Articles by Stuart Martin

The Blue Oval has taken a battering locally as Falcon sales falter, but it's not all doom and gloom for Ford. The new Focus small-car range is set to turn the segment on its ear - packed with technology and displaying impeccable road manners, the Focus will find favour with as many Australian buyers as restricted supply can allow - those who crave a small car that's not just an A-to-B shopping trolley at least. In fact, some models within the line-up are likely to encourage owners to take the back roads home.The Sport model range within the new line-up has been expanded to include hatch and sedan with a number of drivetrain variables - the turbodiesel option is an auto-only proposition, albeit the Powershift twin-clutch set-up.The $33,190 Sport Hatch turbodiesel is a $3500 impost above the petrol-powered auto Sport, which can also be had with a five-speed manual for $27,390. The Sport is not short on gear and features - 17in alloy wheels, rain-sensing windscreen wipers, automatic headlights, dual-zone climate control, a Sony nine-speaker sound system, sports front seats, front fog lights, rear parking sensors, wheel-mounted cruise control and voice-control for the Bluetooth phone and audio link.There's also clear and bright LED interior lighting, power-adjustable rearvision mirrors, remote central locking, split-fold rear seats, power windows, reach and rake adjustable steering, LED interior lighting, a trip computer, manual front seat adjustment and a leather-wrapped steering wheel that also has audio, cruise and trip computer controls.The two-litre direct-injection turbodiesel four-cylinder is a smooth and quiet as it produces 120kW at 3750rpm, with 340Nm making its presence felt from 2000 through to 3250rpm. The new Focus' powerplant gets the job done with higher-pressure within the common-rail fuel injection system and a smaller, faster-responding variable-geometry turbocharger.The twin-clutch six-speed auto uses two dry clutches to run each gearbox, which can be left to its own devices or slipped into Sport - there are manual change buttons on the side of the gear selector but they are poorly positioned (why not just use the gear selector?) and largely redundant, as the gearbox's programming is pretty good.The Focus has a new electric power steering, which would normally suggest dead feel for the driver - Ford says the new system is mounted on the steering rack and offers precise steering with feel. The new Focus also features an advanced Torque Vectoring Control system as standard equipment, which brakes the back wheel appropriate to the cornering direction to help the car turn in with more purpose.Earlier incarnations of the Focus have not always been head-turners but the new hatch follows the company's "kinetic" design direction - strong, sharp lines with aggressive lighting packages are more aerodynamic as well as being anything but bland.The theme carries over to the interior - the steering wheel, dashboard and instrument cluster are both busy - the centre-stack takes a little getting used to but much of the functionality is "set and forget."The cabin is comfortably snug, with the thick C-Pillar and funky window shapes detracting from the driver's vision. The chrome surrounds of the interior vents can also catch the driver's eye unnecessarily, as they reflect in the nearby window - right in the line of vision for the driver.The body structure of the new Focus is 15 per cent stiffer than the outgoing model and has a five star ANCAP crash safety rating - there are seatbelt reminders, front seatbelt pretensioners and load-limiters, dual front, side and full-length curtain airbags, anti-lock brakes with brakeforce distribution and emergency assist, rear parking sensors and traction and stability control.The latter incorporates a corner braking control function as well as the torque vectoring control.The Focus has always - even in its base guise - a decent little machine, not just for negotiating car parks and metropolitan duties, but it was never afraid of zipping through a series of bends at pace either. The new car builds on that solid foundation with an on-road package that is a well-balanced, stable and comfortable compromise. It's on the firm side as you'd expect from a Sport hatch, but that doesn't mean it's uncomfortable and press-ahead motoring is also achieved with aplomb, with a chassis composure that belies the pricetag.It's a willing little car, helped by a twin-clutch auto that has plenty of smarts and a clever sports mode - the manual-change button on the side of the shifter is a little awkward and largely redundant given the clever.The driver is well informed by the centre display, which is small but informative and clear. The only complaint would be that it needs a speed readout as well as range to empty, as the former will be more of a concern than the latter, as it is swift and quiet.The six-speed twin-clutch auto is well-matched to the diesel and it only sometimes suffers from a little indecision, but it's rare. The drivetrain returned a figure of 7.2 litre per 100km, most of which was uninspiring metropolitan work, when the Cruze hatch arrives later this year it will have a little more torque but the Focus is smoother and quieter.The interior is funky and stylish, most of which looks good and works well - only the chrome surrounds on the vents near the front doors cause an issue, reflecting in the window and across the line of the driver's eye to the mirror.Cabin space doesn't feel as big or as airy in the Ford but there's enough room for me to sit behind my own driving position, something that is rare at the smaller end of the market. Rear three-quarter vision could be better - there's a thick C-pillar and a high-set waistline - which is probably why the rear parking sensors are on the standard features list.

Removing the top is almost always a good thing - a beer, for example, is much better topless. It's rarely a bad thing unless we're talking about cars - many hardtops that are hacksawed into convertible status don't make the grade sans roof.The Ferrari 458 Spider is most certainly NOT one of these - it is a gorgeous four-wheeled supermodel, which despite a drop in torsional rigidity over the coupe and some rear end changes, is an improvement over the hardtop.VALUEWhen a pricetag not out of place on a family home is sitting on the windscreen then "value" isn't the first adjective to spring to mind when this car looms into view - spectacular, gorgeous and phenomenally fast are more likely, along with a few expletives if you're lucky enough to drive one.The features list is extensive, leather and carbon-fibre trim everywhere, the chunky steering wheel with almost everything mounted on it, including the manettino drive system to keep it pointing in the right direction, the three-screen instrument panel and information display system, paddle-shifters for the seven-speed auto, full iPod integration is on offer but why you'd have anything competing with the mid-mounted sound system is beyond me.TECHNOLOGYThe Spider is powered by the same naturally-aspirated direct-injection 4.5-litre V8 with continuously variable valve timing displacing 4.5 litres that propels the coupe - outputs are unchanged at 425kW and 540Nm and over 80 per cent of that impetus is available from 3250 rpm.The repositioning of the air intakes has warranted changes to the exhaust to re-balance the aural impact of the car - the work on the Spider has made it sound even better than the 50kg heavier coupe.Also retained for the Spider is the twin-clutch F1 paddle-shift seven-speed transmission - sending drive rearward using the trick E-Diff, but where the 1430kg Spider gets a tweak for topless duties is in the throttle pedal electronics and within the damper software - both changes are for the better.Fuel use is down - with the option of further drops via the Ferrari HELE (High Emotion Low Emission) system - to a combined figure of 11.8 l/100 km with 275g/km of CO2 emissions; the coupe's launch claim was 13.7 and 307g/km.The flip-top lid goes a step further than the limited-edition Superamerica's somewhat-similar system - the patented retractable hard-top does it's stuff in 14 seconds, and is made of aluminium.The company claims it's 25kg lighter than an old-school ragtop and flips its lid to neatly somersault into its home above the engine bay with no aerodynamics compromises."We took inspiration from the 575 SuperAmerica, but that's a front-engined car, but we wanted more - we thought about integrating the roll bars into the buttresses and using a multi-panel hardtop or a concertina fabric roof," says 458 product marketing manager Michele Comelli.The only real compromise is the absence of a view of the engine bay, something coupe owners get but Spider drivers don't - they'll just have to make do with the aural sensations and the open-air experience.DESIGNThe snout is unchanged - it's a sharp looker already so no need to mess with a fince face - but the rear of the car is all-new and sleek, thanks to not requiring big hips at the rear to accomodate a conventional folding hardtop.Dominated by the buttresses (with integrated roll-over protection), the new rear panels direct air flow to the engine intakes as well as the cooling system contained within the sleek rump.The roof mechanism is quick at 14 seconds and uses the rear window as a device to reduce cabin turbulence - which it does remarkably well at high speed, and it can also be retracted with the roof up, just to maintain the aural appeal.SAFETYThe standard four airbags are on stand-by in case of impending dooms, but there are electronic driver aids are all integrated and on speaking terms. The traction and stability control, anti-lock brakes, adjustable suspension and myriad other electronic functions are all tailored to the selected drive mode via the wheel-mounted switch. The highlight is massive Brembo-gripped carbon-ceramic brakes which only just squeeze in behind the wheels, with 6-pot aluminium front calipers and 4-pot aluminium rear calipers.DRIVINGThere's always a fear that when a coupe becomes a convertible that the tight, bulletproof feel of the former fails to translate to the latter - fear not, Ferrari fans, the 458 has lost little of its strong-bodied feel.Only sporadically will a shimmy be sparked by a shocking road surface, but it is rare and doesn't adversely effect the ride (which is very good given its abilities) or the drive experience, which is stupendous.The 0-100km/h claim remains near three seconds and the top speed claim is 320km/h - nothing about the road drive suggests those figures are optimistic.The snarling V8 is maniacal as it heads for the 9000rpm redline - yes, 9000rpm - and it's a soundtrack that overloads the nervous system.Instant changes from the seven-speed twin-clutch briefly change the orchestra's pitch and straights are obliterated.Tipping the Spider into the bends is child's play, the steering is quick and there's no misinformation - just a corner completed with considerable speed and little fuss, unless you have backed the electronics off and have the skills to play with the tail.The engineering team say the suspension and throttle mapping have been wound back a little for the Spider, which is more likely to be driven daily and with a passenger - it's a little less frenetic than the coupe in a good way.Cabin comfort, even on the optional carbon-fibre buckets, is remarkable - the magnetic-fluid dampers do an amazing job on bumps and corners - and even at 190-odd cm the roof lining never rubbed what's left of the hair on my head.Vision straight back is better than you'd expect for the segment, but lane changes can sometime be a concern if you like to double check over your shoulder - all you'll see is trim.VERDICTAt $600,000 this is certainly rarified air, not many will make onto Aussie roads but the level of ability - at the extremes as well as in daily driving - is quite astounding. Putting it into perspective - a Japanese luxury carmaker recently put $750,000 pricing on a super-coupe that is similarly astounding, but not 150-grand better - in fact it makes the Spider look like good value, and you can still get hold of the Ferrari droptop. If you could muster up the extra cash the 458 Spider has the best of both aspects - the security of a hard-roofed machine without the storage issue, as well as open-air appeal and performance off the scale.FERRARI 458 SPIDERPrice: from $600,000 (estimated)Warranty: 3 years, unlimited kmResale: N/AService interval: 20,000km or 12-monthsEconomy: 11.8 l/100km; 275g/km CO2Safety equipment: four airbags, ABS, EBD, stability and traction control.Crash rating: N/AEngine: 425kW/540Nm 4.5-litre naturally-aspirated variable-valve direct-injection V8.Transmission: seven-speed twin-clutch automated manual, rear-wheel driveBody: 2-door, 2 seatsDimensions: 4527mm (L); 1937mm (W); 1211mm (H); 2650mm (WB)Weight: 1430kgTyres: 235/35 20in fr, 295/35 20in rear

The last time I was in something worth $750,000 it had a bathroom and a pool. There are only 10 (the last being delivered in late 2012) of the 500-build-run LFA supercars hitting our shores - all are gone. Several owners (both dealers and private owners) have apparently sworn never to sell their Lexus V10 supercars. That is far from difficult to understand, even after only a handful of laps behind the wheel.Carsguide was given an all-too brief opportunity to slot in behind the blue and black leather-wrapped carbon-fibre wheel (complete with a bit of ballast in the flat bottom) of the Lexus "demonstrator" at Sandown raceway in Melbourne.Having listened to its V10 soundtrack echo across the racetrack, the anticipation was palpable - there's something about the odd-numbered Vee configuration that has a real edge to it, the BMW M5 being the other example.The aesthetics of the car - which boasts a make-up of 65 per cent carbon-fibre, 35 per cent aluminium - are a little more demure than the manic soundtrack - it's a supercar, to be sure, but devoid of the styling lunacy that marks some of its supercar brethren, in fact more than a couple of people saw hints of circa-1990 Celica.A decade in the making, Lexus are aiming for an emotional response from this car and the models to follow - instilling LFA DNA into the rest of its range.If they can get one-tenth of the drive experience into other F and F-Sport models, it will make life interesting for BMW's, Audi's RS and Mercedes-Benz AMG.Low, sleek and brooding, the LFA still has presence, more subdued than maniacal, at least until the V10 is fired up and angry.So sharp is the rev response to the right foot as it prods the floor-hinged throttle (made from a single piece of aluminium) that the LFA needed a digital tacho needle for the flick to the 9000rpm redline, so Lexus says.As the revs rise the soundtrack is straight from the F1 V10 era - who says the Toyota's squillion-dollar spend on F1 was a waste of money?It's a V10 that takes up the same space as a V8 and claims fuel economy of a V6 - the 4.8-litre V10 engine pumps out 412kW and 480Nm of torque - serious supercar numbers, no doubt - for a sprint to 100km/h in 3.7 seconds on the way to a 325km/h top speed.The two straights at Sandown were enough (even with a makeshift chicane on the back straight) to top 200km/h, even with an ISF in front to prevents acts of tomfoolery sending the 1540kg LFA (and maybe its occupants) to an early grave.Other numbers to absorb in the pits when not behind the wheel included ninety per cent of peak torque available from 3700 through to the 9000rpm red-line, a spoiler that has a mind of its own and near-perfect weight distribution.All this is sinking in as we leave the pits, flicking the right-hand paddle for upshifts and slotting back through the sequential manual gearbox with a metallic "tink" with every shift - the 0.2 sec cog-swaps are quick but can be brutal at full-throttle.The gearbox is smart enough to offer seven gear-shift speeds and four driving modes - Auto, Sport, Normal and Wet - which tailor stability control and other parts of the drivetrain to suit.I'm sitting next to a racing driver - US pedal-man Scott Pruett is telling me where to go, so to speak - and I'm under no delusions as to my chances of a full-time drive in a race team - none. Pruett later demonstrates the considerable yet un-fussed talents of this remarkable vehicle at upwards of 230km/h, but for now he's sitting somewhat(?!?) comfortably in the passenger's seat.I have enough room for a helmetted-head (something the ISF with sunroof wasn't as obliging with) and a comfortable driving position. But pinging through the corners and scorching up the straights, the LFA feels vice-less - it's well-planted, the ride isn't abysmal, the LSD-equipped rear-end feels less mischievous than the ISF sedan and yet the body sits ridiculously flat.Under brakes - enormous carbon ceramic discs with six and four-pot calipers - the LFA feels like its dragging its rump on the track, pulling up with considerable force and little diving from the snout. All that safety equipment - including the first airbag-seatbelt airbag - is a pleasantly re-assuring back-up to have when droplets are sometimes hitting the windscreen, but it feels far from required.LFA chief engineer Haruhiko Tanahashi says the development of the LFA was a challenge."The goal of obtaining an unprecedented level of sensual and emotional appeal required not only a high-revving engine, or impressive aerodynamics - it required passion. What we needed was a vehicle that moved its driver in more ways than one, a vehicle that stirred each of the senses," he says.They have succeeded - it's a pricetag beyond the ridiculous for most, but as an R&D exercise, a performance leader and a marketing halo for the Lexus brand, it is worth plenty.

...according to figures released yesterday by the Federal Chamber of Automotive Industries (FCAI). Unlike new vehicles sales, which remain behind the 2010 tallies to the same point, motorcycle sales to the end of September have grown by 3319 to 77,129 motorcycles - a 4.5 per cent increase over 2010 figures to the same point. FCAI motorcycle manager Rhys Griffiths said the strong sales figures were helped by significant growth in ATV sales, which are up 25.8 per cent year-to-date to 16,021, as well as in 8485 scooter sales - a 12.1 per cent hike. "The ATV segment is likely to be the result of the economic recovery in regional and rural Australia earlier in the year, where drought has been a mitigating factor for several years." "Strong growth of scooter sales and the resilience of overall road bike sales suggest commuters are finding motorcycles to be a practical solution to high fuel prices and inner city traffic congestion," he said. Road-bike sales are down 1.5 per cent year-to-date but the on-road segment is still the largest, representing 36.9 per cent of all motorcycles sold. The off-road segment is the second largest with 24,154 sales - a 31.3 per cent market slice of the market - and seven of the top 10 bikes sold are off-road motorcycles. ATVs now account for 20.7 per cent of the market, scooters are 11 per cent -  up from 17 per cent and 10 per cent respectively. Motorcycle sales in Australia peaked in 2008, with 114,210 motorcycles delivered to customers that year and while the market is not expected to pass that level this year, the FCAI said 2011 sales figures were encouraging after sales drops in the last two years.  

As supply from Japan returns to something approaching normal, the industry sales figures released by VFACTS and the Federal Chamber of Automotive Industries (FCAI) for September show. A resurgent Corolla - with pent-up demand - took top spot last month ahead of the two Adelaide-built Holdens that filled the rest of the September passenger car sales podium.The Commodore and Cruze were only split by Toyota's HiLux, which slotted into third place for overall vehicle sales totals, while the Mazda3 dropped off on the back the Mazda M-Day Sale bonanza the previous month.Mazda3 and Commodore remain locked in a tight battle for overall supremacy for the year, with the Commodore back in front of the Mazda3 by just 539 units.Both cars have been refreshed in time for the closing stages of the 2011 sales battle - Mazda3 has had the first of its SKYACTIV bits added to give it a boost but Holden's new LPG system won't arrive in time to return fire.Among the segments being watched by industry pundits will be the medium-car segment, sales of which is now closing in on the once-dominant large car market. One of the key cars in the medium segment will be the new Camry, which has been slowed by industrial action at Toyota's Altona plant.Toyota's sales and marketing senior executive director David Buttner said the industrial action had not greatly delayed Camry's changeover to the new model, expected in November."At this stage there's no further industrial action planned, there's a secret ballot and that result will be known next Monday."We haven't had to change many dates, we've only pushed wholesale out by one week, at this stage we're pretty well on track," he said.WINNER(S)Hyundai topped 65,000 units YTD last month and is up almost six per cent for the year, with new Accent, Elantra and i20, i40 and i45 all well ahead.Sibling brand Kia has again waltzed into the top 10 for the month - the third time for the year - and so far this year has sold 19,025 - up 4.6 per cent in a market that's still down 3.7 per cent overall. The bulk of the car maker's range is up and about - the Carnival peoplemover, Cerato small car, the Sorento and Sportage SUVs are all among the better performers.LOSER(S)The Chrysler brand is doing it tough - so far this year the Chrysler brand is down 34.5 per cent (September was 66 per cent down); Dodge is less morose, thanks to a massive jump in Caliber, which sold 388 last month, up from 4 in the same month last year.As a result, overall September for Dodge was up more than 170 per cent down on September 2010 and the year's tally about 64 per cent above its performance last year.The real shining light for the US group is Jeep's 32 per cent increase YTD over 2010, led by the new Grand Cherokee's charge into the luxury SUV segment.

... but Lexus might just do it next year. That's how confident they are about the new GS medium prestige sedan ahead of its arrival in the first half of next year, according to Lexus Australia chief executive Tony Cramb. Together with the new-look nose arriving on the RX and LX models, the GS is described by the former Toyota executive as a car the company has never got quite right and the new model as "critical." "The GS is really important, for us it's a car that we've never gotten quite right, if we're truthful, the new car itself, we think it's better," he says. The company faces a big challenge to become a "serious player" in the prestige sedan market. "The thing we have to work out now is how to get customers to believe Lexus can produce a car of that nature," he says. "It's a big challenge, if we can get it right then I think people will take us a lot more seriously." Mr Cramb, speaking at the first local drive program of the LFA supercar and revamped ISF, also expressed a desire for a GS F but stopped short of confirming anything beyond the GS model being available with an F Sport pack similar to the current IS model. "I'd love to introduce a GS F but at this point there's not talk of one, there's no doubt that in time that's something we've got to think about, but I can't talk about future product discussions at this point," he says. And the suggestion of an LS F, in the same category as a Mercedes-Benz AMG S-Class, is deemed conceivable but unlikely. "An opportunity exists for us to redefine luxury and performance-luxury motoring, clearly we need to move in this direction," he says. The company remains on target to top its 2010 sales figures (they finished the year with 6526 sales) despite the interruption to supply from the Japanese natural disasters - so far this year it is 0.1% down. "We're almost back on track, apart from the RX, but from here on in you'll see full supply of Lexus - we'll be more than last year even with around 1500 cars missing from Japanese supply issues, it's not as good as we would have hoped, we would expect more next year," he says.

The Japanese luxury arm of Toyota is aiming for automotive botox with its expanding F-Sport range, now adorning the CT small hybrid and IS sedan ranges, but destined during 2012 for the bulk of the Lexus range. Lexus Australia chief executive Tony Cramb says the brand is broadening its appeal with F-Sport and the halo-car $750,000 LFA. "From our point of view it's something to inspire a new group of customers, even though only 10 will get to own one," he says. F Sport models will number 7 in total by the end of next year, starting with the new GS in the first half of next year and spreading through the passenger car and even the SUV ranks. Lexus marketing manager Peter Evans says Lexus is looking to improve its emotional appeal and attainability following the good response to the ISF sedan. "Our F-range of products started 12 months ago, there was a clear understanding that Lexus needed an attainable sports model," he says. The F-Sport upgrades - which focus on chassis, steering, brakes and the wheel/tyre packages - are not restricted to a small number of models and Lexus Australia is pushing the DNA link between the LFA supercar and its expanding range. "F-Sport will become a prominent part of our model mix, not just for the petrol buyer. CT hybrid set in motion an offering not considered before," he says. Since it was introduced into the Lexus brand 12 months ago, Lexus says the F-Sport packages account for almost a third of CT hybrid sales and nearly half of the IS sedan's sales tally. "The LFA has resonated with our customers, F-Sport in Australia has put us on the map as a global study, we're regularly requested by Japan to present on the program," Mr Evans says.

If a car brand completely resists trends and change, there's every chance it won't live to regret the decision. Land Rover - like Jeep in many ways - resisted the soft-roader trend, preferring to keep things like dual range, ground clearance and off-road ability before indulging in metrosexual tendencies.Both hard-core 4WD brands succumbed and Land Rover's result was the Freelander, which is without a transfer case and sits lower than the rest of the Land Rover range - but don't mistake it for an overgrown shopping trolley built for the school run and nothing else.We're in the range-topping SD4 HSE - which has a lofty $65,854 asking price before any stickers are added or taxes paid. That's not cheap'n'cheerful, but patience - the contents list includes satellite navigation, steering wheel controls for audio, cruise and phone, dual zone climate control, manual reach and rake steering adjustment, power-adjustable front seats with armrests, automatic xenon headlights, parking sensors front and rear (but no rear camera), Bluetooth phone link, leather trim for the seats, steering wheel, gearshifter and console, trip computer, dual-zone climate control, automatic headlights and windscreen wipers.The test car was also packing gear from the HSE Premium Luxury package, which adds $6890 to the bottom line and among its inclusions are adaptive function for the headlights, 19in 10-spoke diamond cut alloy wheels (including a full-size spare), an auto-dimming rearvision mirror, heating for the front seats, a heated front windscreen (for the snow bunnies), upgraded leather trim and the Alpine 13-speaker surround sound system. The option box for the double sunroof (for $3300) and black metallic paint (a $1700 hit) were also ticked, taking the as-tested priced to a grand total of $78,144.The little Landie packs plenty of good stuff, although this particular engine misses out on the start-stop fuel saving system found elsewhere in the range, there's brake energy recovery to keep the battery charged up.The 2.2-litre turbodiesel is a common-rail unit that employs balance shafts to keep it smooth - Land Rover's own figures suggest it is one decibel quieter than the in-line six-cylinder petrol. The powerplant produces 140kW at 3500rpm, which is not too far short of the petrol engine's 171kW effort. The diesel has a peak torque figure of 420Nm and a combined fuel consumption claim of 7 litres per 100km, 103Nm more than the petrol engine and using 3.7 fewer litres per 100km. The Freelander sips from a 68-litre tank, suggesting an open-road touring range of 1000km would be possible.Where the Freelander has an advantage over much of its compact SUV competition is the Terrain Response drivetrain  system that tailors the car's electronic systems to the impending terrain.Although not as advanced as the Terrain Response in its larger brethren - in the case of the Range Rover Sport now has a dynamic driving mode for the active suspension - the Freelander has four modes - general driving, grass/gravel/snow, mud/ruts and sand - for getting it a little bit dirty.The stability and traction control systems, as well as the Haldex four-wheel drive system, work together to endow the Freelander with a level of offroad ability well beyond the segment average. The drivetrain uses an electronically-controlled rear diff to put drive to the rear wheels as required, via a six-speed automatic transmission, as well as a hill-start and downhill assistance systems.It's not quite a mini Disco or Defender, nor is it a pint-sized Rangie (they've done that now anyway) but the Freelander has aspects of all three - the front grille in particular - within its fairly conventional exterior package. That's far from a bad thing as the Land Rover breed has always produced handsome machinery, from the rugged utilitarian 110 and Defender models through the to the regal and arrogant supremacy exuded by the Range Rover.The cabin follows suit, adopting (as you'd expect) switchgear and dash layouts from the rest of the family. The test car's burnt orange interior might not be the first choice in trim colour but the ergonomics of the interior are much-improved over earlier Land Rover product - the only way in many cases was up.Aside from the inherent active safety of all-wheel drive, the Freelander employs anti-lock brakes with emergency braking assistance (which the company says can reduce stopping distances by up to 15 per cent) and  brakeforce distribution systems. Some of the same hardware also deploys in the form of traction and stability control, as well as cornering braking and anti-rollover control systems. The passive safety features list includes dual front, front-side airbags and full-length side-curtain airbags, as well as a driver's knee airbag.This segment is awash with vehicles that have no chance of overcoming a wet grassy slope at a country footy game - the Freelander is not one of those soft-roader wanna-bes. The green oval badge would (I hope) fall off in disgust if it weren't capable of getting its Continental rubber grotty and ploughing on unfazed. Granted, it's never going to clamber over the terrain its brethren can, but it will certainly complete more arduous tasks than the bulk of its competitive set.Terrain Response is off-roading for dunces and - provided you have faith in the under-body protection - it can be bumped and thumped over some more challenging terrain. Tracks violated by big ruts left by large off-roaders will offer the Freelander a challenge only through lack of clearance, which is decent for the segment at 210mm, not from a lack of tractive performance from the drivetrain. On the bitumen, the Freelander is a very comfortable conveyance - the top-spec leather seats are well-cushioned (if not heavily endowed with lateral support).Ride comfort is more supple than the German prestige competitors and while body roll is a little more prevalent, it's not a roly-poly mess like the original Range Rovers - it progresses with purpose once settled into a bend.The driver has enough adjustment to get a good position behind the wheel and rear seat head and leg space is still reasonable with taller occupants in the front.The diesel is reasonably quiet and offers a solid shove in the back from low in the rev range, without having to resort to full throttle - punch it hard and Land Rover says it will hit 190km/h and only takes 9.5 seconds to hit 100km/h, which is not far off the petrol six-cylinder model's claim.In cabin storage is reasonably good but the level of connectivity isn't up to par - no USB socket or Bluetooth link for the music, just a 3.5mm jack.There are cheaper prestige alternatives in this segment - as well as a well-mannered local - but what price to pay for the compact SUV with badge cred? It is probably top of the pops in off-road terms and pretty good on the bitumen too, but the high asking price takes the shine from the Freelander.

The brand Jeep has become a synonym for anything that is a rough'n'ready off-roader. The new Grand Cherokee flagship brings that heritage with it, but boasts improved refinement and better cabin space, something its forebears lacked.The updated Grand Cherokee range was a long time coming but the payoff was in the price - the pricetags shed thousands and the four-million-plus global sales tally for the model will no doubt be boosted by the leaner pricetag demand.The Limited V8 model has dropped more than $10,000 to $60,000, which corresponds to a features list by no means the worst in the segment.That asking price gets the Quadra-Trac II active full-time variable 4WD system, hill start assist and descent control, although the test vehicle had been upgraded with the off-road pack.Ticking that box upgrades the drivetrain to Quadra-Drive II active 4WD system, which has an electronic rear limited slip diff, 18in alloy wheels with all-terrain tyres and underbody protection.The test car also had the optional Quadra-Lift air suspension system and a sunroof.Standard fare on the Limited does include automatic bi-xenon headlights with auto-dipping and auto-levelling, power-adjustable and folding exterior mirrors with heating function, rain-sensing wipers, Bluetooth (phone and music link), satnav, a 30gig hard-drive equipped sound system, dual zone climate control, heated leather-trimmed seats front and rear, power adjustable front seats, a reach-and-rake adjustable leather-wrapped steering wheel with audio (on the back of the wheel) and cruise controls.The upgraded 5.7-litre V8 now offers 259kW and 520Nm, which is enough to get the big off-roader moving away in a hurry, with an appropriately tuneful soundtrack. The Hemi V8's cylinder dropout system - which cuts the running cylinders from eight to four - seems to be a more pro-active and aggressive fuel-saving system than the one dropping half the cylinders on Holden's V8.At least, that's if you believe the "Eco" light on the dash - the test figure near 18 litres per 100km is not the worst I've achieved in a 2.5-tonne V8 SUV, so it must be doing something right.The Grand Cherokee's features list also has Jeep's take on Land Rover's terrain Response system - called Selec-Terrain.Teamed with the Quadra-Lift adjustable air-sprung independent front and rear suspension, the 4WD system allows the driver to set the car up for the terrain being encountered. Settings for snow, sand and mud, rock crawling (which lifts to the 271mm maximum clearance) - as well as an auto and sport setting - is 4WDing for dummies.Auto allows the car to lower itself at highway speeds while the sport mode winds back the stability control threshold and tightens up the suspension, although the order around the dial is odd, slipping Snow between the Auto and Sport modes.The design leaves little doubt about the brand you're viewing, but the shape has been smoothed over to gather every bit of aerodynamic improvement, without a major image change.Lighter, yet larger and boasting improved body strength (Jeep says there's a 146 per cent improvement in torsional rigidity), the Grand Cherokee's cabin has lost some of the reverse-Tardis effect that afflicted its ancestors - the big wagon actually offers decent interior space and comfortable pews.The nuclear family has enough space for a roadtrip, although its not a cavernous cabin, but the ability to recline the rear seat's backrest was helpful for tired offspring.The Grand Cherokee feels solid and strong, as well as packing a safety features list that wants for little. There's dual front and front-side airbags, a driver's knee airbag and full-length curtain airbags; the front occupants also get active head restraints.The active safety systems include stability control, which has brake assist, traction and roll-over control systems, as well as functions to dry discs and a trailer sway control system. The Limited also has a reversing camera and parking sensors front and rear and a tyre pressure monitor.The bumpy unsealed carpark was as close to off-roading as we got during our time in the Limited V8. Damp and slippery grass failed to distract the Grand Cherokee from darting quickly away from standstill - no panic attacks from electronic aids, just rapid forward progress and the melodic tone of the Hemi V8.But our time in the car was spent doing what these vehicles do most of the time - carting kids and associated paraphernalia around, negotiating traffic and performing general duties.It completes the tasks set in a more subdued and comfortable manner than the previous incarnations, although the ride in Auto mode could be a little more supple, given there's a Sport mode as well, but the big Jeep turns in with surprising enthusiasm - bring on the SRT8 hotrod.Parking radar and a rear camera are welcome features but one that isn't is the horrific foot-operated park brake. The US seems to be enamoured with this type of system and it's not too bad when properly positioned and teamed with a left-foot footrest, but the Grand Cherokee's set-up is far from perfect.The five-speed auto generally performed smoothly and with some intelligence, but the change from first to second (regardless of throttle in use) in the test vehicle was well short of the quality from the remaining ratios.The new Grand Cherokee is a big - but required - step forward for the burly American off-roader, which has rarely been doubted for off-road ability but lacked finesse on the sealed stuff. That has changed with the new model and it deserves serious consideration if you're looking for a family wagon that can go bush with vigour.

It may well be the most popular bloke's fantasy that we can detail in a family newspaper - driving a Falcon or Commodore around the famed Mount Panorama race circuit.Even though the V8 Supercars of today bear little resemblance to the racing machines, the masses simply count the cylinders, check the badge and that's enough for them.When reality hits - purchase price, fuel use, approval from the missus - either of the two locally-built family sedans are more likely to pack six cylinders than eight.The Adelaide Hills might not be Mount Panorama but 150km of sodden hills roads was covered in each of the six-cylinder sedans from Holden and Ford to get a handle on which one tops the timesheets, I mean the shopping list.