Articles by Stuart Martin

One of 52 world premieres at Tokyo motor show - 26 of them passenger cars - Mazda's next 6 sedan is still called the Takeri concept car for now but it is set to be one of the stars

Mazda has indicated it is considering putting rotary power back into a sports car, possibly in the form of a merger between the MX-5 and the RX-8. Mazda CEO Takashi Yamanouchi has repeatedly ensured the future of the rotary powerplant - despite the RX-8 production scheduled to end in 2012 - "we will continue the research on the rotary engine - we won't extinguish the flame of the rotary engine," he said.The joint-venture sports coupe developed by Toyota and Subaru has kept the door open for a rotary sports car from Mazda, including the possibility of a rotary-powered MX-5."That kind of product is iconic for our brand, so the current MX-5 or RX-8 we have decided in the future to maintain that kind of product, I can't say if they will be separate - they may be merged into one," the CEO says.Mazda Research and development director Hirotaka Kanazawa confirmed the next MX-5 would remain naturally-aspirated with a Skyactiv powerplant of similar outputs to the current car's 118kW/188Nm outputs (for example, the incoming CX-5 SUV has a direct-injection two-litre producing 114kW and 196Nm), but less burdened by weight.The modern-classic Mazda sportscar will be taken back to its roots, with weight reduction targets aimed at taking the 1135kg two-seater (in its lightest guise) below a one tonne kerb weight, while retaining a soft top and hard top model."We want to go back to the lightweight sports origins, the power is not so much, it is easy to handle and it is fun to drive," he says. Kanazawa-san also says the company is aiming to reduce weight without compromising crash safety performance, which would entail using Skyactiv high-strength steel body structures and composite plastic materials for a hard-top. "We must achieve crash safety, starting with CX-5 the Skyactiv body with load paths and enhanced crash safety, we will apply this to our rear-wheel drive."The R&D director didn't rule out turbocharged versions of the sub-two-litre Skyactiv engines - "We haven't decided that we won't do turbocharging, but first of all we wanted to enhance combustion efficiency of naturally-aspirated engine, that was our first priority"- but maintains the first priority was developing naturally-aspirated engines.

Here's the hardest-working model in the Skoda range. Why? Because it's called Superb and that's a tough badge to carry, but the big Czech does an admirable job. The family wagon range has been expanded to include a new keener-priced model - an all-wheel drive load-lugger with a 103kW/320Nm turbodiesel powerplant that sits in the low-$40,000 range, placed neatly (along with its smaller Octavia sibling) to nibble at the sales of the AWD Subaru Liberty and a few other kid-carters. VALUEAt $43,990, the 103TDI Ambition all-wheel drive model charges a $300 premium over the front-drive model, but the features list also has dual-zone climate control, with rear vents, a decent eight-speaker sound system, Bluetooth phone and audio link, heated front seats, a trip computer, cruise control, power windows and auto-dimming and heated exterior mirrors, auto-dimming centre rearvision mirror, rain-sensing wipers, three 12-volt sockets, a luggage holding system in the large boot and split-fold rear seats.TECHNOLOGY The powerplant is a turbocharged common-rail direct-injection four-cylinder diesel with particle filter and there's plenty to like about it. It uses a common-rail direct injection fuel system that uses high pressure (up to 1800 bar injection pressure) and piezo injectors for quick and accurate direct injection, which Skoda says makes for quiet and efficient fuel use. The drivetrain has the six-speed version of the VW Group's twin-clutch automated manual "DSG" -  while there's been ongoing issues with this transmission it seems to be getting smoother and smarter with every incarnation; we'll reserve judgment on longevity. It operates with the new-gen Haldex AWD system that uses electronic clutch packs to direct drive as it sees fit, predominantly to the front wheels - in normal conditions only 4 per cent heads aft.Skoda says the system quickly responds to send drive to the wheels with the best grip, using wheel and engine speed sensors as well as info from the electronic stability control system - as much as 98 per cent can be sent to the rear wheels if conditions dictate.DESIGN It's conventional looks border on boring until you park it next to a Volkswagen - then it looks almost adventurous. There's not much to say about the exterior beyond it being functional and the same can be largely said for the interior. It shows its family resemblance to the VW group and offers useful in cabin storage and plenty of head and legroom, with the back-seat occupants benefiting in that area as well. The Superb wagon is 65mm shorter, 82mm narrower, 34mm taller and 151mm shorter ni wheelbase than a Commodore Sportwagon, but it's only the width where it feels lacking in comparison to Holden's wagon. Where three adults can sit across the Holden's rear bench, the Superb would be best left to two in the rear. There's ample luggage space - 633 litres according to the company - in the back for those four, all of which can be hidden by a screen and prevented from rolling around in the back by the clever adjustable luggage bar.SAFETY A top-shelf five-star ANCAP safety rating is carried by the Czech wagon, which has dual front, side and curtain (front and rear) and a driver's airbag. The safety features list also includes the clever all-wheel drive system, stability and traction control, fog lights with cornering function, lap-sash seatbelts for all five occupants, parking sensors front and rear, and tyre pressure monitoring. DRIVINGThe VW heritage shines through in the Skoda product and if you can get past the old image of the Czech brand there's much to like about the Superb wagon - space, comfort and efficiency. With 141mm of ground clearance the Superb wagon is not a 4WD, it's an all-wheel drive that runs mainly front wheel drive. That perhaps is not an ideal split given that it has to react to changes in traction, the Haldex system is far better at hiding changes - I'm still a fan of the more even split employed by the likes of Subaru and Audi among others.But fuel economy benefits outweigh (at least in this family truckster side of things) any dynamic payoffs - having shown an average of 7.6 l/100km during its time carting around my brood and their associated paraphernalia, the drivetrain is easy on the 60-litre tank. The two-litre turbodiesel does lend itself to a relaxed driving mode, with 320Nm of torque spread across the bottom half of the tacho - gentle throttle pressure allows the DSG to slip between gears smoothly without being left behind in traffic. Peak power is 103Kw at 4200rpm but it's not really a peak you need to ascend - surf the torque wave, keep the fuel use down and cruise. It can be hustled if required - and keeps it's composure without leaning alarmingly and ride quality (thanks in part to 16in wheels and 55-profile tyres) is still good.VERDICTDwelling in the bottom half of the $40,000 bracket is going to bring it more attention from buyers and that will certainly get more out on the roads - this is a very competent, well-equipped and composed family wagon, delivering a decent drive without breaking the bank at the bowser.Skoda Superb 103TDI AmbitionPrice: from $43,990Warranty: 3 years, unlimited kmResale: 41% Source: Glass's GuideService Interval: 15,000km or 12-monthsEconomy: 6.5l/100km; 171g/km CO2Safety: Equipment 9 airbags, ABS, EBD, stability and traction  controlCrash rating: 5 starEngine: 103kW/320Nm 2-litre turbocharged common-rail DOHC direct-injection four-cylinderTransmission: six-speed twin-clutch automated manualBody: 5-door, 5 seats Dimensions: 4838mm (L); 1817mm (W); 1510mm (H); 2761mm (WB)Weight: 1700kgTyre size: 205/55 R16 alloy wheels  (full-size spare wheel)Others to considerHolden Commodore Omega SportwagonPrice: from $41,990 Engine: 3-litre, V6 petrol, 190kW/290Nm Trans: 6-speed automatic, rear-wheel drive Body: 5-door wagon Thirst: 9.2l/100km, 91RON, CO2 218g/km"All that the sedan is, as well as being better looker than the oldCommodore rep-mobile wagon."Subaru Liberty Sports wagonPrice: from $44,490 Engine: 2.5-litre, flat-four petrol, 123kW/229Nm Trans: CVT automatic, all-wheel driveBody: 5-door wagonThirst: 8.3l/100km, 91RON, CO2 193g/km"The Subaru wagon has always been a popular all-rounder."Ford Mondeo Zetec wagonPrice: $41,240Engine: 2-litre, 4-cyl turbodiesel, 120kW/340NmTrans: 6-speed twin-clutch auto, front-wheel driveBody: 5-door wagonThirst: 6.2L/100km, CO2 165g/km "Dynamically well-sorted and a spacious interior, the diesel is the pick of the Mondeo bunch"Hyundai i40 Elite wagonPrice: from $41,490Engine: 1.7-litre, 4-cyl turbodiesel, 100kW/330NmTrans: 6-speed automatic, front-wheel driveBody: 5-door wagonThirst: 6L/100km, CO2 159g/km "A sharp-looking value-for-money kid-carter that will overshadow the sedan"

There are plenty of brands launching new "green" cars - although many use Blue terminology - but Holden has gone red and green. The new Commodore line-up now has a dark-ish green called Chlorophyll and it is draped over this Redline SS V ute, for now the only sub-$50,000 option for a V8 ute - if you want anything with a Blue Oval you're off to an FPV showroom and looking at an extra $3000..The standard SS V is priced from $47,490, plus the $2500 on top of that for the Redline package. That extra cash buys Brembo four-piston front brakes with bigger discs, 19in forged alloy wheels wrapped in low-profile rubber, controlled by FE3 "Super Sports Performance" suspension with new dampers and stiffer stabiliser bars. The ute suffers for all that by only coming with a tyre inflator kit instead of a normal spare wheel. Other standard fare includes the Holden iQ touchscreen infotainment system that has satnav, hard drive, Bluetooth phone and audio link, as well as a USB jack. There's also dual-zone climate control, cruise control, comfortable and reasonably supportive leather-trimmed sports seats and leather-wrapped steering wheel, reach'n'rake adjustment for the steering, automatic headlights, power windows and mirrors, trip computer.Much of what would be considered technology can be found further down in the Safety section, but the Holden iQ system certainly qualifies - the touchscreen controls the audio system, which can take tunes from the radio, CD, a built-in memory that can store as many as 15 standard CDs or external devices that connect via Bluetooth or USB cable. There's also full-colour satnav via the same touchscreen, with real-time SUNA traffic information as well as alerts for school zones, fixed traffic cameras and a speed zone display, although the latter doesn't always agree with the ever-changing roadside signs. The system also integrates phone function as well via Bluetooth, meaning the phone book and dialling can be done without touching a phone, which we all understand is a no-no. The system can also be tailored to lock out certain functions while the car is moving.From dead front-on you're not going to see any difference from the rest of the range - full of stance and presence, the flared guards and the fog lights, sitting above a deeper front splitter, all shout menace. Look aft and there's a really big boot thankfully covered by a traditional soft tonneau, albeit clamped down with the sandwich bag sealing system which isn't always easy to lock in. That said, at least you can use the tray for taller stuff without being stymied by the hard-tonneau set-ups that are becoming more common and make security less of an issue. But any pretence to the vehicle actually being used for carting gear above the tray topline means the old-school tonneau. The cabin has plenty of space - even storage behind the two pews is half-decent now - but sadly the centre-mounted switchgear and cupholders remain a pain, particularly for those in a manual model.This no bare-bones widowmaker workhorse - airbags front and side (seat and curtain), load-limiting and pre-tensioned seatbelts, stability and traction control and anti-lock brakes mean a 5-star ANCAP safety rating has been applied to the ute. There's also a limited slip differential, sports-tuned "F3" suspension and the aforementioned big brakes. This sportscar with a very big boot also requires some muscle to get the best from it - and I don't mean in terms of loading it up. It's not a light and easy thing to drive day to day, it's muscly V8 after all, but if you have no need to hurry you can loll along in a high gear and it will rarely complain. Getting it fired up is amusing, but don't expect a raucous soundtrack to go with it - it's almost refined by comparison to some of the same breed that have obviously consulted aftermarket assistance to clear the V8's throat. The price will be paid at the pump if you get busy with it regularly - the six-litre V8 doesn't get the active fuel management (that's only teamed with the automatic) so unless you resist all temptation to stretch the ute's legs and visit the top half of the tacho, the fuel use will be high. Official figures suggest that even with the cylinder drop-out system, the manual is a little better at the bowser. Our time in the car yielded 17 litres per 100km (close to the official urban figure) but with more time on the open road that number would drop. The tall sixth gear and considerable bottom-end urge would translate into a more civilised thirst, but if that's high on your list of priorities then maybe one of the new LPG models might better suit . It's more sharp chainsaw than scalpel when it comes to corners, ripping through bends at anything from a brisk clip to maniacal, but stability control helps keep the rump from leading the charge, although the rear does require provocation - on a dry, sealed surface at least - to break away. Sitting only 100mm off the tarmac means any farmyard excursions will need to be carefully planned - the low clearance, low-slung nose and "workhorse" appearance don't always translate - a rough farm track could remove plenty.

Ford Territory AWD and Land Rover Freelander go head-to-head in this comparative review.

The company is looking to inspect 332 of its RG Mitsubishi Colt models sold between June 1 and August 23 this year to inspect the rear torsion beam suspension bolts, as part of a global recall of 1468 vehicles. "In the worst case, driving the vehicle on rough roads may result in the bolts coming loose and possibly detaching, resulting in decreased vehicle stability," the recall notice said. The company's notice also said a stone chipping resistant agent, part of the paintwork sprayed to the underside of the vehicle, may have been applied where rear torsion axle retaining bolts are located. Mitsubishi spokesman Paul Stevenson said only a small number of vehicles were in customer hands - the bulk of the vehicles were still on the docks or in dealer stocks and had already been checked. "There have been no incidents in Australia, it's only when it's on severely corrugated roads that the bolts get loose. Where the bolt goes in it should be masked - there was a month where the area around that hole wasn't masked," Paul Stevenson said. Mitsubishi is contacting affected customers by letter and owners with concerns are advised to contact their Mitsubishi dealership for inspection of the retaining bolts.

Peugeot has more recently been best known for its smaller cars - 207, 308 et al - with some SUVs as an aside, but the larger end of the portfolio has long been underdone. The 407 soldiered on, the 607 fell well short of expectations and now finally the 508 is here. Bigger and to many eyes not as pretty as the 407, it's striking and has presence, but the feline grace of some of its forebears seems lacking.VALUEWe're not shopping in the bargain basement at $52,990 but the biggest passenger Pug has no shortage of gear - there's quad-zone filtered climate control, sunblinds for the rear and rear-side windows, parking sensors front and rear, hill-start assist, an electric parking brake, reach and rake adjustable steering, an alarm, folding and heated exterior rearvision mirrors, and an auto-dipping rear view mirror.The GT also gets the little head up display screen with colour output, keyless entry and go, cruise control with speed limiter function, satellite navigation, a top-quality eight-speaker sound system with Bluetooth and USB connectivity, controlled via the slightly busy leather-wrapped steering wheel, 18in alloy wheels, but it's not all standard. Leather seats with position memory is an extra $2500, or there are two satnav options - nav and the head-up display alone are $1500, or those two features with the sound system upgrade add up to $2300.TECHNOLOGYTop of the list is the high-pressure common-rail direct injection turbodiesel engine, which shrinks to 2.2 from the outgoing 2.7 litre V6, but gains 10Nm and improves fuel consumption by 33 per cent - 8.4 down to 5.7 litres per 100km. Peugeot says the use of lightweight and low-friction engine and turbo components - including a titanium turbocharger impeller and piezo injectors - has helped reduce fuel use.The 508 GT car also has a double-wishbone front-end (instead of the MacPherson strut for the rest of the range) which the company claims improves the steering and overall dynamics.DESIGNThis is a big car - 92mm longer in the wheelbase than its predecessor - and for some it's a like and others are more in the "yikes" camp when it comes to the looks. Certainly striking, the 508 sedan has a sculpted shoulder line that extends through the snout, which carries the new-look family resemblance. The rear is squared-off and almost abrupt by comparison, with tail lights in LED form to stand out.It's cabin is more conventional, with more than enough room for four adults - at 190-odd cm I was able to sit behind my own driving position, which is a good indication of enough head and leg room. Seating is comfortable, if not overly-endowed with lateral support - but there are heaters for the front pews and the driver gets a massage, so there's compensation. The dashboard, centre stack and steering wheel are all a little busier than is ideal, due the long list of features - although no standard satnav is a bit cheeky in a car over fifty-thousand.SAFETYThe 508 has a European New Car Assessment Program rating of five stars, with six airbags and stability control, emergency brake assist and brakeforce distribution as well as pretensioning and load-limiting front seatbelts and load-limiting outer rear seatbelts (all seatbelts are lap-sash). The 508 has the clever electric rear child-safety lock (for the doors and windows) allowing parental control with one touch.Faster reacting LED tail-lights, automatic adaptive bi-xenon headlights and rain-sensing wipers, front and rear fog lights, tyre pressure sensors and daytime running lights.DRIVEGetting to grips with the new Pug, the first challenge is negotiating a busy centre stack - it's got plenty of gear, but the top-spec GT's myriad buttons and menus aren't always the easiest to decipher. It's French. Mon Dieu.The GT-only front end does give it a willing nose for corners and the body is well-controlled, but anyone looking for more compliant ride quality will have to forgo the sportier front-end, as well as losing out on the frugal diesel, which claims a combined figure of 5.7 l/100km and gets single-digit averages in the real world. You're not left in any doubt about fuel requirements but it's not harsh and at cruising speeds it is far less audible, the payoff coming from in-gear acceleration on part-throttle - 450Nm is a solid chunk from a little powerplant.The six-speed auto works well enough with the engine, although the gated shift is not as easy to use as some. The GT's driver's seat has power-adjustment, heating and a massager, so there's no need to stress in the traffic - cool breeze from the quad-zone climate control, warmer loosening up the back and who cares about being late for work? Rear headroom isn't cavernous but there's enough lower-limb space for my 190-odd cm frame to sit behind a similarly sized driver.The sound system has USB and Bluetooth connectivity, although when running an iPhone's music player (on a USB cable or via Bluetooth) the delay from dash button to track change often meant two or three were skipped. The telephone side suffered none of these issues and easy enough to use through the car's infotainment system. The satnav is clear and relatively easy to use, as was the centre trip computer display - unlike many cars with such screens, the Pug had a speed readout, which was a good back-up to the head-up display screen that flips into place on start-up.The boot (which has no button on the bootlid that I could find) is not that deep but useful at 497 litres - if there was a full-size spare it would be too shallow, so the 508 makes do with a space-saver. Something the bulk of French cars are doing well is the rear child locks, a simple button that does door locks and windows, leaving the driver in control - too many window lock buttons remove all control and don't leave the driver's switches in play.VERDICTSome will love the looks, others will just be pleased to have an alternative to the Germans who dominate the compact prestige market, but the Gallic lion finally has something to roar about again. Well-equipped but not as engaging as perhaps it could have been, it's a welcome and positive step back into the market for Peugeot - with a model that is worthy of genuine consideration.RATING

The Golf Cabriolet is back after an eight-year absence - Volkswagen's new model onslaught for 2011 is complete. The cloth-topped two-door brings to ten the number of new models introduced by the German car maker, who will finish the year in the top 10 for sales .VALUEThe new Cabrio mirrors the $29,490 Comfortline hatchback for engine and features but is priced from $36,990 for the six-speed manual, or add $2500 for the DSG twin-clutch automated manual.Among the features are 17in alloy wheels, a leather-wrapped steering wheel with audio and trip computer controls, cruise control, Bluetooth phone and audio link (which proved difficult to link with some devices) for the six-speaker sound system and dual-zone climate control.The options list includes satnav (at $3000), leather trim (for $3300), $2100 for bixenon headlights, metallic paint at $500 and an alarm for $600. Parking sensors front and rear, teamed with a camera, can also be added for $1400 once you've ticked the satnav option box.TECHNOLOGYPropulsion for the new Cabrio comes from the 1.4-litre twincharged (turbo and supercharged) 118kW/240Nm direct-injection engine, a de-tuned version of the Polo GTI's 132kW 250Nm engine.The absence of a roof has been offset by diagonal braces at each corner, as well as reinforcing within the side-sills and around the engine bay, which makes it about 150kg heavier than the equivalent Comfortline hatch.The electric cloth top roof folds back onto itself in 9 seconds (in a manner similar to the Mazda MX-5's manual roof) removing the need for a tonneau. VW says the roof - which contributes 52kg to the weight - can be opened or closed at speeds up to 30km/h.DESIGNThe "Strawberry Basket" look of the earlier incarnations has gone, with the absence of the rollbar, but it's nose is familiar. The rear is fairly straight and conventional in its look, with the stumpy rear deck and roof as well as the new look taillights. It's a clean but conservative design that won't startle but it's not a major headturner either. Inside is largely carry-over from the hatch - it's a low-key functional designSAFETYThe five-star rated Golf Cabrio has the full electronic safety system list - anti-lock brakes with brakeforce distribution and emergency assist, stability and traction control. The new Cabrio has lost the rollbar from behind the front occupant's shoulders, but the more steeply-raked windscreen and a pop-up rollover safety system that springs from behind the rear headrestraints takes its place.There are five airbags - dual front, front-side and a driver's knee bag - as well as an auto-dimming rearvision mirror, automatic wipers and headlights.DRIVINGThere's much to like (apart from the smell of roadkill) about dropping the top on a Golf. It feels as though the structure has enough rigidity not prompt judders over nasty bumps and the suspension offers a decent ride comfort.Handling from the "sports" suspension is competent without being set to scare the GTI or R models in the VW range through corners - VW says they have no plans for those badges on the droptop, although a higher-output petrol engine and a turbodiesel is under consideration.The chassis could certainly do with a little more pep - while the 1.4 works hard and delivers in a smooth fashion, the extra weight has blunted the enthusiasm of the spirited little forced-induction four-cylinder. The drivetrain does the job for those more interested in cruising or posing, but if you're in a hurry be prepared to work the gearbox a little more than the norm.Even when shunting the little ragtop along at brisk country road speeds, the wind buffeting in the cabin failed to ruffle longer-haired occupants when all four windows were raised.Taller drivers might be looking to go a little lower with the manually height-adjustable driver's seat, as the top edge of the windscreen is little closer than you'd expect, but reach-and-rake adjustable steering makes a decent driving position achievable.Rear seats will be tweens-and-under, unless the four adults attempting topless transport are well down on height - a short trip in the rear with the roof down could be done without serious discomfort but it's not a long-haul proposition.The rear seat backs fold down to open up the 250 litre boot - which thankfully does not get reduced further by the droptop - which stores a reasonable amount of luggage. The manual transmission does allow the little 1.4 to be stirred up for brisker progress, but the clutch is on the lifeless side and the take-up point is high.The gearbox itself is light and has a useable shift action - it's not super-sharp but it's not vague either - but it's likely most Australian buyers will be paying the extra for the DSG.VERDICT:Smooth, comfortable and not unattractive, the new Golf Cabrio won't take sales from the hot hatch brigade from within it's own family but it might make someone looking at an Eos - which is $51,990 - an Audi A3 petrol, at $50,500, or the BMW 1-Series ragtops think twice. The appeal of better bootspace with the chance to get the roof down.

That's the message from chairman and managing director of GM Holden Mike Devereux, who has hit back at claims by the Association of Professional Engineers, Scientists and Managers (APESMA) the next-generation Commodore - due in 2014 - would be the last Australian-designed model. "Actually the claim that was made on radio - and I'm reading a transcript - was that the 2014 Commodore is not designed and engineered in Australia - first of all I needed to dispel that, even though that is not what Chris Walton meant to say, it is what he said, so I needed to dispel that myth," he said. Devereux says no design and engineering decisions have been made for Commodore beyond the 2014 vehicle, but the long-term future for manufacturing in Adelaide - where hundreds of millions has been recently spent by GM - is not in question. "Where GM engineers anything has no bearing on what we build in Adelaide - the two things are unrelated, in our recent past we've had VE locally-engineered but way back at the start of Commodore, it was an Opel, Holden has evolved from adapting architectures, to VE and so the manufacturing business case is quite separate from what we engineer," Devereux says. APESMA chief executive Chris Walton claimed yesterday Holden insiders had suggested the Commodore beyond the 2014 model may not be created in Australia, which would result in up to 300 engineers in Melbourne losing their jobs. "We're trying to have very transparent conversations about the options for the talented engineering base we have here in Australia," Devereux says. "Those conversations, if they're productive, ought to remain confidential in order to secure great outcomes." Devereux says Holden is still in "formulation mode" on what happens beyond the 2014 Commodore. "No, we haven't made a decision on what we will build in Adelaide post our current range and post model-year 2014, I won't speculate on the timing," he says. The claims of job losses have cast a shadow over the company's Elizabeth manufacturing facility as it gets underway with production of the new Cruze hatch. The Adelaide factory employs around 2500 people building Commodore and Cruze - Australian Manufacturing Workers Union state secretary John Camillo says there is reason to be confident in job security at Elizabeth. "For the next three to five years I'm quite happy and comfortable with that going forward," he says. "We always looked to the five-year plan, in terms of 2018/19/2020 - it is probably too far out to see now - we will be sitting down with senior GM executives next week and thrashing out the issues then." "We have always looked at future plans as part of negotiations. Given the investment they've made here I'm very confident in regards to job security at Elizabeth. But there are no guarantees ... we could have another GFC," he says. Minister for Trade and Manufacturing Tom Koutsantonis says Holden has confirmed its strong committment to it South Australian operations. "I will be meeting Mr Devereux in the next couple of weeks to clarify matters but he assured me that Holden is committed to SA and the workers at the Elizabeth plant," he says.

Multi-tasking is allegedly a female's domain and perhaps this is why cars are oft monikered with nametags from the fairer sex. But the 21st century new car market in Australia has a growing number of multi-taskers - once-masculine machines that were previously tasked with towing the tools and weekend duties were limited to a dump run. Not any more. The light-commercial brigade are now asked to carts the kids and tows the toys on the weekend, without depriving the family of passenger-car features and some small measure of comfort. Toyota is - surprise, surprise - the market leader and HiLux has just had some rhinoplasty accompanied by a re-fit of features. A host of newcomers have taken a swipe at the market leader but have failed to significantly erode its sales volumes - particularly its bread-and-butter fleet sales - but the Ranger/BT-50 cousins from Ford and Mazda are the latest ute releases most likely to attract significant sales. This trio boast the rough'n'tumble skills to get away from the black-top but customers are now demanding something akin to soft-roader tarmac manners - or better - from these utilitarian machines. TEST DRIVERS We've gone a little off-beat when it comes to guest test drivers. Cara Jenkin is National CareerOne editor but has also moonlighted as a car-tester for Carsguide. A V8 Supercar fan with one Red Eye, she's sampled a broad cross section of passenger and light-commercial vehicles in the course of writing Girl Torque stories foraif The Advertiser Carsguideaifin Adelaide. When it comes to verdicts, our second test driver has delivered plenty - former prosecutor and judge (as well as the author's father) Brian Martin has driven and owned more cars than he cares to recall. Everything from an old Simca (you'll have to Google it like I did) to early Range Rovers, big square Volvos, Subaru 4WDs to Lexus SUVs and Mercedes-Benz sedans has passed through the Martin garage. VALUE This trio are the near-top-spec models currently available - Ford will bring a Wildtrak model in above the XLT - and all dwell in the $50,000 bracket. The XLT Ranger in auto form is $55,390, the Mazda BT-50 XTR is priced from $50,810 and the HiLux SR5 dual-cab sits at $53,490 - the Ford and the Mazda have both gone up (but with an expanded features list) and Toyota has come down $2200. Standard fare within all three includes climate control (Toyota is single-zone, the others are dual), MP3 audio with USB (the Ranger's is the most conveniently placed, in the centre console) and Bluetooth for phone and music, wheel-mounted controls for cruise, phone and audio, 17in alloys and trip computers are on all three, HiLux and Ranger both get automatic headlights but none of them have reach-adjustable steering - something less forgivable on the Ford and Mazda given the more recent clean-sheet design . The Ford misses out on satnav that appears in the other two, with the HiLux's a larger touchscreen set-up. TECHNOLOGY The Ford and Mazda both run the 3.2-litre in-line 147kW/470Nm common-rail direct-injection five-cylinder and six-speed auto combination, while the HiLux has held onto the four-cylinder three-litre turbodiesel producing 126kW and 343Nm, teamed with a four-speed automatic. It misses out on grunt but the HiLux driveline has been honed over time and doesn't feel as lacking as the numbers suggest. The HiLux also retains the transfer case lever while the kissing-cousins have a rotary knob for selecting 4WD, as well as a push-button rear diff lock. The front suspension across the triplets here are equipped with double-wishbone front ends, which are all well planted and don't jump around much - the Mazda's nose approaches enthusiastic on turn-in. But don't look at the rear-end for any technological advances with suspension - leaf springs that have heritage dating back to the old west are still there, tweaked to offer better ride quality. DESIGN One is what the company calls a "major, minor facelift" and the other two are far more comprehensive. The Hilux looks similar to its predecessor, taking the traditional line for light trucks and offering more front than a department store and presenting a macho nose. The beast from Broadmeadows follows a similar path - Ford's new Ranger takes much inspiration from its American F-Series relative (albeit a distant one) and the Blue Oval's truck heritage. It's a handsome brute and it's no surprise it's not being sold in the US (just everywhere else it seems) as the F-Series might not be as attractive a proposition if the Ranger was in the same line-up. The Mazda follows a less traditional truck path, in some ways taking a similar path to the Mitsubishi Triton - swooping lines and a striking snout transplanted from the rest of the revamped family. It turns heads, but then again so does a messy car crash - some love the Mazda look, others are less enamoured, as was the case with the adventurously styled Mitsubishi Triton. SAFETY This segment has come a long way in terms of active and passive safety equipment, but some have travelled further than others - the Ford and Mazda products both offer stability control as standard range-wide, while the Hilux puts the safety feature only into its top SR5 dual-cab models as standard. Front discs and rear drums are also the staple braking set-up, with anti-lock and brakeforce distribution across the trio as well. Anyone looking to tow a trailer (or something larger) will be assured by the trailer sway system, which uses single-wheel braking via the electronic safety systems to counteract "fish-tailing" - nothing worse than the tail wagging the dog, automotively speaking. The airbag count stands at six - dual front, side and side-curtain - but the Ranger takes points here for having reversing sensors and Ford and Mazda score with an auto-dimming rearvision mirror; these two also get five lap-sash belts, where the HiLux still has a centre lap belt. DRIVING No longer is the compromise as great for the tradie who is looking for an all-rounder the missus can pinch and not want to give back. These are big machines - all are around 5.2m long, 1.8m tall and wide, as well as tipping the scales at around two tonnes, although the HiLux is just under and the Ford and Mazda both go just over 2100kg - but none are drive like an aircraft carrier, except maybe in turning circle. The turbodiesels are quiet at cruise but remind the occupants of their diesel nature under throttle load - it's not a harsh intrusion and the five-cylinder powerplants in the Ford and Mazda sound a little off-beat, but the Toyota has to work a little harder given the torque deficit. All three finished the drive in the 9-10l/100km bracket - only the Mazda tipped into double figures, which could perhaps be explained by its more enthusiastic handling. While it misses out in torque and ratio count, the HiLux drivetrain is by no means out of the hunt - but add the big gap in braked towing capacity (2500kg versus 3350kg) and the twins score towing points. Inside, the Ranger and Mazda part ways - the Ford is funkier, with chunkier switchgear, while the Mazda goes flat and black, but both are easy enough to decipher. The Hilux is a little easier to get into but the Ford's tubular sidesteps don't score as highly as the traditional flat steps adorning the Mazda and Toyota. All three have backseats that are far more comfortable than the right-angled benches of ye olde trade machines, with extra storage under the rear bench in the Mazda and Ford - but none are easy to put a child's seat in and the Hilux loses out with a centre lap-only belt. All three can hustle along a back road, sealed or unsealed, with reasonable aplomb, although the rear-end on any of the trio will wander without the benefit of stability control and/or 4WD being selected (for unsealed surfaces). A load in the rear would benefit the ride quality as well from the leaf-sprung rumps on all three, but the Mazda's suspension feels on the sportier side, with meatier steering (befitting the Zoom Zoom mantra). The larger newcomers have a little more length, width and tray wall height than the HiLux - but the tray size on any of them is useful for a dump run, but a trail bike is not going straight in. The judges preferred the fit and finish in the HiLux cabin over the Ranger and Mazda, and also noted the Ranger's tray was fully-lined tray and had a 12-volt outlet, the Hilux tray had a bottom liner and there was no tray lining in the Mazda. The Ranger and Mazda found favour for their drivetrains, with more gears, higher braked towing capacity and fuel efficiency, but the HiLux was noted for its ride quality. VERDICT The battleground has changed for the Hilux and its newest challengers - it is still the reigning monarch of the LCV kingdom just - resale history, resilience and reputation are on its side, but the margin is very narrow. The Ranger's extra torque, towing capacity and six-speed transmission - as well as a less taut ride - put it into second (but again it's close), but those qualities and a handling bent to the Mazda's suspension will suit a different crowd. TOYOTA HILUX SR5 DUAL-CAB Price: from $53,490 Engine: 3.0-litre DOHC common-rail 16-valve 4-cyl, 126kW/343Nm Transmission: four-speed auto Thirst: 9.3L/100km, 245g/km CO2, tank 76 litres Towing capacity: 750kg, braked 2500kg Clearance: 227mm Warranty: 3 years/100,000km Service: 12 months/15,000km. FORD RANGER XLT DUAL-CAB Price: from $55,390 Engine: 3.2-litre turbocharged intercooled direct-injection common-rail 5-cyl, 147kW/470Nm Transmission: 6-speed automatic Thirst: 9.2L/100km, 246g/km CO2, tank 80 litres Towing capacity: 750kg, braked 3350kg Clearance: 237mm Warranty: 3 years/100,000km Service: 6 months/10,000km. MAZDA BT-50 XTR DUAL-CAB Price: from $50,810 Engine: 3.2-litre 20-valve DOHC intercooled turbodiesel 5-cyl, 147kW/470Nm Transmission: 6-speed automatic Thirst: 9.2l/100km, 246g/km CO2, tank 80 litres Towing capacity: 750kg, braked 3350kg Clearance: 237mm Warranty: 3 years/100,000km or 2 year unlimited km Service: 6 months/10,000km.