Articles by Stuart Martin

Holden's parent company GM is promoting the Chevrolet Caprice Police Patrol Vehicle's (PPV) benefits following back-to-back US testing with its current primary competition. "Police departments around the country told us they needed a modern, high-performance rear-drive pursuit car, says GM Fleet and Commercial Operations product director Joyce Mattman. "These results are proof that the Caprice PPV delivers the performance officers want, without compromising safety or comfort," she says. Holden remains in a holding pattern, awaiting firm orders for the police-pack version of the brand's Adelaide-built luxury flagship. GM Holden external communications director Emily Perry says they are optimistic about orders coming in next month. "We're still waiting for feedback from our US colleagues as to how the fleet drives have gone with the North American police forces," she says. "We would expect to open the order books and start taking orders next month and those vehicles could be made before the end of the year - so as soon as we have more news on that we look forward to sharing it," she says. Information from the Michigan State Police Evaluation Program results are preliminary, according to GM, with final results set for publication later this year, but the company says the Caprice PPV hit 97km/h (60mph) and 161km/h (100mph) faster than its opposition, as well as recording a higher top speed and shorter stopping distances. The Caprice PPV will be powered by both V6 (to be offered in 2012) and V8 engines, the latter running a six-speed automatic behind the six-litre V8 that produces 265kW and 521Nm. The Caprice was up against the police specials from Dodge and Ford, although the latter is already headed for the history books. Dodge is waving the Stars and Stripes every chance it gets with the already-available Charger Pursuit, which boasts a 186kW/340Nm 3.6-litre V6 and 317kW/569Nm 5.7-litre HEMI V8 powerplants, rear-wheel drive and two-mode police-specific electronic stability control. Ford's once-dominant Crown Victoria Police Interceptor will be replaced towards the end of this year with a Taurus-based all-wheel drive police model, as well as an SUV Police Interceptor based on the new Explorer. Ford's Police Interceptor sedan will be propelled by a two-pronged V6 engine range - one a 196kW/338Nm 3.5-litre V6 engine, the other a new 3.5-litre EcoBoost twin-turbo direct-injection V6 producing more than 272kW and 475Nm of torque to all four wheels. While the Caprice outperformed its immediate rivals, the new Ford police vehicle won't be in production until the end of this year. Holden's Adelaide plant is taking on an additional 50 staff on 12 month contracts from November as the plant returns to two shifts. The second shift is part of plans to ramp up production of the Cruze from early 2011 - as well as the VE Series II Commodore - but Holden won't elaborate on any plans to expand further on the back of any US orders.

This is probably the fastest Kia on Australian roads. No, we're not in some undercover Cerato coupe with a tweaked engine, it's the Grand Carnival peoplemover.It packs a big V6 punch, similar to Aussie V8s of less than 20 years ago, and remains the most popular peoplemover in Australia. There are several reasons for that - price, space and flexibility key among them.VALUEI wrote recently that the Commodore and Falcon offered plenty of metal for the money and the Kia tribe-shifter is no different. In fact, it is better in some respects, particularly if you have more than two children.Priced from $39,990, the Si entry-level model the eight-seater offers a 2-3-3 seating layout but sadly only has lap-only belts for centre rear passengers in the second and third rows.For a base-model Korean peoplemover the features list has a few highlights, including power-adjustable and heated exterior mirrors, remote central locking, cruise control, USB/3.5mm audio inputs for the six-speaker 6CD sound system, power windows (including electric pop-out rear windows for the third row), seven cupholders and front and rear air conditioning.TECHNOLOGYThe 3.5-litre V6 replaces the outgoing 3.8, offering 20 more kW (at 202kW) while torque has dropped to 336Nm from 343Nm, but it now complies with the stricter Euro IV emissions.Fuel use on the combined cycle lab figure has dropped by 1.9 litres to 10.9l/100km - although a more real-world figure is in the mid-teens - but if frugality is higher up your priorities list there is also a 2.9-litre turbodiesel four-cylinder that offers 136kW and 343Nm (with a five-speed auto) and a combined figure of 8.5 litres per 100km.Part of the petrol version's fuel use drop will have come from the longer legs of the six-speed auto, which is well-suited to duties with the V6 and even at full-throttle the changes are smooth, if a little lazy.DESIGNSitting on 16in steel wheels, the boxy-bodied Carnival isn't going to win any design gongs but it's not as ugly as some of its Korean compatriots.Inside the benefits of the exterior are apparent, with plenty of room for a versatile and comfortable seating set-up, with big sliding doors providing decent access. The lap-only belts for the centre seat occupants are something that needs to be addressed, but the Grand Carnival does offer good cargo capacity even with all seat-rows up and occupied.With the second row removed and the third rows folded there's a massive amount of space on offer if you need it, just don't tell any friends who are nomads when it comes to moving house - let them pester the ute and van drivers first.SAFETYThe Kia's safety features list isn't anything far above the current industry norm, with anti-lock brakes (with brakeforce distribution and brake assist) stability and traction control - the latter does take a while to kick in when the big V6 lights up the front wheels.The airbags list has dual front, side and curtain airbags but the base-model misses out on the reversing camera and rear parking sensors - given the primary cargo it should now be standard fare not just on this model, but any car with less than adequate rear visibility.DRIVINGYou can't expect first-rate dynamics from a box on wheels and the Grand Carnival isn't the kid-carter to change that. What is does offer is price-competitive transport for a large clan - anyone with more than a couple of kids is going to appreciate the abilities of this big peoplemover. Some of the interior is a bit plasticky but there's a nice sound system, clever and versatile storage in the front and no shortage of grunt to get underway when fully-loaded.The issues are few - the suspension needs a decent load on board before it settles down to provide a good ride but the main problem is with the accelerator - it's too sharp for this market segment. The outputs are strong and won't be maligned when there's seven on board plus gear, but there will be heads flung back and forward en masse at every light, which is far from ideal.The absence of lap-sash seatbelts on all seating positions is something that needs to be rectified and the considerable girth would seem to warrant parking sensors front and rear might be a good thing to have as standard.VERDICTAs a value for money kid-carter the Kia has plenty to offer, but there are shortcomings that come with the lower pricetag. But this brand has shown an aptitude for listening and getting things right.KIA GRAND CARNIVAL SiPrice: from $39,990Engine: 3.5-litre DOHC 24-valve V6Transmission: six-speed automatic, front-wheel drivePower: 202kW @ 6300rpmTorque: 336Nm @ 4500rpmFuel consumption: 10.9litres/100km, tank 80 litresEmissions: 259g/kmSuspension: MacPherson strut (front); multi-link (rear)Brakes: four-wheel discs, front ventilated, anti-lock, stability controlDimensions: length 5130mm, width 1985mm, height 1805mmWheelbase: 3020mmCargo volume: 912/2380litresWeight: 2117kgWheels: 16in steel.

Office, rest area, tool carrier, workshop and transport, the versatile van’s sliding door thud signals knock-off for hundreds of tradespeople every day.  While much has changed beneath the skin there is precious little - by necessity - that has altered from the outside.Fundamentally these workhorses are required to carry as much as they can, so the long rectangle that passes for styling remains.  Unlike the utes that are going soft and stylish, the van goes on unchanged.Plumbers, florists, mobile mechanics, cleaners and many and varied trades still opt for the light-commercial van - many now offered in short and long-wheelbase models - for flexibility and security.Safety equipment is only becoming more common on the recently-released vans, while the older models - HiAce and Express in particular - miss out on anti-lock brakes, while the latter doesn't have an airbag standard.  But despite that, and perhaps no surprise, that Toyota has the top-selling van.The HiAce is a long-serving veteran of the segment, having been on the order books since 1970.  Ford's famous Transit van can also trace a heritage back to the early 1970s and has long been a favourite.The segment is becoming more crowded as the Europeans and the Koreans make an impression.  Citroen has had the Berlingo in the market for just over a decade and it has recently been joined by the Dispatch large vans range in 2008.The French are also represented by Citroen's sister company Peugeot (which has the Expert and Partner vans on offer) and Renault's Kangoo mini-van and full-sized Trafic.One of the key models in Fiat's return to the Australian market was the Ducato, which was followed by the Scudo.  Hyundai romped into the market in 2008 with the iLOAD and is now the second-highest seller in the van segment behind the Toyota.The Germans are represented by Mercedes-Benz and Volkswagen - the Vito carries the three-pointed star into the workhorse realm, and embarrassed a few sports car drivers in the last Classic Adelaide Rally with its performance.  Volkswagen has the Caddy and the newly-updated Transporter regularly bringing it more than 200 units a month.So far this year, the light truck market (to the end of August) stands at 107,365 vehicles - up by 6822 vehicles or 6.8 per cent, assisted by increased van sales which are up 4.2 per cent or 566 vehicles.The top-selling vansToyota HiAce VanPrice: from $34,540.Engine: 2.7-litre petrol or three-litre turbodiesel four-cylinder.Transmission: five-speed manual or four-speed automatic, rear-wheel drive.Power: 111kW; 80kW.Torque: 241Nm; 286NmFuel consumption: 11.6 litres/100km (diesel 8.6), tank 70 litres.Emissions: 275g/km (diesel 225).Brakes: front discs, rear drumsDimensions: length 4695mm, width 1695mm, height 1980mm, wheelbase 2570mm, cargo volume 6000 litres, weight 1665kg.Wheels: 15-in steel wheels.Hyundai iLOADPrice: from $29,990.Engine: 2.4-litre petrol or 2.5-litre turbodiesel.Transmission: five-speed manual or automatic, rear-wheel drive.Power: 129kW; 125kW.Torque:228Nm; 392Nm.Fuel consumption: 10.1 litres/100km (diesel 8.5), tank 75 litres.Emissions: 238g/km (diesel 225).Brakes: four-wheel ventilated discs, with ABS.Dimensions: length 5125mm, width1920mm, height 1935mm, wheelbase 3200mm, track fr/rr 1685/1660mm, weight 1943-2172kg.Wheels: 16-in.Ford TransitPrice: from $35,990.Engine: 2.2-litre turbodiesel four-cylinder front-wheel drive or 2,4-litre turbodiesel rear-wheel drive.Transmission: six-speed manual.Power: 85kW; 103kW.Torque: 300Nm; 375Nm.Fuel consumption: 7.2-10.4 litres/100km, tank 80 litres.Emissions: 189-274g/km.Brakes: four-wheel disc brakes.Dimensions: length 4863-6403mm, width (incl mirrors) 2374-2492mm, height 2067-2622mm, wheelbase 2933-3750mm, cargo volume 6.5-14.3 cubic metres, weight 1700-2293kg.Wheels: 15-16-in steel.Volkswagen CaddyPrice: from $25,740.Engine: 1.6-litre petrol four-cylinder or 1.6-litre turbodiesel four-cylinder.Transmission: five-speed manual or six-speed DSG automatic, front-wheel drive.Power: 75kW; 77kW.Torque: 148Nm; 250Nm.Fuel consumption: 8.2 litres/100km (diesel 6), tank  litres.Emissions: 195g/km (diesel 159).Brakes: four-wheel discs, front ventilated, with ABS.Dimensions: length 4405mm, width 1794mm, height 1833mm, wheelbase 2682mm, cargo volume 3.2 cubic metres, weight GVM 2124kg.Wheels: 15-in.Mitsubishi ExpressPrice: from $24,590.Engine: 2.4-litre SOHC 16-valve four-cylinder.Transmission: five-speed manual, rear-wheel drive.Power: 84kW @ 5000rpm.Torque: 188Nm @ 3000rpm.Fuel consumption: 10.4 litres/100km, tank 55 litres.Emissions: 248g/km.Brakes: front discs, rear drums.Dimensions: length 4505mm, width 1690mm, height 1840mm, wheelbase 2235mm, weight 1290kg.Wheels: 14-in.Volkswagen TransporterPrice: from $36,490.Engine: three versions of a two-litre DOHC 16-valve turbodiesel (single or twin) four-cylinder.Transmission: five or six-speed manual or seven-speed DSG automatic.Power: 75kW; 103kW; 132kW.Torque: 250Nm; 340Nm. 400Nm.Fuel consumption: 7.5-8.4litres/100km, tank 80 litres.Emissions: 198-221g/km.Brakes: four-wheel discs, with ABS and ESP.Dimensions: length 4892mm (LWB 5292), width 1904mm, height 1990-2476mm, wheelbase 3000mm (LWB 3400), cargo volume 5.8-9.3 cubic metres, weight 1682-1764kg.Wheels:16-in (LWB 17-in).

Whatever you want to call it - a Sport Utility or Activity Vehicle - the BMW X5 is a yardstick for the big wagon market.  The updated family truckster from BMW has adopted some new engines as well as a styling tweak and it reunites Carsguide with a much-loved engine.The X5 35i is propelled by the sweet twin-turbo straight six and the chassis has lost none of its capability in the bends.PRICING & DRIVETRAINThe X5 35i might not look like value for money at $103,900 before it gets plates and a sticker, but there's a features list that takes a bit of the sting out of this versatile machine's pricetag. As you'd expect for that money, there's a leather-wrapped multi-function steering wheel, keyless go, front and rear parking sensors, satellite navigation (with hard drive), anti-dazzle mirrors, a sound system which shares the 80gig hard drive with the satnav, Bluetooth phone link that can be upgraded for Bluetooth audio, cruise control with braking function, 19in alloys, parking sensors front and rear, a reversing camera, rain-sensing wipers and dusk-sensing headlights.The test car was fitted with a number of options totalling about $12,000, including bi-xenon adaptive headlights with high-beam assist and the head-up display - which is informative (speed and satnav directions are handy) but the display doesn't show up at all well if the driver is wearing polarising sunglasses.  The lighting package isn't cheap but it is clever and effective.TECHNOLOGYThe 35i (which replaces the near-$20,00 cheaper 30i) is powered by the direct-injection twin-turbo variable-valve straight-six petrol engine - one of the best powerplants in the BMW range, adding 20kW and 85Nm.  Despite a kerb weight over two tonnes, the 35i can still hit 100km/h in 6.8 seconds, and sings a sweet tune while doing so.Featuring the double-VANOS variable camshaft control system, BMW claims that despite such good outputs and the 35i can return 10.1 litres per 100 km, down from the outgoing 30i by 1.6 l/100km.That's probably due in no small part to the presence of the eight-speed automatic.  The BMW regenerative braking system is new to the X5, putting energy back into the electrical system and reducing the load on the powertrain.DESIGNThere's no mistaking the X5 for anything other than the latest incarnation of the big Beemer - its sculpted and has bulges in all the right places, with the daytime running lights giving it even more menace than the already-aggressive road stance - it's gone up a size in wheel to 19in and that adds to the handsome looks.Inside there's not an over-abundance of cabin space but enough for four adults - provided none are too tall - to be comfortably seated, with the boot able to swallow a reasonable amount, although it is not a cavernous load bay.  The optional third row is a kids-only bench and would eat into the luggage space - if you're needing a third row there are probably better options.SAFETYThe X5 has all manner of passive and active safety systems, the most obvious being three-point seatbelts, dual front, side and full-length curtain airbags.  There's also the stability control system, which comprises anti-lock brakes, traction control, roll-over sensors.The big Beemer does have the off-road hill descent control system but given the vehicle is not really set up for off-roading it's a little superfluous.  It's all-wheel drive system is one of the more intelligent systems on offer, using all four wheels - running a front to rear 40:60 split most of the time - rather than running front-wheel drive and reacting to traction changes.The system also sends drive to the rear end for corner exits, which contributes to its cornering prowess.DRIVINGThe X5 is without doubt one of the best SUVs to drive ... on the right road.  Tatty road surfaces that are becoming the norm are not flattering to the ride quality of the X5, due in part perhaps to the run-flat tyres on its rims.But it gets better the harder you push it and can be swifter than appearances would suggest.  The turbo powerplant takes a smidgin longer to huff and puff and get underway than it does in a 1-Series coupe, but then extra lard will do that.But once up and running, the seamless outputs put the big wagon well into its stride and it can be quick and pleasantly planted, a well-balanced machine to drive.  If it wears an SUV tag then it needs to be able to get a little dirty and A-grade dirt doesn't phase the big German (it's a Yank actually, built in Alabama).Endowed with a well-controlled body, more-than competent chassis and clever four-wheel drive system - as well as the aforementioned grunt - the X5 makes back road trips fuss-free regardless of the surface.VERDICTA talented machine that - mostly - keeps getting better with every update - it's easy to see why the X5 outsells the smaller and cheaper X-models by more than two to one. 85/100BMW X5 35iPrice: from $103,900.Engine: three-litre 24-valve variable-valve twin-turbocharged petrol six-cylinder.Transmission: eight-speed automatic, all-wheel drive.Power: 225kW @ 5800rpm.Torque: 400Nm between 1200 & 5000rpm.Performance: 0-100km/h 6.8 seconds. Top speed 235km/h.Fuel consumption: 10.1litres/100km, on test 14.9, tank 85litres.Emissions: 236g/km.Brakes: four-wheel ventilated discs, with stability, brake assist, hill descent and traction control systems.Dimensions: length 4857mm, width 1933mm, height 1776mm, wheelbase 2933mm, track fr/rr 1644/1650mm, cargo volume 620/1750litres, towing capacity 750kg unbraked/2700kg braked, weight 2070kg.Wheels: 19in alloys.

The brand synonymous with car occupant safety is now putting pedestrians out of harm's way.  Volvo is demonstrating its new Pedestrian Detection avoidance system in Australia ahead of its debut in the S60 sedan at the Australian International Motor Show next month. The Chinese-owned Swedish brand said the safety system can detect a pedestrian stepping out onto the road and automatically activate the brakes if the driver does not react.  Volvo Car Australia managing director Alan Desselss said Volvo was setting a new car safety benchmark. "Volvo is committed to the safety of all road users and, with this system, arguably one of our most vulnerable road users is better protected than ever before." "This technology has not been designed to take control away from the driver but merely acts as a back-up system which, unlike a human, can never be distracted," he said. Monash University Accident Research Centre senior research fellow Dr Bruce Corben said travel speed is critically important to pedestrian safety. "In-vehicle technologies that can detect pedestrians ahead, activate braking earlier and so shorten vehicle stopping distances, show considerable promise, not only in avoiding collisions but, by reducing injury risk through lower impact speeds when collisions do occur," he said. Australian Automobile Association statistics show that over the last decade, 3449 pedestrians were killed on Australian roads, with more than a third over the age of 60 and 1 in 10 under the age of 14 years. Volvo's new system - which will be teamed with adaptive cruise control - uses the radar in the grille and a camera behind the interior rear-view mirror to detect pedestrians 80cm and taller.  The safety system will be optional on the new Volvo S60 sedan - which will start around $60,000 - as part of adaptive cruise control and collision warning system when it goes on sale in Australia in December.

... but for a truly great feud there are few greater than Holden versus Ford.The colour scheme at motorsport events around the nation is simple - red and blue - and it's something that astounds imported managing directors on both sides of the fence. Both companies have had to make wholesale strategic changes in the face of changing market demands, but for now the flagship battle is Commodore versus Falcon.The former remains the country's top-selling passenger car - a title it is likely to retain this year for the 15th time at the end of 2010 - while the latter has struggled in the face of stronger competition from the small car and SUV ranks.GM Holden chairman and managing director Mike Devereux said the exterior changes were only evolutionary but the under-skin engineering changes were what is significant for the model upgrade."The VEII is not revolutionary to the outside of this car and it's not meant to be, if it ain't broke, don't fix it - they didn't make design changes just for the sake it, the feedback we get is that it's one of the best looking cars on the road. The revolutionary changes are underneath and inside the vehicle," he said.VALUEBoth cars represent plenty of metal for the money - circa $40,000 - and neither has been selling at the recommended retail price for some time. The features lists on both the VEII Omega and the FG XT have big six-cylinder engines teamed with six-speed automatics, 16in alloy wheels, multi-function trip computers, trip computers, cloth trim, cruise control with steering wheel mounted controls for that, the audio and Bluetooth phone systems.The Falcon makes do with single-zone climate control while the updated Omega has dual-zone climate control, both with rear vents. Both cars have electrical adjustment on the driver's seat with manual slide and automatic headlights. Neither car has rain-sensing wipers but the Ford gets a splitfold rear seat, something Holden still can't do - the Omega has a hatch through to the boot.TECHNOLOGYHolden's main claim to fame for VEII is the E85 capable three-litre V6, which uses a little more of the ethanol-blend fuel than it does when running normal unleaded. Holden says there's no outright increase in power and torque when running on E85, but rather the increased outputs work through the mid-range with a cleaner, smoother burn. The revised touchscreen system is an improvement over the outgoing VE's layout and is standard range-wide, although with satnav only standard on top-end models. It ties together the Bluetooth and other infotainment functions and is displayed higher - although not quite as high as the Falcon - and closer to the driver's eye-line.Ford's drivetrain upgrades earlier this year brought it into line with Euro IV emissions standards, as well as improving fuel economy. The ZF six-speed automatic (replacing the outgoing five-speed auto in the XT base-model) teams with a number of hardware, software and calibration changes to drop fuel consumption to 9.9 litres per 100km, an improvement of 5.7 per cent, with a corresponding drop in emissions.DESIGNBoth cars are evolutions of long-running body shapes, the VE being the more recently and majorly overhauled in 2006 while the FG's body shape harks back to the BA.The Holden has undergone revolutionary changes to its exterior - new front fascias and changes to the bodywork below the front bumper, as well as the underbody panels to improve the aerodynamics - Holden boss Mike Devereux says the design team were following an "ain't broke, don't fix" design brief. The subtle front-end changes give the Omega a deeper-chinned slightly more aggressive look.The Ford is still a handsome machine but neither is on the cutting edge of styling.SAFETYThe Holden and Ford products both have stability and traction control as standard, with anti-lock brakes that have brakeforce distribution. The Omega has dual front, side and curtain airbags are standard, whereas the XT needs an option box ticked to get the side-thorax and curtain airbags for $300, making do with dual front and side head/thorax airbags as standard.DRIVINGGetting back behind the wheel of an FG XT and the first thing that becomes apparent is the high-set seating position for the driver. For anyone average height and above, the seat could be lower-set, with the steering wheel needing to start a little higher. The FG's mirrors are on the small side but reasonable vision can be achieved. Pairing a phone to the Ford's infotainment system is simple and there's an iPod connection to integrate the phone and allow the music player to be controlled from the helm.On the winding country roads of the Adelaide hills, the Falcon - even in its mainstream chassis set-up - feels well-planted on the road. The Goodyear rubber gets a little rumbly on the coarse road surface but at cruising speeds the XT is quiet. In the corners the steering has good meat to it and despite not being the sports model it handles bends (including those with mid-corner bumps) with aplomb and without excessive body-roll.The four-litre in-line six-cylinder might well have been around since the invention of the wheel but it still does the job, displaying 11.1 litres per 100km on the winding, hilly country drive loop. A strong mid-range is where this engine is at its best and the six-speed auto - more intuitive than its immediate opponent - works particularly well with this big six engine, which best left in the bottom half of the rev range as it feels a little strained at full noise.Complaints are few - the XT's plastic steering wheel feels a little cheap, the driver's seat is reasonably comfortable but needs to be better-cushioned and more in rather than on.Switching to the driver's seat of the VE II Omega, it is apparent the Bridgestone rubber is a little less noisy on the same coarse chip bitumen. The mirrors are actually a little smaller than the Falcon's which means rear vision could be better on both cars, but the driving position and seat comfort. The VE II is similarly impressive over the same twisty loop, with lighter steering that feels a little less meaty than the Falcon.Neither car drives like machines that tip the scales at more than 1.7 tonnes - Holden is yet to release a weight figure for VEII - but both cars are light on their feet.The centre stack with the iQ touchscreen system - with the dual zone climate control below it - has a cleaner look than VE I, with fewer trim joins. Holden said it was aiming to improve the connectivity of the car to smart-phones and other devices and it has - the Bluetooth link to phones and audio devices is simple to use and the only drawback will be some devices can't be operated using the steering wheel controls.The three-litre V6 is running on an ethanol-blend and it's a little smoother - the sweeter fuel has not roughed the V6 up. It still feels a little undergone through the mid-range compared to the Ford and the trip computer ended the same loop showing 13.7 litres per 100km, which corresponds to Holden expectations of increased fuel use on E85.The Holden's six speed auto is better than earlier versions but the Ford transmission is still a little smarter. The Holden also still gets a plastic steering wheel that looks a little tacky, but the controls on the wheel are simpler. Included in that is the easier-to-use centre display between the speedometer and the tacho, which is easier to navigate and use than the Falcon's, if not quite as comprehensive in terms of information.SCOREHolden Commodore Omega 76/100Ford Falcon XT 70/100HOLDEN VEII COMMODORE OMEGAPrice: from $39,990Engine: three-litre 24-valve DOHC direct-injection V6Transmission: six-speed automatic, rear-wheel drivePower: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel consumption: 9.1 litres/100km, tank 71litresEmissions: 216g/kmSuspension: direct-acting stabiliser bar, coil spring (front); multi-Link independent, coil spring, stabiliser barBrakes: four-wheel ventilated discs, twin piston alloy front and single piston alloy rear calliperDimensions: length 4894mm, width 1899mm, height 1476mmWheelbase: 2915mm, track fr/rr 1602/1618mmCargo volume: 496 litresWeight: 1690kgWheels: 16in alloys.FORD FG FALCON XTPrice: from $40,290Engine: four-litre 24-valve naturally-aspirated six-cylinderTransmission: six-speed automatic, rear-wheel drivePower: 195kW @ 6000rpmTorque: 391Nm @ 3250rpmFuel consumption: 9.9 litres/100km, tank 68 litresEmissions: 236g/kmBrakes: four-wheel discs, front ventilated, with anti-lock, stability and traction control systemsDimensions: length 4955mm, width 1868mm, height 1453mmWheelbase: 2838mm, track fr/rr 1583/1598mmCargo volume: 535 litresWeight: 1704kgWheels: 16in alloys.

The landscape of the battlefield has changed but the combatants have not changed much. The long-running Holden versus Ford battle continues with the Commodore and the Falcon leading the fight, but both companies have had to make wholesale strategic changes in the face of changing market demands.The former remains the country's top-selling passenger car - a title it is likely to retain this year for the 15th time at the end of 2010 - while the latter has struggled in the face of stronger competition from the small car and SUV ranks.VALUEBoth cars represent plenty of metal for the money - circa $40,000 - and neither have been selling at the recommended retail price for some time. The features lists on both the VEII Omega and the FG XT have big six-cylinder engines teamed with six-speed automatics, 16in alloy wheels, multi-function trip computers, trip computers, cloth trim, cruise control with steering wheel mounted controls for that, the audio and Bluetooth phone systems.The Falcon makes do with single-zone climate control while the updated Omega has dual-zone climate control, both with rear vents. Both cars have electrical adjustment on the driver's seat with manual slide and automatic headlights.Neither car has rain-sensing wipers but the Ford gets a splitfold rear seat, something Holden still can't do - the Omega has a hatch through to the boot.TECHNOLOGYHolden's main claim to fame for VEII is the E85 capable three-litre V6, which uses a little more of the ethanol-blend fuel than it does when running normal unleaded. Holden says there's no outright increase in power and torque when running on E85, but rather the increased outputs work through the mid-range with a cleaner, smoother burn. The revised touchscreen system is an improvement over the outgoing VE's layout and is standard range-wide, although with satnav only standard on top-end models. It ties together the Bluetooth and other infotainment functions and is displayed higher - although not quite as high as the Falcon - and closer to the driver's eye-line.Ford's drivetrain upgrades earlier this year brought it into line with Euro IV emissions standards, as well as improving fuel economy. The ZF six-speed automatic (replacing the outgoing five-speed auto in the XT base-model) teams with a number of hardware, software and calibration changes to drop fuel consumption to 9.9 litres per 100km, an improvement of 5.7 per cent, with a corresponding drop in emissions.DESIGNBoth cars are evolutions of long-running body shapes, the VE being the more recently and majorly overhauled in 2006 while the FG's body shape harks back to the BA.The Holden has undergone revolutionary changes to its exterior - new front fascias and changes to the bodywork below the front bumper, as well as the underbody panels to improve the aerodynamics - Holden boss Mike Devereux says the design team were following an "ain't broke, don't fix" design brief.The subtle front-end changes give the Omega a deeper-chinned slightly more aggressive look. The Ford is still a handsome machine but neither is on the cutting edge of styling.SAFETYThe Holden and Ford products both have stability and traction control as standard, with anti-lock brakes that have brakeforce distribution.The Omega has dual front, side and curtain airbags are standard, whereas the XT needs an option box ticked to get the side-thorax and curtain airbags for $300, making do with dual front and side head/thorax airbags as standard.DRIVINGBack behind the wheel of the FG XT the first thing that becomes apparent is the high-set seating position for the driver. For anyone average height and above, the seat could be lower-set, with the steering wheel needing to start a little higher. The FG's mirrors are on the small side but reasonable vision can be achieved.Pairing a phone to the Ford's infotainment system is simple and there's an iPod connection to integrate the phone and allow the music player to be controlled from the helm.On the winding country roads of the Adelaide hills, the Falcon - even in its mainstream chassis set-up - feels well-planted on the road. The Goodyear rubber gets a little rumbly on the coarse road surface but at cruising speeds the XT is quiet.In the corners the steering has good meat to it and despite not being the sports model it handles bends (includnig those with mid-corner bumps) with aplomb and without excessive body-roll. The four-litre in-line six-cylinder might well have been around since the invention of the wheel but it still does the job, displaying 11.1 litres per 100km on the winding, hilly country drive loop.A strong mid-range is where this engine is at its best and the six-speed auto - more intuitive than its immediate opponent - works particularly well with this big six engine, which best left in the bottom half of the rev range as it feels a little strained at full noise.Complaints are few - the XT's plastic steering wheel feels a little cheap (a complaint in VEII as well), the driver's seat is reasonably comfortable but needs to be better-cushioned and more in rather than on.Switching to the driver's seat of the VE II Omega, it is apparent the Bridgestone rubber is a little less noisy on the same coarse chip bitumen. The mirrors are actually a little smaller than the Falcon's which means rear vision could be better on both cars, but the driving position and seat comfort .The VE II is similarly impressive over the same twisty loop, with lighter steering that feels a little less meaty than the Falcon. Neither car drives like machines that tip the scales at more than 1.7 tonnes - Holden is yet to release a weight figure for VEII - but both cars are light on their feet.The centre stack with the iQ touchscreen system - with the dual zone climate control below it - has a cleaner look than VE I, with fewer trim joins. Holden said it was aiming to improve the connectivity of the car to smart-phones and other devices and it has - the Bluetooth link to phones and audio devices is simple to use and the only drawback will be some devices can't be operated using the steering wheel controls.The three-litre V6 is running on an ethanol-blend and it's a little smoother - the sweeter fuel has not roughed the V6 up. It still feels a little underdone through the mid-range compareed to the Ford and the trip computer ended the same loop showing 13.7 litres per 100km, which corresponds to Holden expectations of increased fuel use on E85.The Holden's six speed auto is better than earlier versions but the Ford transmission is still a little smarter. The Commodore's steering wheel controls are simpler in relation to the centre display between the speedometer and the tacho, which is easier to navigate and use than the Falcon's, if not quite as comprehensive in terms of information.SCORECommodore Omega: 76/100Falcon XT: 70/100HOLDEN VEII COMMODORE OMEGAPrice: from $39,990Engine: three-litre 24-valve DOHC direct-injection V6Transmission: six-speed automatic, rear-wheel drivePower: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel consumption: 9.1 litres/100km, tank 71litresEmissions: 216g/kmSuspension: direct-acting stabiliser bar, coil spring (front); multi-Link independent, coil spring, stabiliser barBrakes: four-wheel ventilated discs, twin piston alloy front and single piston alloy rear calliperDimensions: length 4894mm, width 1899mm, height 1476mmWheelbase: 2915mm, track fr/rr 1602/1618mmCargo volume: 496 litresWeight: 1690kgWheels: 16in alloys.FORD FG FALCON XTPrice: from $40,290Engine: four-litre 24-valve naturally-aspirated six-cylinderTransmission: six-speed automatic, rear-wheel drivePower: 195kW @ 6000rpmTorque: 391Nm @ 3250rpmFuel consumption: 9.9 litres/100km, tank 68 litresEmissions: 236g/kmBrakes: four-wheel discs, front ventilated, with anti-lock, stability and traction control systemsDimensions: length 4955mm, width 1868mm, height 1453mmWheelbase: 2838mm, track fr/rr 1583/1598mmCargo volume: 535 litresWeight: 1704kgWheels: 16in alloys.

Carmakers have been turning to creating niche models to try and catch the attention of an increasingly varied market. And Peugeot is trying to do it with the 3008 - the tall hatch is part SUV, part mini-peoplemover and part hatchback.VALUEThe range starts at $35,990, but we're testing the two-litre turbo-diesel XTE, priced from $42,990. For that, the equipment list includes 18-in alloy wheels, six airbags, power mirrors and windows, a panoramic glass roof with blind, dual-zone climate control with rear vents, trip computer, rear parking sensors (front sensors are optional), hill-start assist and Bluetooth phone and audio link.TECHNOLOGYThe little Pug is packed with some hi-tech gear, including a heads-up display with a traffic-gap readout (but not active cruise control). The rear suspension fights body roll and engineers have endowed this front-driver (as an option) with Grip Control, a switch akin to Land Rover's Terrain Response - standard, snow, all-terrain, sand and ESP-off modes are offered. It's admirably optimistic but likely to get Peugeot roadside assistance more business from owners stranded where they should never have taken this vehicle.DESIGNIt's a blessing to be behind the wheel because, from front-on, it has an odd look - but others didn't mind the aesthetics. Inside there's a high centre console that might make some feel a little closed-in.SAFETYThe 3008 XTE has dual front, side and full-length curtain airbags as well as pre-tensioning and load-limited front seatbelts. There are anti-lock brakes with emergency brake assist and brake-force distribution, latest generation stability and traction control.DRIVINGThis tall SUV offers a surprisingly nice drive. Steering is light but not too vague; the seats are comfortable but there's a hemmed-in feeling from the dash and console and (at 190cm) the driving position is not ideal.The two-litre turbodiesel is unobtrusive, reasonably smooth and has good outputs (120kW at 3750rpm and 340Nm at 2000rpm). The six-speed auto teams well with the engine to get around town at traffic pace without a drama. The solid torque output doesn't tug at the front wheels and the clever suspension system copes well with body roll, although small-sized bumps aren't dealt with in the same effective manner.VERDICTA clever, comfortable hatch on stilts - with plenty of features but a price tag to match.PEUGEOT 3008 XTE 2.0 HDiPrice: From $42,990Engine: Two-litre 16-valve four-cylinderTransmission: Six-speed automatic, front-wheel drivePower: 120kW @ 3750rpmTorque: 340Nm @ 2000rpmPerformance: 0-100km/h 10.2 seconds. Top speed 190km/hFuel consumption: 6.7 litres/100km, on test 10.2 litres/100kmTank capacity: 60 litresEmissions: 176g/kmSuspension: Inverted strut with anti-roll bar (front); torsion beam (rear)Brakes: Four-wheel discs, front ventilated, anti-lock, brakeforce dist.Dimensions: Length 4365mm, width 1837mm, height 1639mmWheelbase: 2613mmCargo volume: 512/1604 litresWeight: 1614kg.

But traditionalists will tell you that the folding metal hard-tops that have become fashionable recently aren't worthy of consideration. The folding metal hard-tops boast of being the best of both worlds but the folding roof takes up what little cargo space is on offer in these sports machines, not to mention adding weight - the enemy of true performance.Anyone who grew up with traditional sports cars will - once the rose-coloured glasses are removed - recall leaks, draughts, opaque plastic windows and fussy installation and removal. Modern fabric hoods are becoming much sturdier and are better insulated for noise and the elements, so much so that the snowballing trend of folding metal roofs has slowed.The open-air thrills of a convertible need not be pinned to a property-sized pricetag, with plenty of open-topped opportunities available for less. We look at five of the best here.MAZDA MX-5The designers of Mazda's MX-5 looked long and hard at the original Lotus Elan before embarking on the Japanese sports car that is now a modern classic and record holder for global sales. The true spiritual successor to such cars as the Austin Healey Sprite and the MG B - the lightweight, nimble, open-topped, rear-wheel-drive sporty - has maintained its focus on remaining true to the vehicles that inspired it.Only recently has the company strayed from its traditional path and offered a folding hard-top in the MX-5, thankfully without removing the cloth-topped variant from its range. All the vital items are here: airconditioning, cruise control, dual front and side airbags, stability and traction control, plus drilled aluminium pedals, sports leather seats and steering wheel, a Bose sound system, a torque-sensing limited slip differential and a six-speed manual gearbox with a rifle-bolt action. Enough said.Price: From $44,265Engine: Two-litre 16-valve four-cylinderTransmission: Six-speed manual or automatic, rear-wheel drivePower: 118kW @ 7000rpm.Torque: 188Nm @ 5000rpm.Performance: 0-100km/h 7.6 secondsFuel consumption: 8.1litres/100km, tank 50 litresWheels: 17-in alloys.ALFA ROMEO SPIDERAlfa Romeo's Spider is a convertible steeped in tradition. The current Spider is the latest in a long line of Alfa drop-tops, perhaps the most famous being the little Italian sports car that featured in The Graduate. The Italian marque has rarely put a foot wrong when it comes to styling its convertibles - some of its sedans were questionable to say the least - but the design talent of the artisans at Alfa Romeo, Giugiaro and Pininfarina all had hands in this rag-top.While there is a V6 on offer the 2.2-litre 16-valve four-cylinder is lighter and therefore less prone to affecting the front-wheel drive's cornering prowess. The features list for the 2.2 includes dual front, side and driver's knee airbag, six-speaker CD sound system, a full electric roof, trip computer and leather trim. The 2.2 JTS also comes standard with anti-lock brakes, stability and traction control and hill-holding functions.Price: From $69,990Engine: 2.2-litre 16-valve four-cylinder, front-wheel driveTransmission: Six-speed manual or Selespeed automaticPower: 136kW @ 6500rpmTorque: 230Nm @ 4500rpmPerformance: 0-100km/h 9 secondsTop speed: 220km/hFuel consumption: 9.5litres/100km, tank 70 litresWheels: 18-in alloys.BMW 135i CONVERTIBLEThe BMW brand's littlest machine (before dropping into the Mini model range) is the 135i Convertible. The littlest Beemer is by no means a dud, particularly if the wallet extends to the 135i Convertible's $82,000-plus asking price.One of the most spirited rides within the BMW range, the rear-wheel drive, twin-turbo six-cylinder punches well above its apparent station in life, with the drivetrain offering unfussed cruising or giant-killing ability. It might look like a bit of a hairdresser's car but dropping the roof and stretching its legs will do little for the 'do.Price: From $82,200Engine: Three-litre twin-turbo 24-valve six-cylinderTransmission: Six-speed manual or seven-speed double-clutch automatic, rear-wheel drivePower: 225kW @ 5800rpmTorque: 400Nm @ 1200rpmPerformance: 0-100km/h 5.6 secondsTop speed: 250km/h (governed)Fuel consumption: 8.6 litres/100km, tank 53 litresWheels: 18-in alloys.MINI COOPER S CABRIOLETAnother one from the BMW stable of products that can make a mess of a hairstyle in the best possible way is the Mini Cooper S Cabrio. It has features like climate control airconditioning that has a Cabrio mode, a MP3/USB port-compatible sound system, pop-up roll bars, cloth/leather trim and a split-folding rear seat to improve cargo space.The brattish upstart of the Cabrio market, which can now run in targa-top or full Cabrio mode, is powered by a 128kW/240Nm 1.6-litre, turbocharged direct-injection four-cylinder engine, enough to whip it to 100km/h in 7.4 seconds. But more gentle throttle applications can see fuel consumption as low as the official figure of 7.2 litres per 100km.Price: From $48,000Engine: 1.6-litre 16-valve turbocharged four-cylinderTransmission: Six-speed manual or automatic, front-wheel drivePower: 128kW @ 5500rpmTorque: 240Nm @ 1600rpmPerformance: 0-100km/h 7.4 secondsTop speed: 222km/hFuel consumption: 7.2 litres/100km, tank 50 litresWheels: 16in alloys.AUDI TT ROADSTERAudi's TT Roadster is a sharper-looking machine than its predecessor and it has plenty going for it. There's a range of TT Roadsters on offer, starting with the front-wheel drive, two-litre turbo, a mid-spec model with the same engine and all-wheel drive or the highly-entertaining TT S at a tickle more than $100,000.All are entertaining little sports cars to drive - with the nippy front-wheel drive two-litre a worthy machine for a leisurely drive in the country. The TT S is also a smile-inducing drop-top but a leisurely pace, while easily achieved, is not its forte.Price: From $78,000Engine: Two-litre 16-valve turbocharged four-cylinderTransmission: Six-speed double-clutch automatic, front-wheel or all-wheel drivePower: 147kW @ 6000rpmTorque: 280Nm @ 1800rpmPerformance: 0-100km/h 6.5 secondsTop speed: 237km/hFuel consumption: 7.8 litres/100km, tank 55 litresWheels: 17-in alloys.

The Adelaide-based manufacturer will return its 2300-strong workforce to full-time status and has opened its doors to recruit the new staff, but former employees who took hardship packages are ineligible for re-employment.Estimates earlier this year had suggested 30 new staff would be required at the Elizabeth vehicle manufacturing plant by Holden as production of VE Series II gets underway and preparations for local production of the Cruze sedan and hatchback production continue ahead of a start in February next year.Holden's executive director of manufacturing operations Martyn Cray said the company would return its existing workforce to full-time and hire workers on contract as a cautious approach."We have to start slowly but we are on the way back, we have to take small steps - it's important that we initially hire people on contract and when there's more confidence then we'll look for more permanent solutions."With regard to US police orders, that starts in October - we'll just have to see what the tenders give us, when we have some idea then we could be standing here again," Mr Cray said.Mr Cray said the arrival of the VEII had boosted morale within the plant.  "There's a real sense of excitement at Elizabeth - we started building Series II Commodore this week and we're very happy with all the work being done to introduce Holden Cruze to the production line early next year,'' he said.Suggestions local components suppliers had been locked out of tendering for Cruze contracts was flatly rejected by Mr Cray."ZF are doing Commodore suspension and will be supplying for Cruze as well, Futuris will be doing seats - we have had an open-book application process when it comes to tendering and it comes down to the business case, there has not been any lockout," he said.Australian Manufacturing Workers Union SA state secretary John Camillo paid tribute to the company and the workers.  "We had members suffering through all sorts of emotional and financial difficulties, they were up to the challenge to see a positive announcement being made by Holden today," he said.Mr Camillo said the decision - as well as local Cruze production and the potential for more sales from US Police Car orders - would have a flow-on effect.  "It's in the right direction but we're not out of the woods yet."State industry and trade minister Tom Koutsantonis said the announcement showed Holden was back on track.  "This is another shot in the arm for the SA's car industry, which hit a bumpy road during tough global economic times," he said.The likely return of the second shift at the Elizabeth manufacturing plant was first reported in The Advertiser in March and officially announced by Holden in late June.The company was then estimating the plant's 2300 workers would return to full-time status and an extra 30 jobs would be offered as the plant set up to build the Series II VE Commodore and the Cruze on the same production line.