Articles by Stuart Martin

The new Audi A8 is seen as the flagship for the brand but also a forerunner for the brand's future direction, including the small A1, the recently-unveiled A7 and the new A6, all set for 2011 appearances.The company's A8 flagship is aiming to be seen as progressive, luxurious and still a driver's car, but it's hard to get past the immense amount of technology within its aluminium body and spaceframe.Safety systems, interior design, materials and features are all contributing to the A8's target of being desirable and prestigious.New Audi Australia managing director Uwe Hagen has been looking forward to the release of the company's new flagship, calling it the ambassador for the future.The new A8 is priced from $225,904 and is due to go on sale in September, the three-litre TDI model is due before the end of the year and the 4.2 turbodiesel is coming in 2011.Engines and gearboxesThe launch model is powered by a 273kW/445Nm 4.2-litre direct-injection V8 - increases of 20kW and 5Nm over the previous car.The A8 sedan boasts energy recovery systems, lower internal friction and an on-demand oil pump, which with the eight-speed auto all contribute to lowering fuel consumption by 13 per cent, from 10.9 to 9.5 litres per 100km for the petrol V8.Coming later this year will be the 3.0-litre turbodiesel V6, which offers 184kW and 550Nm, boasting a fuel consumption figure of 6.6 litres per 100km and emissions of 176g/km, with a 4.2-litre TDI V8 planned for 2011.Both engines have braking energy recovery to store normally-wasted energy in the battery to reduce charge loads on the engine and reduce fuel consumption, but the three-litre TDI only will have start-stop when the vehicle is stationary.The drivetrain is headlined by an eight-speed automatic, teamed to the quattro all-wheel drive system that runs 40 per cent front, 60 per cent rear -- although that can rise to 85 per cent under appropriate conditions.It also has as standard the sport differential (for V8s) that distributes the drive between the rear wheels as well.Equipment, features and pricing.Top of the heap on the safety front is the pre-sense drive safety system, which offers three levels of driver assist systems (up to $10,000 on the options list) in a similar manner to Benz systems, employing the radar cruise control systems with the stop-start technology, braking and suspension systems to assist the driver in avoiding an accident, including rearward-facing systems. There is also a $5400 night vision system (that uses thermal imaging), adaptive cruise control system (with Stop and Go function), lane and blind spot assist systems.Standard fare as you'd expect is considerable - dual front, side (front and rear) and full-length curtain airbags, anti-lock brakes, stability control, electronic centre diff lock and a quattro all-wheel drive system sit beneath the lightweight aluminium spaceframe.The petrol V8 gets the sport rear diff to send drive left and right as required, which is optional on the diesel; sports air suspension is optional on both the petrol V8 and the three-litre diesel.The petrol V8 gets 19-in alloys, the three-litre TDI will arrive on 18in wheels; both will have the option of 20in rims, with latter also able to opt for 19in wheels.Inside the opulent, flowing cabin there is full leather, 22-way power-adjustable seats, full satnav, a Bose surround sound 600-watt 14-speaker audio system (a $3000 option on the 3.0 TDI) with multi-media system including a touchpad for manual entry of letters to search for numbers or locations.Also standard is the quad-zone climate control, with controls in the rear armrest.OptionsThe list of extras is considerable, kicking off with an epic interior leather package that is extremely opulent, very comfortable but also expensive.The Audi design selection in Balao brown is full Valcona leather trim package, includes seats, dashboard, rear comfort head restraints, ash wood inlays, brushed aluminium silver trim inlays - pricetag $26,385.But as they say .... wait, there's more - an additional leather package, full–range option that ups that by a little over $20,000.There are also full LED headlights for $2700, adjustable rear seats for $9440 (which drops the rear seats to two), $5500 worth of heating and cooling for the front seats.The Bang & Olufsen 19 speaker sound system (including subwoofer) with more than 1400 Watts is a $16,950 option on the 3.0 TDI and a $14,430 upgrade on the petrol V8.DrivingIt's a near silent ride in the new A8, apart from a bit of tyre noise which is probably only noticed because the absence of other noise.The new A8 feels light on its feet, with the four-mode suspension delivering a well-sorted ride; even in the dynamic mode the A8's suspension system has been given the smarts to get rid of the jiggle present in some active systems.Audi have boasted that they have not forgotten about the driver and it's a claim with substance.The big V8 sings sweetly but quietly as it zips through the eight gears, with near-DSG quality and speed.The big Audi doesn't drive like a heavy car, topping the scales at just over 1800kg when much of its competition is nearing two tonnes.The optional sound system and seating fitted to the launch car is exceptional in quality but carrying a correspondingly crippling pricetag.Audi A8 sedanPrice: from $225,904.Engines: 4.2-litre FSI direct-injection petrol V8, 3.0-litre common-rail direct-injection variable-geometry turbodiesel V6.Power: 273kW; 184kW.Torque: 445Nm; 550Nm.Transmission: eight-speed automatic, all-wheel drive.Performance: 0-100km/h 5.7 secs (3.0 TDI 6.6), top speed 250km/h (governed).Suspension: Five-link suspension, upper and lower wishbones, tubular anti-roll bar, air suspension (front); trapezoidal-link suspension with wishbones, tubular anti-roll bar, air suspension (rear).Brakes: four-wheel discs, front ventilated, with anti-lock and stability control systems.Fuel consumption/capacity: claimed 9.5 l/100km (3.0 TDI 6.6), on launch drive 13.5, tank 90 litres.Emissions (g/km): 219 (3.0 TDI 176).Dimensions: length 5137mm, width 1949mm, height 1460mm, wheelbase 2992mm, track fr/rr 1644/1635mm, boot 510 litres.Weight: 1835kg (3.0 TDI 1840kg).Rivals:BMW 7 Series, from $203,000.Lexus LS460, from $191,164.Mercedes-Benz S-Class, from $214,900.Jaguar XJ, from $246,000. 

The German vehicle manufacturer will bring a petrol-electric version of the medium sedan to the market in 2012, using the 1.2-litre twin-charger direct-injection petrol engine, according to product communications manager Christian Buhlmann. "In the US hybrids play a big part, and as of 2012 we will also have a hybrid here in the US,” he says.  “At Detroit we showed the Jetta Coupe concept… that's still under evaluation to see if there's a market for a third version. We have shown the 1.2TSI twin-charged engine in combination with an electric engine and a seven-speed DSG." "By doing this we can fulfil our goals here for a growth strategy, North America is the only market where we don't have double-digit market share and we are going to change that.  "We are market leader in China and Europe, South America - it is our goal to become the number one in the world market by 2018, which would mean for the US 800,000 Volkswagens per year, we had 213,000 here last year so we have a long way to go, the Jetta is going to help us." "We are currently evaluating which markets it might be most interesting for," he says.  The German marque believes the hybrid is a volume proposition only in the US market –where the Jetta represents almost half its passenger car sales. Volkswagen has lofty volume targets, with aims to more than triple its current North American volumes to around 800,000.  With a new billion-dollar factory in North America (Chattanooga, Tennessee), as well as its existing plant in Puebla, Mexico that currently builds Jetta, the VW product plan also includes a mid-sized model above the new Jetta (to be unveiled at Detroit next year), again only for North America and not a re-badged Passat, says Buhlmann. The Jetta will also be built in China but Buhlmann says it will only be for domestic Chinese sale, not for export to other markets, which will continue to receive its Jetta vehicles from Mexico.  The efficient direct-injection petrol and turbodiesel engines are vital to the brand's expansion, with the uptake of turbodiesel passenger vehicles exceeding the supply. Volkswagen says a quarter of the Jetta, Jetta Sport, Touareg and Golf orders are for the new cleaner and quieter diesel powerplants, which has warranted the company's plans to build engines in North America. Australia remains a petrol and diesel market for Volkswagen, says spokesman Karl Gehling.  "At this stage we have no plans to introduce any hybrids in Australia, we're sticking with the diesels because they've been very successful in Australia," he says. VW Australia's diesel sales overall are around 50 per cent - although the Touareg SUV sells more than 90 per cent diesel - but the company's top-selling Golf has had a shift back in favour of petrol. "Diesel take-up is about 50 per cent overall, with Touareg it is 95 per cent, but we've noticed with Golf, which is our biggest selling and the new TSI there's been a shift back towards petrol because of the significantly improved fuel consumption of the TSI," he says "It's more about what genuine hybrid sales are, outside of the fleet market, it probably doesn't make sense to add the additional variant at the moment, but that may change - it all depends on fuel prices and a whole range of other factors. Gehling is also reluctant to nominate a sales increase expectation with the new Jetta.  "We would look to see an increase in sales, but we don't comment on sales figures." "The new model will reflect the current range, there will be a similar number of petrol or diesel, there are no plans for a GTI or an R variant, it's not that style of car in most markets, we have the 147kW car, the US gets a sporty-styled variant, but we think we have our market covered with our current range," he says. The company's also coy on the future of Scirocco in Australia for similar reasons - there's a desire to get the vehicle to local show rooms but with a sales clash with the Golf GTI among the concerns its future remains uncertain.

The new bigger Volkswagen Jetta shares less with the Golf hatch than its predecessor, but there's no shortage of expectations for it.  Not that the Golf links has done it any harm, but the sixth-generation Jetta carries a big load.With a global sales tally of more than 9.6 million worldwide, it is a key part of the brand's plans to more than triple its worldwide volume by 2018 - including boosting its US market share to double digits and volumes to 800,000.Pricing and salesAustralia has less stratospheric numbers in mind for its tally when it arrives in mid-2011, although they're not making them public.  Its recent sales in Australia dwell in the realm of 4000 units annually back in 2007, but the brand is hoping the new model will revive those numbers.Given it's not due in Australian showrooms until the middle of 2011, pricing and features lists are at best rubbery.  The inclusion of the new entry-level 1.4-litre turbo-only model, the pricetag might sneak in under $30,000 for one model, but the rest will dwell in the $30,000- $40,000 bracket, which puts it up against the Mazda6 and the Honda Accord Euro amongst others.Engines and gearboxesThe engine line-up for Australia has not been locked in but is likey to reflect the current Jetta range - two diesels and three petrol engines, teamed with manual and double-clutch automatics.  The new 1.2-litre TSI petrol is not being considered for an Australian release, so the range will kick off with a 1.4.The 1.4-litre forced-induction four-cylinder petrol engines both remain available with the seven-speed DSG or a six-speed manual.  The turbocharged variant produces 90kW and 200Nm of torque, while claiming 6.2 litres per 100km; the supercharged and turbocharged ‘Twincharged’ 1.4 ups the thirst to 6.3 and the outputs remain at (down by less than half a litre on the current model) 118kW and 240Nm.The top-spec petrol model will again be propelled by a two-litre direct-injection petrol engine (from the GTI engine family, with a six-speed manual or DSG gearbox) claiming a 6.9-litre per 100km thirst despite offering 147kW and 280Nm.The frugal direct-injection diesels start with the 77kW/250Nm 1.6-litre common-rail turbocharged engine, with a claimed thirst of 4.5 litres per 100km and the option of a seven-speed DSG gearbox.  The 1.6 TDI with BlueMotion technology on board drops the fuel number to 4.2 l/100 km, with a corresponding drop in CO2 emissions.The two-litre turbodiesel ups the power to 103kW and torque peaks at 320Nm, with fuel use rising to 4.8 litres per 100km.Body and fit-outThe new model has grown by 90mm in overall length, with 73mm of that coming from an extension to the wheelbase which has improved rear legroom by around 67mm. Width and height remain largely unchanged and bootspace is down 7 litres to 510 litres.  The car is around 30kg lighter thanks to the use of high-strength steel, which has also improved torsional rigidity.The styling is anything but adventurous, but it's also not going to offend - that said, we're driving a top-seller for the brand in the US that didn't seem turn too many heads in San Francisco.  The cars bound for Australia will get soft-feel dash plastics and vents for the rear passengers, who have ample leg room and more than adequate headroom.  Two rear-seat occupants of 190cm plus can sit behind a similarly-sized driver and have good knee room; three children would travel in the rear without issue as well.The features list for Australia is yet to be firmed up, but the new Jetta retains its anti-lock brakes and stability control, as well as six airbags - front, side and full-length curtains - as standard, with the option (in Europe and the US at least) of rear side airbags.Specification of the new Jetta - which goes on sale in Australia mid-2011 - is yet to be finalised, but the European-spec entry-level Trendline has anti-lock brakes, stability control with trailer stabilisation, 16in wheels, heated power mirrors, tinted windows with insulating glass, filtered air conditioning and remote central locking. There's also interchangeable interior accents, an auxiliary input and a multifunction display.The Comfortline adds 16in alloy wheels (likely to be standard entry-level fare in Australia), with added storage pockets, centre armrests with storage box and a leather-wrapped steering wheel, gearshifter grip and hand brake while the Highline model ups the wheelsize to 17in alloy wheels and adds headlight washers, front fog lights with cornering lights. The top-spec model also gets the sport seats with leather/fabric trim and climate control.DrivingThe driving impression has to be tempered with something of a disclaimer - the torsion beam rear end under the US car's bum won't be in Australia, and we can be thankful for that.  The car itself feels solid and reasonably quiet, except for the road noise on coarse US highway surfaces, but the exterior rear vision mirrors seemed a little on the small side.The steering is light and inoffensive, but the Australian spec cars will get a different power-assisted system that uses electric rather than hydraulic.  The two-litre turbodiesel and TSI petrol engines driven with DSG transmissions in the US were as close to Australian-spec as could be found and both are appealing drivetrains, although the diesel is probably the favourite - quiet, smooth and reasonably linear, it has ample torque and delivers it without feeling strained.

There's an old saying that "those who rest on their laurels get prickles in their bum." I'm not sure who came up with it, but there's an element of truth in it for the ix35, Hyundai's replacement for the Tucson.It's not in the European styling department, as the new ix35 - in our case a Highlander - looks sharp and modern, rakish and almost curvaceous from the outside. The ix35 is nothing like its boxy predecessor, although it still looks a little big for its 18in alloy wheels, but that's something the styling departments at several Korean brands are overcoming.Inside, the Highlander has comfortable leather seats and enough room in the back to accommodate two adults without any real concerns - with an easy entry height as well.The ix35 Highlander gets plenty of features - automatic headlights, dual front, side and curtain airbags, helm-mounted controls for the sound system and cruise control, full length glass sunroof, keyless entry and go, iPod plug-in capability and dual-zone climate control, heated front seats and an auto-dimming rear vision mirror.The mirror also has the reversing camera's display within it, which is a small but clear LCD display - polarising sunglasses can make it a bit fuzzy but with familiarity it becomes easier to use.Something of an oversight - that the Korean carmaker says it's addressing - is the absence of Bluetooth as standard. Given all the other fruit on the features list it seems odd that something that is fast becoming mandatory - and worthwhile if you don't want to blow 3 points and more than $200 - isn't included as standard on the range-topping model.The top-spec sound system puts out a reasonable noise, but was let down by a temperamental 3.5mm auxiliary input jack and a vibration in the right rear door.The ix35 flagship is only available in automatic with the two-litre R-Series turbodiesel, which produces a healthy 135kW at 4000rpm and 392Nm between 1800 and 2500rpm.The little diesel is a little chuggy at idle when cold but improves with temperature, displaying a lively demeanour - it has a bit of lag as pressure builds through the turbo system but once it has composed itself there's strong low-down grunt that doesn't taper off in a hurry.Hyundai claims a combined 7.5 litres per 100km, but the trip computer returned a metropolitan-based 9.3litres per 100km. That offers a 600-700km range, which is a little on the low side for modern-day diesels, thanks to its tiny 55-litre fuel tank.The six-speed auto is smooth but sometimes is a little tardy, overall the drivetrain was one of the highlights.The ix35 runs an electronic AWD system automatically controls front to rear power distribution depending on driving conditions, running front-wheel drive most of the time - meaning its a reactive system.The driver has the ability to lock it into 50/50 mode, but given the low-slung nature of the wagon and its road-biased rubber, A-grade dirt roads and hard-packed beaches would be about as far off road as you'd want to go in this Korean wagon.Ride quality is one of the areas where it seems Hyundai might have skimped a little, as it felt a little choppy on broken suburban bitumen; body control is acceptable and the over-assisted numb steering (which lacks reach adjustment) is easy enough to live with, but some more control and compliance is needed.A little design niggle that made itself obvious at night was the rear eye-level brake lights, which  reflects heavily on the rear windscreen at night, when the headlights also showed that they aren't up to par.There's much to like about the ix35 but some elements don't feel like as much forward progress has been made - particularly in light of the brand's improvements in other segments.

The A4 range is littered with drivetrain options and the latest in the ever-increasing Audi line-up isn't another go-fast model, but a go-further variant.  The A4 TDIe follows in the tyre marks of the smaller A3 with the same badge that launched here in mid-2008, boasting even better fuel economy than the already-frugal diesel models.Engine and gearboxThe TDIe shares the same engine with its TDI sibling - a four-cylinder double overhead cam 16-valve four-cylinder engine with a variable-geometry turbocharger and a particle filter.  The TDIe produces 100kW - down by 5kW - with the same 320Nm of torque.The frugal version actually boasts a higher top speed by 5km/h (it's 215km/h, thanks to a higher final drive ratio) but is only 0.1 of a second behind.  Sitting 20mm lower, the A4 TDIe lays claims to an ADR laboratory-derived figure of 4.8 litres per 100km and 124g/km, which is one litre per 100km and 30g/km better than the mainstream diesel model with the CVT.Priced from $49,990, it's also $3000 cheaper, thanks in part to its LCT exemption but the payoff there comes from the lack of any automatic transmission - six gears and a clutch pedal is the only choice here.Fit-out and equipmentThe leather-trimmed cabin is not much different than the bulk of the A4 range - quality materials and assembly, functional layout and a features list that isn't too bad.  The safety features list has dual front airbags for the front occupants, as well as side and curtain airbags for front and rear passengers, stability control and anti-lock brakes.The TDIe gets fog lamps front and rear, remote central locking, climate control, cruise control, power windows, a leather-wrapped multi-function steering wheel, manually-adjustable front seats and a 10-speaker single CD (MP3 compatible) sound system.Among the options are Bluetooth phone link, which should really be standard, for $1006, the multi-media MMI satnav system, which has a hard-drive and Audi Music Interface for $3390 or a pack that comprises electric seats (with memory function for driver), exterior mirrors (with folding, auto dimming and heated) and an auto-dimming centre rearview mirror for $4226.Cabin space isn't overly abundant, but it's enough for average-sized adults and a couple of kids in the back and they will all be pretty comfortable.DrivingThe driver gets a vehicle that is light and easy to drive, although the clutch takes a little getting used to for feel and the gearbox can thump a little if you're over eager on the change.  Short-shifting is easily achieved with the engine's strong bottom-end, which also helps to keep the thirst down.Audi isn't the only brand with diesels devoid of an automatic option and it will limit the car's appeal in the Australian market, given the high percentage take-up of autos.  But the boffins at several companies - not just the Audi engineers - are working on Start-Stop functionality within an automatic.  The Start-Stop function takes some getting used to but works well.The engine turns off at a standstill when out of gear and the clutch pedal is released, and kicks over again as soon as any pressure is put on the pedal again.  The standard system is at its most effective during traffic-choked city driving, where Audi claims as much as 1.5 litres/100km can be saved.Some similar systems require the clutch to meet the firewall.It's better than having to floor the clutch before it re-fires, making it a little less worrisome at the traffic lights.  The fuel-saving list also includes a partially-enclosed front grille, underbody aero panels and regenerative braking, which stores energy in the car's battery and redeployed to the car's systems as needed.A shift indicator also prompts the driver's gearshifts for maximum efficiency.  The diesel needs a few revs on board before it really gets into the swing of things, but once on boost there's plenty of drive on offer.It's a smooth and quiet drive, although the lowered sports suspension may be on the firm side for some.  The Audi A4 TDIe is a good example of what can be done to reduce fuel use and emissions without going over the top and detracting from the real-world useability.Audi A4 TDIe sedanPrice: from $49,990.Engine: two-litre DOHC 16-valve common-rail direct-injection turbocharged 16-valve four-cylinder.Transmission: six-speed manual, front-wheel drive.Power: 100kW @ 4200rpm.Torque: 320Nm between 1750 & 2500rpm.Performance: 0-100km/h 9.5 seconds, top speed 215km/h.Fuel consumption: 4.8 litres/100km, on test 7.4; tank 65 litres.Emissions: 124 g/km.Suspension: Five-link front suspension, upper and lower wishbones, tubular anti-roll bar (front); independent-wheel, trapezoidal-link rear suspension with resiliently mounted subframe, anti-roll bar (rear).Brakes: front ventilated discs, rear discs, with anti-lock and stability control systems.Dimensions: length 4703mm, width 1826mm, height 1407mm, wheelbase 2811mm, track fr/rr 1568/1555mm, cargo volume 480/962 litres, weight 1475 kg.Wheels: 16in alloysRivals:Alfa Romeo 159 1.9 JTD, from $52,990.BMW 320d, from $58,300.Mercedes-Benz C220 CDI, from $$61,400.Volvo S40 D5, from $42,950.

The new-generation Optima (designed at Kia's in-house Frankfurt and California studios) continues Kia's styling trend begun by the Cerato, with as many as five new powertrains, including a hybrid.The Optima's new platform is longer, wider and lower than the vehicle it replaces - 4845mm long (up by 45mm), 1830mm wide, a 2795mm wheelbase (a 75mm increase) and ground clearance of 135mm.It will be available with three new Theta II engines, a 151kW 2.4-litre direct-injection four-cylinder, a 207kW two-litre direct-injection turbocharged engine (bound for Australia) or a 2.4-litre hybrid, the latter to be introduced in 2011. Australia-bound Optimas are also likely to be offered with a 123kW two-litre or a 133kW 2.4-litre engine; both manual and automatics will be six-speeders.The new Optima's safety features are likely to include six airbags (dual front, side and full-length curtain), front active headrests, tyre pressure monitoring system, anti-lock brakes, stability control and hill assist.Kia chief design officer Peter Schreyer says the new Optima is a new strand in Kia's growing design DNA."It's a blend of simple and fluid lines and elegant but uncomplicated shapes that draw the attention of the eye in much the same fashion as a perfectly-tailored fine Italian suit," he says. "From the distinctive sweeping chrome accent stretching through the C-pillars to the sleek greenhouse and flared wheel arches, every inch of the Optima projects a distinguished and refined style and extreme attention to detail."The all-new Optima also employs engine management systems like direct injection, multi-port injection and turbocharging to help bring performance to the brand without sacrificing fuel efficiency. The new model is scheduled to be launched in Australia late in the final quarter four, replacing the Magentis and bringing the Optima nameplate back to local showrooms after a four-year absence.Also making its world premiere in New York is the Cerato five-door, bringing with it updated grille, alloy wheels and centre console, as well as three petrol engines - a 1.6-litre, 2.0-litre or 2.4-litre - and six-speed manual or automatic transmissions.Kia says customers outside of North America will be able to choose from the 1.6 and 2.0-litre powerplants, the latter more likely for Australia when the new five-door hatch is launched in October.

The cynical might call it the Pontiac nose run-out edition, a side-effect of the unfortunate end of an export program.  Hopefully some with Chevrolet badges and the steering wheel on the wrong side can start going back over the Pacific soon, but in the meantime, there are some meaner-looking SS V-Series sedans on sale in Australia.The twin-nostril snout bridges the gap between Holden and HSV, giving the SS a road presence without the extrovert HSV appearance screaming ‘look at me’.  The more subtle rear lip spoiler keeps the look as almost subtle, as well as making rear vision less obstructed than the rear wing on an SS or SV6.Engine and gearboxThe six-speed manual's clutch pedal has to meet the firewall before it will fire - turn the key and the six-litre V8 offers a muted rumble at idle and it has an immediate aural effect.  The six-speeder is still a gearbox that requires strong direction but the gates and the shift-feel are cleaner than its predecessors.DrivingSlinking through the traffic, the V8 is more than happy to move along with not too many engine revolutions above idle showing on the tachometer.  Despite tipping the scales at just over 1700kg it can roll along in a high gear without complaint, which does help with the fuel use.  It doesn't mind swinging the needle around to the top end either.The manual model doesn't have the active fuel management system, so it delivers the full whack with a bellow of menace.  The noise falls just short of the 290kW/520Nm Ford V8 but it delivers 270kW at 5700rpm; 530Nm is on offer from 4400rpm but the low-end pull is stronger than the Ford powerplant.Holden don't make official performance claims but independent testing says mid-5s for the sprint to 100km/h, which puts it in pretty strong performance sedan company - for example, an M5 claims 4.7 seconds, an E63 AMG boasts 4.5 seconds, but at around four times the price.  While we're not suggesting the special edition is quite up there with the two Germans, the Commodore has its charms.Firstly, the ride is well-sorted despite low-profile rubber wrapped around 19in wheels.  It's still going to be too tough on the bumps for some, but given its balance and cornering capabilities it's excellent.The SS doesn't turn-in like a big lump o' lard, feeling light on its feet - up to a point, when the nose will push or the tail can be provoked with the right foot, but brisk country-road work is handled with nice cornering ability.  The strong low-end means high gears are easily managed by the engine, which means frugal figures can be achieved, particularly on the open road.Price and equipmentIf there was an option to upgrade the brakes then that might be the only box I'd tick - although a rear DVD player is a great rugrat tamer.  The stoppers are fine up to a point, but there once was a performance brake option ex-factory that would be worthwhile given the performance potential and the ever-increasing popularity of track days.Points to ponder for future designs would be the big A-pillar blind spot, which can easily hide a car when turning from T-junctions.  For a car beyond $50,000 the satnav - which is bordering on theft at $3250 and more expensive than a set of 20in alloys - should be standard, particularly if sub-$40,000 Japanese small cars can have it as part of the standard features.The SS V-Series Special Edition is priced from $55,290 - unchanged from the standard SS V-Series model aside from the bonnet scoops, and the rear spoiler, which means the features list is not completely bare.Dual zone climate control, power windows and mirrors (centre-mounted and still annoying), a six-CD MP3-compatible sound system with auxiliary input jack, alloy pedals, automatic headlights (but no rain-sensing wipers), a sports leather-wrapped steering wheel with audio, trip computer and Bluetooth controls, 19in wheels and leather trimmed sports seats.The safety features list has stability control, anti-lock brakes, dual front, side and curtain airbags.THE BOTTOM LINE:  As many new car buyers of this world apparently aim for better fuel economy, there are still people who want and/or think they need a V8 - it's not hard to see why.Holden Commodore VE SS V-Series Special EditionPrice: from $55,290.Engine: six-litre V8.Transmission: six-speed manual, rear-wheel drive with limited slip differential.Power: 270kW @ 5700rpm.Torque: 530Nm @ 4400rpm.Performance: 0-100km/h 5.6 seconds.Fuel consumption: 13.9L/100km, on test 17L/100km

Anyone with a burning desire to drive a go-kart with a roof and a radio, Renault has what you need.  It is a fix for something of a travesty - there are not enough people who have fun in cars any more.I'm not talking about back-seat work at the near-extinct drive-in, it's the joy of driving that has disappeared.  Sanitised to the point of blandness are many of the cars on the market today - cleaner, safer and better-equipped certainly - but what about the fun? Book yourself a track day and get into one of these.The sporty Clios have more than done their bit to reverse this trend and none more than the Clio Renault Sport F1 Team R27.  It's the hard-core version of the Clio Renault Sport 197 - not exactly a demure shopping trolley - but with performance 7mm lower 'Cup Chassis’ suspension, charcoal alloy wheels, red brake calipers and Recaro sports-seats among the key extras.The seats drop the weight by 6kg and are the first thing you notice - particularly if you misjudge the entry, which is not a comfortable experience.  You'll appreciate the strong side bolsters if you test the car's mid-corner grip, but procreation might be put on hold for little while as well.DrivingThe 145kW/215Nm 2.0-litre engine fires up with a slight exhaust flutter that doesn't scream hot hatch, but the rest of the car - with rear diffuser, side vents, decals, alloys and Brembo brakes - does, so introverts need not apply.  The six-speed has a shorter throw than I remember from its sibling and the ride quality better than expected.Despite 37 per cent stiffer front and 30 per cent stiffer rear springs, and dampers that have been toughened up by 10 per cent, the ride is firm but not super-hard and jarring; I've driven harder-riding cars that don't corner like this one.The negative issues are few - in suburban traffic it’s the brakes, which are good when you're using a fair chunk of their capacity on a back-road run, can get grabby and a little difficult to apply smoothly in traffic.  Some of that may also be due to the close-set nature of the drilled-alloy pedals, which are better suited to the dainty-of-foot, not those of us with broad, size 13 feet.The engine is flexible and doesn't need to dwell in the top half of the tacho to make decent forward progress around town.  There's no turbo trickery either - just a naturally-aspirated two-litre engine producing 145kW and 215Nm and sending it to the front wheels via a six-speed manual gearbox.But find some corners and the 1221kg R27 totals much more than the numbers suggest - it barely needs to bother the Brembos in the way into a corner and only major bumps cause consternation from the inside front wheel on a full-throttle exit.  Twirling the sports leather-trimmed wheel through its 2.8 turns lock-to-lock is an amusing past-time, of that there is no question.The little brat of the Renault range just rips through corners and throws mini-tantrums until you find some more ... or perhaps the tantrums were coming from the driver.  There's ample information for the driver and the stability control is very relaxed, leaving the driver alone unless absolutely necessary.The driver has sound system controls behind the wheel which would be handy once accustomed to the functions, but there's plenty in the cabin that is a little French in its methodology.Other gear on the features list includes dual front, side and curtain airbags, climate control, cruise control, stability control and 17in wheels.  Only 40 R27s will be imported into Australia, which is a shame - more people should be enlightened as to how a front-wheel drive car can handle.

Renault has a low-key presence in Australia - having re-launched the brand several times it seems difficult for the French marque to get some traction in the Australian market. That's somewhat common among all three French brands here, perhaps Australians don't click with some French cars these days.We're in a diesel Koleos Dynamique front-wheel drive. A tall, narrow-ish five-seat auto family wagon that starts from $36,490 (which is Commodore Sportwagon money if you look at metal-per-dollar comparison).The Koleos takes some getting used to in the looks department, so the generally-conservative Australian car-buying public isn't going to flock en masse. The higher driving position will appeal to many who want the SUV panorama - at least looking forward - without the truck road manners.DrivingThe diesel is a little chuggy but it is enthusiastic and swift, easily drifting over metropolitan speed limits before the driver is attuned to the engine noise. The driver will have to be careful with the credit-card-like ignition key, which is good and bad (I thought I'd lost it twice) as it's not as bulky in your pocket as a normal key - it can be left in your pocket as the push-button start is keyless.The automatic is smooth but slow, but works neatly with the electronic park brake to switch on and off with Park. The cruise control has a speed-limiter function and it is a wise addition. The ride quality is good and it can turn without feeling top-heavy, but the turning circle is poor.Fit-out and equipmentThe seats are comfortable front and rear but it's not overly spacious for width or for legroom in the rear. The near full-length sunroof has a blind but in Australian summers the climate control will be working hard most of the time, particularly for the rear passengers - although it does have rear B-pillar vents. What made matters worse was the climate control's penchant for defaulting off and not firing up at re-ignition to the temperature set before - the dealer advises it can be changed.The test car's Bose sound system, with 3.5mm auxiliary input jack, produced a nice noise at more than acceptable volume. The features list also includes automatic headlights, rain-sensing wipers, electric folding mirrors (more so required for Paris than Adelaide, but handy nonetheless), reach'n'tilt leather-wrapped steering wheel and gear shifter, a trip computer, climate control with filter, a ‘child minder’ mirror that is very handy and useful rear-side window sunblinds. There’s a decent boot, despite the full-size spare.A rugrat favourite was the aircraft-style tables on the front seatbacks - great for books and toys. The test car also had some options, among them the aforementioned Bose seven-speaker sound system with 6-CD stacker for a reasonable $800, the panoramic sunroof for $1890 and the Leather Pack, which adds leather upholstery, power-adjustable driver's seat, heated front seats and a rear-seat folding system for a value-for-money $2500.One of Renault's specialties is safety - there's dual front, side and full-length curtain airbags, pretensioner-equipped front seatbelts and load-limiters on all five seatbelts, anti-whiplash front seat head restraints. If an accident occurs the Koleos automatically unlocks its doors and shuts down the fuel system.OverallIn terms of buying a family hauler, the Renault faces opposition from similarly-priced local wagons and SUVs, many which have a bit of extra space. But if you're after French flair in an SUV-style package, the Koleos is pricey but reasonably-equipped and comfortable - but the level of flair is in the eye of the beholder.

Ralliart - a name synonymous with performance and motorsport success both on and off road - will be absorbed back into Mitsubishi Motors Corporation at the end of this month.Ralliart Inc president Masao Taguchi announced the company - established in April, 1984 as the central body for its growing motor sport program - had fallen victim to the economic downturn which had ‘radically changed’ the business circumstances for the brand. "We have reached the conclusion that we would scale down our business activities as of the end of March 2010.  "We would like to express our sincere apology to all of customers," he says in the statement.Australian customers - both private and motorsport - are unlikely to be heavily impacted by the change in Ralliart's circumstances.  Mitsubishi spokesperson Lenore Fletcher says the change in Ralliart will have little impact on Australia."My understanding of the situation is that the Ralliart brand has been brought back under the Mitsubishi Motors Corporation (MMC) umbrella.  The thing to understand here is that the Ralliart vehicles and Evolution vehicles have always been under MMC in any case, developed by MMC in conjunction with Ralliart.Mitsubishi Australia says between 2004 and this year about 3100 Ralliart-branded cars have been sold here, with a further 100 Lancer Ralliart Evolution VI Tommi Makinen imported in mid-2001.  "The only area that I understand that it effects is parts for competitors and enthusiasts, but it won't have any effect here as they can go to the same outlets that they went to before - basically it's business as usual."Our dealers are going on as they do currently, there won't be any changes to numbers - so I don't see any impact on Australian competitors," she says.The company has a long history in motorsport globally since its was founded as Andrew Cowans Motorsports Limited by Cowan, who won Mitsubishi's first international motorsport title at the 1972 Southern Cross Rally - the first of five wins at the NSW event.Ralliart's highlights include the 1998 Manufacturers' World Rally Championship title, four drivers' championship titles for Tommi Makinen between 1996 and 1999 and a record twelve victories in the Dakar Rally since 1982.