0-100km/h is achieved in a claimed 6.9 seconds).The high-beam assist is helpful and useful, but not infallible - sometimes it picked up on the reflection from signage and then fails to register the lights of other vehicles, although the occurrences were rare. The infotainment system offers good quality sound, connectivity and data access, but on more than one occasion decided to shutdown and restart for no apparent reason.

While not quite the flagship of the Kia range - surely that's the more-expensive eight-seater Carnival peoplemover - the Sorento SUV is Kia's quiet achiever.The big seven-seater has some of the new look - without the full-blown style-house look - and quietly goes about its business, recording a few hundred sales a month and giving those with a larger brood another option beyond its peoplemover siblings.The recent addition of satellite navigation - something the Korean brand has lagged behind some of its competition with - has warranted some more time behind the wheel.VALUEThe top-spec Sorento will be $50,180 Platinum gets the aforementioned satnav, as well as remote central locking with keyless entry and push-button start, 18in alloy wheels (and a full-size spare), leather trim, a power-adjustable driver's seat, splitfold 2nd and 3rd row, exterior heated power-folding mirrors, LED taillights and HID headlights, a double sunroof, dual-zone climate control with rear air vents.There's also cruise control with audio, phone and cruise controls on the reach-and-rake adjustable leather-wrapped steering wheel and gear selector, a trip computer, sports pedals, two 12-volt outlets and an auto-dipping centre rearvision mirror, a 6-CD six-speaker sound system, USB and auxiliary input, Bluetooth phone and sound system link.TECHNOLOGYShop for the flagship and its a diesel-only model - a 2.2-litre turbocharged, intercooled and direct-injected 16-valve double-overhead cam four-cylinder. The little powerplant produces 145kW and 436Nm, worthwhile outputs when the Sorento was upgraded in 2009 and still numbers that warrant attention.This is the Korean brand's first satnav system is a 6.5in touchscreen unit sourced from LG that is standard on Platinum models. Navteq maps (which at the moment are updated at 12 and 24 months for free, says Kia) are displayed clearly and the unit uses the SUNA live traffic information system to help avoid delays.The touchscreen set-up is easy enough to use and informative, with real time traffic and road-weather warnings useful to avoid snarls. The satnav's display is also used for the reversing camera, which is a little easier to see than the in-mirror version seen on other Kias.DESIGNThe big SUV gets plenty of the Schreyer-snout but aside from that has less of the sculpted surfaces of its brethren - big, square and boxy dimensions abound when looking beyond the nose. It's not an unattractive beast but has less attitude than the newer Sportage.Inside, there's a useful amount of space - more than enough for four average adults and their gear stowed in the rear, which Kia says can swallow 1047 litres when configured as a five-seater.Pulling up the simple-to-use third row, which also gets vents from the climate control, reveals two seats and a half-decent footwell, but luggage spaced drops to 258 litres - the Carnival is cleverer in that respect, bringing the seats out of the floor and leaving more cargo space.SAFETYThe big Korean SUV has a five-star rating from its launch in 2009 and no shortage of safety features - anti-lock brakes, stability and traction control, hill start and descent control, rear parking sensors and reversing camera, automatic headlights (but no rain-sensing wipers), six airbags (dual front, front-side and full-length side-curtains) and front seatbelts with pre-tensioners and load limiters.DRIVINGIt's a peoplemover for those who want to look like explorers and not breeders - with 184mm of ground clearance and no low range any more, locking the centre diff is only going to get you so far off the bitumen, but it can cope with more than most will attempt.The little turbodiesel carries out its work without intrusive noise levels and once its taken a deep breath there's plenty of torque in the mid-range to keep the throttle pedal well clear of the firewall.The six-speed auto is slick and smooth, which is a good thing as its indecisiveness can get a little tiresome, as can the foot-operated parkbrake, which never feels like it's up to the task even at full stretch. Manual changes won't fix it either, as the transmission over-rules anyway, but if steer well clear of the redline or lugging it in a high gear you choice remains unaltered.The driver will also want to make sure the A-pillar isn't hiding any unseen vehicles or pedestrians - this is not a problem just for Kia either, many car makers have widened A-pillars for crash load paths and it's an on-going problem. Also something that needs attention is the headlights, or more specifically the high beam, which is lack-lustre at best.The ride is firm but what may put some off the Platinum is the top-spec wheel-tyre package - it relays smaller ruts and bumps in a way that's normally reserved for tyres lower in profile than the 60-series Nexen rubber on the Sorento. Aside from that the suspension does its job without too much wallow either, but it's no Ford Territory or BMW X5.Another annoyance - which Kia says is being resolved - is the lack of compatibility between an iPhone, it's USB cable and the USB port in the Sorento. It won't charge or connect for the music player, leaving Bluetooth as the only music option without the special Kia accessory cable.Kia Sorento PlatinumPrice: from $50,180Warranty: 5 years/ unlimited kmResale: 53 per cent (Source: Glass's Guide)Service interval: 15,000km/12 monthsSafety rating: five starSpare: Full-sizeEngine: 2.2-litre, 145kW/436NmTransmission: 6-speed auto, 4WDBody: 4.7m (L); 1.9m (w); 1.8m (h)Weight: 1959kgThirst: 5.51/100km, on test 10.1, tank 70 litres; 161g/km CO2 

Growing fast and making headway in the Australian market is fast becoming a habit with Kia, which launched a number of new models last year. The Korean brand promised additional Rio variants and we're coming to grips with the SLS - the three-door that has the top-spec 1.6-litre engine teamed to the six-speed auto.The Rio 3-door SLS sits at the top of the pricelist - $19,990 with a clutch pedal or $21,990 with the auto - which is not bargain basement for a little car, in fact it's VW Polo money. That said, the SLS has the same features list as the top-spec SLi five-door - climate control, Bluetooth phone and audio link, USB and aux-input for the six-speaker sound system, a leather-wrapped steering wheel with controls for the phone, sound and cruise control, power mirrors, trip computer, LED daytime running lights, 17in alloy wheels with Continental rubber, and automatic headlights. Add to that rain-sensing wipers, a keyless start system and leather seats and the SLS starts looking like value for money. A 1.6-litre direct-injection, variable-valve engine is shared with SLi five-door, providing 103kW and 167Nm - the powerplant isn't cutting edge technology but it's a solid little engine. The six-speed auto - which has a "manual" shift that won't hold a driver-selected gear - is smaller and lighter than the previous transmission and when left to its own devices has a predilection for fuel economy. The Rio three-door retains the same sharp looks and dimensions (although the front doors are longer than those of the five door), which means it has the stance and solid proportions of the debut model. The SLS sits on the same 17in alloys but gets a dual chrome-tipped exhaust for a sporty look at the rear - no prizes for guessing where the inspiration for that came from .... VW exhaust pipes anyone? Inside, there's an Essendon-esque black and red colour scheme and a surprising amount of space - at 191cm I can get well set-up behind the wheel without eroding all rear leg-room. The boot is unchanged over the five-door hatch at 288 litres, which isn't bad for the light-car class. When the Rio was re-launched the expectation was five stars and ANCAP didn't contradict the Korean brand's staffers - the SLS has just inherited the 5 star rating of its sibling, with six airbags, stability and traction control among the safety features on its list. Even in the mocha-brown colour the little Korean is a striking machine - there's no shortage of brattish stance and it's presence was not lost on many pedestrians. From within, it's a black-and-red bonanza, but it's comfortable and has decent space front and rear, to the point where I can sit behind myself, although the headroom feels a little less than the five-door. The rear and three-quarter rear vision aren't great - form has won out over function so rear sensors and a camera would not be out of place for safety's sake. The little hatch is well-planted on the road, with good body control but when sitting on the 17s the ride is too firm - maybe if it had a two-litre turbo and a GTI badge then the ride quality might be justified.The locally-developed suspension does the job in the corners but it's a little jittery if the surface is less than pristine. The six-speed automatic needs a solid shove to kick down and cover ground at pace, having economy foremost in its mind; even shifting gears yourself is not beyond the reach of the transmission's electronic reach, over-ruling the manual mode. The light-car market is fast becoming a feast of fashion, with feisty and attractive models on offer from French, Italian and German marques - the little Kia can sit comfortably among the choices and make it even more difficult for them to make a choice.

Toyota's executive director of sales and marketing Matthew Callachor believes customers will evaluate the brand product's based on their needs and described the cutbacks as "an unfortunate circumstance" but doesn't believe buyers will avoid the brand."The process we went through for the 350 workers, we don't believe there's anything we would do differently, we had consultation with the union and we adhered to the WPA conditions," "Obviously it's always regrettable to have to let people go, I don't minimise that part of it at all.""The way we scale the workforce is in light of our forecasts, no one can ever give you a guarantee but the workforce is now at the level in accordance with our planned volumes into the future," he says. The juggernaut that is Toyota will continue to dominate the Australian vehicles sales scene.The company was hit by natural disasters that strangled supply last year but 2012 will see them again  go well beyond 200,000 units, according to Mr Callachor. "I think we'll go strongly this year, we're talking 200,000-plus units, we did 182,000 last year, we did 220,000 back in 2010," he says.With HiLux and Corolla supply resurrected and a raft of new models in the pipeline - 14 models will be relaunched or refreshed over the next 15 months - the brand also expects further boosts from key new models."I think the demand (for the 86 coupe) will be substantial but there will be restrictions on supply, we won't be able to meet full demand, if I can get 150-plus that'd be great, but demand will be well in excess of that.""We're still going through the price, we were talking under $40,000 but I can't give a figure any closer than that, it's still being negotiated so it's difficult to give an answer on that," he says. The company was launching the car amid more fallout over job cuts. While the 86 is destined to bring in the younger audience, the recently-released Aurion is targeting the experienced driver as Toyota calls them, but the marketing man wouldn't mind seeing the average owner age in the bottom half of the 40s."The average age is late 40s, if it can come down to mid-40s, we'll get younger buyers as well," he says. 

This time it's for the Auto China motor show in Beijing. Following on from its Q3 Vail SUV that was endowed with the same engine (with a bit less pep) for the Detroit motor show earlier this year, the Audi stand in the Chinese capital will feature the next step - an RS Q3 concept. Described by the German marque as "systematically dynamic," the blue RS concept sits 25mm lower and uses the same powerplant (donated by the TT RS), a 2.5-litre turbocharged direct-injection five-cylinder producing 265kW of power. Drive can be directed to all four 20in wheels (with 30-profile tyres) via a seven-speed transmission when traction demands as much, but most of the time it's only the front wheels doing the work . Performance claims are a little quicker than the Vail version - a 5.2 second sprint to 100km/h and a top speed of 265km/h. Audi says it is exploring "the potential of the Q3 model series in a new way." The snout has been enlightened with brushed and polished aluminium trim, as well as new 3D black honeycomb grille inserts.  Tinted headlights (with darkened chrome and carbon fibre-reinforced polymer (CFRP) bits within), sit above a redesigned front bumper, with gaping air intakes and a deep front splitter below. The black-and-blue theme continues along the flanks (with side skirts, mirrors and wheelarch flares in black CFRP) and at the rear, with a body-coloured (Ordos Blue) roof-lip spoiler and a black under-bumper diffuser. We'll have to take Audi's word for it but within the cabin, the RS Q3 concept, there's a glass sunroof to flood light on the predominantly-black cabin, with dark blue alcantara adorning the seats and door trims. The steering wheel is trimmed with black velvet leather and has CFRP control stalks. The engine bay is dominated by the five-cylinder engine (with a red valve cover) and a carbon trim panel, with an aluminium-covered sports air filter. Australian showrooms have only had examples of the Q3 (which is priced from $45,000 to $56,000) on the floor for a matter of weeks but the Vail and RS concept cars point to a future with S and RS variants of the SUV. Audi Australia's Anna Burgdorf says the RS Q3 Concept has not been confirmed for production. "At this stage it is only a concept and not confirmed for production but shows the potential for the car. "If it is ever confirmed production we'd be keen to get something like it here," she says.  

Following in the tyre tracks of the head-turning CLS, the four-door coupe version of the Mercedes-Benz B-Class small car range is expected to slot neatly into the pricelist between the B and the C-Class sedan when it lobs here next year.  Mercedes-Benz David McCarthy says the car carries the "concept" tag but looks near production ready. "It's built on the compact car platform that has the A and B-Class, it looks to be here in the first half of next year but it could be as late as 2014 for us."  "Dr Dieter Zetsche says "A is for attack," we're absolutely determined to build volume in the  compact car sector and this car will bring new people to the brand that have not looked at us before, we intend to get them,". "We've already got the runs on the board with it as a full-size car (the CLS), the compact segment is going to almost double over next decade and we intend to get our share," he says. More evidence of the importance of the Chinese market, Mercedes-Benz will debut the Concept Style Coupe at this year's Auto China in Beijing later this month, it's latest four-door coupe, built on the same small car platform as the A and B-Class, which will also be the underpinnings for a mini-SUV to slot in below the GLK-Class. Benz styling spin says the four-door coupe is "a rebel when it comes to style: nonconformist, provocative and masculine." Among the concept model's highlights are the 155kW two-litre turbo-four powerplant (seen in the new A-Class at Geneva earlier this year) that boasts direct-injection, a seven-speed twin-clutch automatic and all-wheel drive. Among the highlights of the four-cylinder engine are its direct-injection system with exhaust gas turbocharging, an enhanced combustion system and extended stratification ranges for lean-burn operation using fast-acting injectors for the multiple fuel injections, and multi-spark ignition according to need.  Measuring 4637mm long, 1891mm wide and just 1398mm tall, the concept car is nearly 30cm longer than the current B-Class and 16cm shorter in height; the current CLS shares similar width and overall height but is 30cm longer. The shapely and muscular Concept Coupe is draped in a paint colour the company calls "Alubeam" and takes the styling cues from other Benz concepts, including the mesh front grille and a neat rear lip spoiler.  Benz has also compared the headlights to the eyes of an animal, which glow red when not required for road illumination, while the indicators use individual points of light in succession, which the company compares to a piano keyboard.  The car also has frameless windows and no centre pillar and features a large panoramic clear roof, which if current Benz cars are any indication could turn opaque at the touch of a button. The stance is further enhanced by the turbine-look 21in wheels and the rear end has dual exhausts and an integrated rear diffuser. The cabin is lashed with carbon fibre, leather and suede - the colour palette ranges from light grey and anthracite, with neon green piping and stitching on the instrument panel, steering wheel, seats and door panels.  There's seating for four - all within their own bucket seats - and all four occupants get air vents shaped like a jet engine with backlit colours to reflect the air temperature (cool, fresh air is accompanied by blue lighting, red for warm etc.)  Daimler chairman and Mercedes-Benz Cars boss Dr Dieter Zetsche says the company is staking its claim with the four-door. "The Concept Style Coup is expressive and powerful in its design." "This is the model against which sporty vehicles in the executive segment will have to measure themselves in future," he says.

The Lexus version of the 200 Series has follow the new GS sedan's styling lead but it brings with it a $9000 slice to the price and a boost for the features list. On sale now and starting from $140,900, the updated LX 570 has been reduced to a single model and has styling tweaks front and rear, new 20in alloy wheels, daytime LED running lights, but Lexus says the main changes are under the skin. The price cut narrows the gap to the top-spec Land Cruiser Sahara petrol V8 (albeit a 227kW/439Nm 4.7-litre) to $26,000. The new 570 sits below the Range Rover petrol-engined line-up by $18,000, boasting extra seating capacity above the off-roading Brit. The 570 undercuts the G and GL-Class Mercedes-Benz off-road brigade by between $21,000 and $33,000. The outputs of the 5.7-litre petrol V8 remain at 270kW and 530Nm, with a 14.8l/100km combined-cycle fuel economy claim. Changes to LX 570 are more than just skin deep, says Lexus, with the new off-road Turn Assist feature that reduces the turning circle by adding more brake force to the inside rear wheel - anyone who has driven a tractor will be familiar with this type of function. The big eight-seater Lexus also has "Multi-Terrain Select" function, which allows the driver to select one of five terrain types (no doubt inspired by Land Rover's Terrain Response system) - rock, rock and dirt, mogul, loose rock, and mud and sand - to tailor the electronic control systems to the prevailing conditions. The system also has four wide-angle cameras to show the driver what's going on in areas out of sight, displaying the images to the driver on the eight-inch LCD screen. There's also a new display between the speedo and tacho that show front wheel angles, 4WD, speed and satnav info and the Crawl Control feature now has five preset speeds, up from three. Standard fare also includes adjustable suspension, a chilled centre console, a dual-screen rear seat entertainment system, a reversing camera, keyless entry and ignition, four-zone climate control, daytime running lamps, 10 airbags, a  220-volt 100-watt power outlet in the rear cargo bay, a 19-speaker Mark Levinson sound system, front and rear clearance sensors and Bluetooth. There's a $16,000 option pack that adds wheel-mounted paddle shifters for the six-speed automatic transmission, as well as the Lexus Pre-Collision safety prep system, active cruise control, rear seat heaters, ventilated front seats and mahogany wood grain-look interior trim, including on the steering wheel.  

NMVTRC chairman David Morgan said the level of secure design applied during manufacture was the single most important factor in the theft rate score. "While there are some luxury vehicles amongst the winners, the inclusion of the many affordable cars, with the Polo starting at around $20,000 clearly demonstrates that good security is within reach of everyday motorists and that other manufacturers should be aspiring to matching these levels of design," he said. Mr Morgan said the organisation was unable to present awards in the people mover and commercial segments as the security features were too far below the standard set by passenger cars. More than 70 current vehicles were assessed by security experts from the nation's motoring groups' on door and ignition locks, alarms, window glazing, engine immobiliser and anti-theft vehicle identification. NRMA Insurance Head of Research Robert McDonald said the results were pleasing but there was still ways to improve vehicle security. "There is still more to be done in tackling the issue of professional car theft in Australia by updating vehicle identification technology with the adoption of high-security self-voiding labels, in-place of current aluminum compliance plates and low security labels," he said. Volkswagen Australia managing director Ms Anke Koeckler said the company was delighted to accept four awards for the most secure cars in Australia. "These awards further demonstrate our commitment to offer cars with class-leading security as well as unparalleled drivability, at a price to suite every motorist," she said. The most secure vehicles Small Car - Volkswagen Polo five-door hatch Small/Medium Car - Volkswagen Golf five-door hatch Medium Car - Audi A4 & VW Passat (joint winners); Large Car -  Jaguar XF SUV - Volkswagen Tiguan Coupe/Convertible - BMW 1 Series Convertible & 3 Series Coupe (joint winners).  

Sales of large car are headed south at a rapid rate but Toyota says its still too big a chunk of the market to ignore, so welcome a renewed Aurion to the Australian large car market.The clear overall market leader, Toyota is aiming to take a 15 per cent chunk of the shrinking segment this year, with sales targets ranging from around 600 a month, rising towards (but unlikely to exceed) 1000 units a month in 2013.But the big six-cylinder will be competing in a segment that has fallen from 136,280 in 2006 (when Aurion returned Toyota to the large car market after the Avalon flopped) to 78,077 in 2011.Toyota's executive director of sales and marketing Matthew Callachor says demand for nearly 80,000 vehicles is substantial and vital to the Australian market."Even if the large car market was to diminish further it is a long way from becoming a niche segment and it deserves to be supported with models purpose-built for changing needs,'' he says.VALUEThe Aurion range kicks of at $36,490 for the AT-X (up from $35,990) but stops short of breaching the $50,000 mark for the top-spec Presara - by $10. The Prodigy and Presara flagship remain unchanged at $41,490 and $49,990 respectively; the Aurion range has retained the two-pronged "sports'' model line-up - the Sportivo SX6 has risen $500 to $40,990 and the ZR6 has jumped $4500 to $47,990 Among the standard fare is seven airbags (including a driver's knee air bag), 16in alloy wheels (17in for the rest of the range), dual zone climate control, a reversing camera, a splitfold rear seat and a full-sized spare tyre.Toyota is claiming a price advantage of as much as $3500 over the Blue Oval and the Red Lion models.Leather trim can be added to the AT-X for $1500 and 17in alloy wheels are on offer for an extra $500. The Prodigy, Sportivo SX and ZR6 can be optioned up with a sun roof for $1950TECHNOLOGYThe variable-valve quad-cam V6 has unchanged outputs of 200kW and 336Nm (on 91RON fuel), but fuel consumption has been reduced by six per cent to 9.3 litres/100km and emissions have dropped by almost eight per cent to 215g/km.That's thanks in part to shedding 55kg in weight but more so thanks to the smarter six-speed automatic and changes to the engine internals for reduced friction and the intake system. The Aurion also utilises a new column-mounted electric power steering system that - along with the suspension and several of the car's electronic systems - have been tuned by local Toyota engineering staff to better suit local tastes.DESIGNNot the most adventurous part of Toyota's regime, but the new Aurion is not unattractive - but it's no pin-up. That said, it's not offensive either, and it hides its dimensions - the car doesn't take up a great deal more roadspace but interior room has been improved by better design features, scrimping a few millimetres more head and knee room in the rear.The driving position (electrically-adjustable range-wide) has also been improved and the instruments have also been upgraded along the Lexus Optitron lines. The front occupants benefit from the extra length in base and backrest, with the Sportivo models benefitting from extra lateral support that befits the handling bias of the two Sportivo variants.In contrast to many nerw models, Toyota has managed to slim down the A and B pillars, the former being of great value in terms of driver vision. The boot - which can be expanded by splitfold rear seat backrests - can swallow 515 litres of cargo, according to Toyota, which pips the two main large sedans from Ford and Holden.SAFETYThe Aurion has only recently been bestowed a five-star ranking from ANCAP, thanks to the safety features list of seven airbags, stability control, a reversing camera, auto-dipping high-beam (on the upper models), anti-lock brakes with electronic brake-force distribution and brake assist.There's also a brake-override function that will give priority to the stopping system if the brake and accelerator pedals are pressed at the same time. The Prodigy, Presara and both Sportivo models also have front and rear parking sensors.DRIVINGThere's much to like about the enthusiasm from those who work for Toyota, pushing the line about emotional aspects of the product. It's a tough sell, as the styling is inoffensive and uninspiring, but it's not going to bother the "experienced" drivers who end up shelling out for the new large V6 sedan.What the asking price gets is a well-equipped, comfortable and capable sedan - while the V6 is unchanged, the clever automatic makes good use of the outputs. The power delivery is smooth and linear, but above all else is very quiet - Lexus-like in its level of noise suppression - with only wind noise prevalent at cruising speeds.There's punch on offer for overtaking as well but the new Aurion has a better feel for the road, sitting solidly on the road with ruining the ride quality. What will also impress is improved composure when driving more enthusiastically, with the electric power steering offering reasonable weight and assistance.The Australian Toyota engineering team's influence in the steering and suspension is apparent and the work completed by the local team should be viewed as valuable. That said, it's not the best helm for supplying a stack of feel, but we'll reserve judgement for the Sportivo models, havnig only sampled the AT-X entry-level and Presara flagship.Cabin and cargo space for four adults is ample and the features list - which includes blind-spot monitoring, high-beam assist and JBL digital sound on the top-spec model - will score points with buyers. The woodgrain look trim bits detract from what is otherwise a quality cabin.It's a quality car, with a solid feel to its interior and more-than-respectable road manners - time will tell of the styling (and the driven front wheels) find favour with Australian large car buyers.