Articles by Stuart Martin

The luxury arm of the Japanese car maker was put on hold for an introduction to Australia because of the financial crisis, but Nissan Australia managing director Dan Thompson says it is set for 2012-2013 return and will be a stand-alone brand.“I think it will take us two-plus years to get it going and build a network, the right-hand drive vehicles are there now, it's launched in Europe, we have to allow enough time to build a proper network, stand-alone Infiniti dealers,” he says. “The network side will take 18-24 months, we have a little bit of work to finish up but I'm confident we'll see it as a brand here by 2012."Thompson says they are confident the Infiniti brand will work in Australia. “Infiniti to us is a stand-alone brand and very much one we know will work here, certainly now things have settled from a market perspective, and we have a lot more confidence in the near and medium term as to what the industry holds, especially the premium and luxury market holds," he says.The decision-makers were well into working on plans to get Nissan's version of the Toyota-owned Lexus brand to Australia but the global financial crisis put that introduction on hold. “We had gone a ways down the track before the GFC. We had to make a lot of tough calls and one of those was to put Infiniti on ice and focus on Nissan. “But thankfully the GFC is a distant memory at least in this market - I'm 100 per cent confident that it will work here but I'm not going to rush it," he says.Thompson says the company's plans suggest a two-year program to build a dealer network, but the right-hand drive vehicles are there now. "We have a little bit of work to finish up but I'm confident we'll see it as a brand here by 2012," he says.

It won’t come until four months later in October, but it will bring a bonus diesel for the first time.   The BMW mid-sized wagon will be offered in a 520d turbodiesel alongside the 535i twin-turbo six-cylinder petrol model.The German car maker has detailed a number of features in the new car to reduce fuel use and emissions but the stop-start function - which the company has featured on its Mini Cooper D turbodiesel - is absent from the debutante diesel 520d Touring features list.  BMW spokesman Tim James says the stop-start system is currently available only with a manual transmission."We won't be bringing in the manual transmission on the 520d, we will test the market with the auto but if there's any demand we'll consider it,” James says.  "The system doesn't work with current automatics, the updated M3 DCT double-clutch gearbox will get the system, in due course it will make its way into automatics but the technology isn't there for it yet," he says.PricingThe price premium is likely to remain similar to the step between the current-model 530i sedan and wagon - a $6000 price premium is currently paid for the 530i Touring at $123,179.  James says they don't have any firm pricing on the new model but expect the diesel to make up the majority of sales."The 520d in the E60 sedan has been a success for us, so we're tipping on that being the volume model with the new wagon, the 535i because of its attributes of power and efficiency, which follows the path of the 530i but the next step up.   We can expand the line-up if demand requires it, depending on what moves through the new sedan range as well, other opportunities may open up," he says.The Touring is available in Europe as a 150kW/270Nm 523i petrol and the 180kW/540Nm 530d twin-turbo diesel model, the latter using a powerplant seen in several passenger and SUV models here.  The 520d decision was based on the volume based on the E60 as well as creating a lower entry point in terms of price for the prospective Touring customer," he says.Body and stylingThe new 5 Series wagon shares its wheelbase with the sedan - at 2968mm BMW says it's the longest in class - and the design staff have followed styling cues from the sedan to provide buyers with a rear end that is less like wagons of old.  "The design is quite sleek and sporty, it's lost some of the bulkier looks of the typical wagon, but in line with the new sedan - it shares the same dimensions with the 5 Series sedan and a slighter shorter version of the 7 Series backbone," Mr James says.Drivetrains The 520d Touring is powered by a two-litre four-cylinder diesel engine with a variable geometry turbocharger and common-rail direct-injection similar to the current 320d sedan.  Peak power is 135kW at 4000 pm and torque of 380Nm is available from 1750 to 2750rpm.BMW says the average fuel consumption is 5.3 litres per 100km, emits 139g/km, hit 100km/h in 8.3 seconds on the way to a 220km/h top speed.  The 535i Touring has the now-familiar three-litre twin-turbo straight six petrol engine with 225kW and 400Nm between 1200 and 5000rpm, claiming 8.5 litres per 100km, 197g/km, 0 to 100km/h in 6.1 seconds and a top speed of 250km/h.EquipmentThe equipment list is expected to be extensive, including Parking Assistant, Surround View, a collision warning system in conjunction with Active Cruise Control, Lane Change Warning, Lane Departure Warning, High-beam Assistant, Night Vision and a Head-up Display.The safety features will include dual front, side and curtain airbags, tyre pressure and defect monitoring, bi-xenon adaptive headlights and cornering lights.  BMW Australia says the ConnectDrive infotainment system will be in the 5 Series Touring but minus the internet access."That we won't have, we don't take it because when it was trialled on the E65 7 Series for a short time because the uptake was very low and the expense was quite high - the infrastructure isn't here to support it yet,” James says.As for the performance buyer, an M5 is not on the horizon yet.  "It's not in our planning in this stage, that's not to say it's been discounted - we haven't had an M5 Touring confirmed yet, there's plenty of speculation around the sedan but not the wagon," James says.

The auction house says the Williams FW07/04 is the most original and authentic FW07 in existence. Campaigned by Frank Williams and driven by Alan Jones, the car has been part of the Peter Brigg Family Collection at the York and Fremantle Motor Museums in Western Australia since 1981.The Williams FWO7 race cars were the first 'ground effect' cars and are regarded as one of the most successful F1 designs of all time, with the car's underbody panels directing airflow to increase downforce.The aerodynamic effect generated around two tonnes of downforce at about 300km/h.This car's pedigree includes four Grand Prix wins from July 1979 to January 1980 before becoming the number one test car for Williams. A crash removed it from service - it was rebuilt as a show car before being sold to Peter Briggs and going on display at the York Motor Museum in WA.The car came to Adelaide in November 1985 for the first F1 Grand Prix held in Australia, where Alan Jones told Peter Briggs about the history of the FW07/04. Jones said he remembered the tyre testing crash, saying it was the only time he thought he could die when driving a Williams as the front tyre came off, bounced off the bodywork and left a black scrape on his helmet as it went over the top of the car.Sotheby's Australia has returned to the world of classic and collectible car auctions with its Collectors Motor Cars Department and the ex-Jones car will be one of the feature cars at next month's auction. Sothebys Australia's national head of collectors' motor cars James Nicholls says the car could fetch anything up to one million dollars."It's difficult to tell as this is such a specialist car - we certainly think it will be in the high hundreds of thousands, it could be $700,000 or higher than that. With the (Formula One) race in Melbourne bringing people into the country we're hoping people are aware of the car, it's a very prestigious car, a ground-breaking car driven by Alan Jones so it's pretty significant here and internationally," he says.The April 18 catalogue also has a 1975 XB Falcon GT Hardtop, raced by John Goss, Allan Moffat and Sir Jack Brabham, in 1975 Bathurst blue and white livery. Also up for auction is a 1966 Rolls-Royce Silver Shadow two-door sedan owned by actor Peter Sellers.Log on to www.sothebysaustralia.com.au for more information.

Showing a prototype of the zero-emissions vehicle – due to go on sale in 2012 – in Sydney today,  Nissan Australia managing director and CEO Dan Thompson was coy about the car’s predicted price but said the federal government's involvement is critical to the financial proposition for the Leaf. "The Leaf will come with more spec than a low-end small car, for us it's about delivering that with the help of government incentives,” Thompson says."The car will come in 2012 – but the biggest task for us is to get much better traction with governments.  "We are working with NSW and Victoria, as well as the other states and the FCAI, but the federal government's support is critical. "We've had discussions at the federal level, but it's fair to say the states have been much more active in putting the discussions into action," he says.  Nissan Motor Company senior vice-president Andy Palmer is in Australia with the Nissan Leaf electric car – its first appearance in the southern hemisphere – and said the top end of the small car segment price range is where they want to see the car. "Our intention is basically the car itself is equal in cost to a normal C-segment car like a Tiida, the battery would then be leased, plus the charging cost would be less than the petrol of a normal car," Palmer says.  Palmer is in Australia to highlight the future of electric cars but agrees the company needs the support of government to make it happen. "To bring the vehicle here en masse we need the support of the federal and regional governments – here we're saying’ all the stars are in the right direction to bring EVs to Australia, now give us a hand’ – we're not making any money on this in the first instance.  "To make it affordable, we want to promote that but that's where we need the help of the government," he said. Palmer says Australia is well-suited to electric cars if people can make use of an electric vehicle with a range of 160km.  "There are many two-car families, one electric and one internal combustion (in each household) makes sense. A lot of cars here are stored in off-street parking in garages, which makes sense for charging. "One of the reasons for coming here with the car is to start the dialogue with governments, to make them aware that we have the solution at the vehicle level, now what we need the solution at the level of incentives and at the level of infrastructure," he says.  Nissan cites Ireland and the US as examples of pro-active subsidies for electric car customers, including free installation of the home-charging system to the first 2000 Irish customers, with a 5000 Euro rebate; while the US government has promised a $7500 rebate. Nissan Leaf electric car Body: Five-door hatchSeats:  five.Range: up to 160kmPowertrain: aminated lithium-ion 48-module (containing 192 cells) battery system.Outputs: 80kW/280NmCharging timer and information available via Bluetooth phone link.The climate control can be programmed via Bluetooth.10 minute fast charge can restore up to 50km of range; 30-minute fast-charge can restore 80 per cent of the battery's charge. Charging timer and information available via Bluetooth phone link.

Audi has been accused of having too many variants before, and it wouldn't be the first time that an importer was accused of having too many models in what really is a small market.  But the number of models Audi has on offer now could have some people again wondering how it supports such a broad range on low volumes. But if the buyers are there and the four-ringed brand is making money, who are we to argue?The A5 range has comprised a two-door coupe and droptop adjunct to the A4 sedan and wagon range. But now we have the A5 Sportback - a four-door four-seat coupe version of the A4, but sleeker and even more elegant than the handsome sedan.  It weighs less than the long-running A4 sedan, but is longer, wider and lower and just 2mm longer in the wheelbase.Drivetrain and priceWe're in the all-wheel drive three-litre turbodiesel V6, certainly the pick of Audi's mainstream engine range - although the 4.2-litre V8 in the old RS4 and the R8 remains a firm personal favourite - but the diesel has some irresistible numbers.The particle-filtered V6 has common-rail direct-injection and a variable-geometry turbo that produces 176kW and 500Nm, the latter on tap from 1500rpm through to 3000rpm.  The as-tested cost of the test car is $103,070, quite a jump from the list starting price of $89,100 and similar money to roomier and perhaps more versatile machines.Fit-out and equipmentThe cabin is very Teutonic - laid out and finished superbly, with plenty of safety and other equipment, much of it even as standard - eight airbags surround the occupants, who describe the vehicle around them as feeling solid and strong.  The centre screen displays all the infotainment functions including the optional $4550 multi-media satnav system and six-CD changer (for $970), which includes a hard drive for the good-quality sound system.The front ($850 optional) sport seating is firm but not uncomfortable, with the new Audi centre armrest set-up now not intruding on the elbow room, restricting centre console storage flexibility or impeding the handbrake (which is now a little electronic lever anyway), it's a nice place to be.Rear room for the two occupants is not cavernous - the elegant roofline restricts headroom a little (a problem felt by several four-door ‘coupes’), and the leg room is limited.  Bootspace area is reasonable but it's not an overly deep or wide load space, so even a folded stroller can take a big chunk of the room.DrivingThe powerplant performs admirably in other Audi product and its track record is certainly not tarnished here - very quiet, smooth, frugal and deceptively rapid, there's precious little wrong with the engine.  It gets the Sportback up and running just a touch quicker than the other A5 and A4 variants with the same powerplant, but all reach 100km/h in around six seconds, which is good going regardless of the fuel being used.The seven-speed double-clutch auto works well with the torquey powerplant most of the time, with slick and well-timed upshifts in all three drive modes (an option), although some downshifts (even in comfort mode) are a little jerky.The three-mode system tightens up suspension, steering and alters throttle response and it is noticeable the change in character.  For a family all-rounder there probably needs to be a more cosseting base-line for the comfort mode, as the ride - while more compliant than Dynamic mode - still doesn't fit the definition of ‘comfort’.But the Sportback has ample in common with the coupe and A4 sedan. It's not anywhere near as nose-heavy as earlier examples of the breed, pointing into corners with plenty of enthusiasm, with heaps of grip and no excuses for the stability control to interfere.It has the sort of back-road talent that could shame many sportscars, but much of that comes down to the three-mode drive system Audi calls drive select - comprising adaptive dampers, dynamic steering and a sport electronic locking differential. It's a $7600 option, so it would want to be an effective system.In isolation, the A5 Sportback is a good machine, but the question remains as to whether it’s sure what it wants to be – a practical family car or a peppery sportscar.Audi A5 Sportback 3.0 TDI quattro Engine: three-litre common-rail direct injection 24-valve DOHC intercooled turbocharged V6 diesel engine.Power: 176kW between 4000 & 4400rpm.Torque: 500Nm between 1500 & 3000rpm.Transmission: seven-speed double-clutch automatic, permanent all-wheel drive with self-locking centre differential.Performance: Top speed 250km/h, 0-100km/h 6.1 seconds.Fuel consumption: combined 6.6 l/100km, on test 11 litres per 100km, tank 64 litres.Emissions: 174 g/km.

Porsche has unveiled its quickest road car yet, the latest incarnation of the all-conquering 911 Turbo boasting more power and torque but not at the expense of thirst or emissions.  The new 911 Turbo has also had a slight price cut of around $1000 thanks in part to tariff reductions, although that's been offset by an upgraded features list.Porsche Australia has more than 30 confirmed orders, out of an expected 90-odd cars for the first year and the company has a core audience that will put down cash and autographs without even driving a Turbo update.Among the highlights of the new Turbo flagship is the addition — albeit as a $950 option — of proper paddleshifters behind the steering wheel, replacing the oft-maligned shift buttons of the Tiptronic.  Apparently the only reason they survived was a liking of them by the former CEO, but expect to the see them appear in other variants sooner rather than later.Porsche is looking at 2010 as a year of consolidation, getting its dealer network using black ink across the board and working towards contributing to a global target volume of 150,000 units — which would mean Australia's volumes would have to effectively double.There's no model plan in place to achieve it yet but the new Cayenne — expected mid-year — and a mooted SUV model below the Cayenne and a sportscar beneath the Boxster would help fill the volume gaps.Price and equipmentThe new 911 Turbo coupe and convertible range is on sale now and kicks off from $360,100 for the manual coupe, rising to a starting price of $368,000 for the PDK model, which is expected to represent around 80 per cent of the sales.The Cabrio will retail for $386,200 in manual form, or the PDK will start from $394,100.  The standard features list includes power-adjustable leather seats, reach'n'rake adjustable leather-wrapped steering wheel, 19in alloy wheels, tyre pressure monitoring, active stability and suspension systems, power windows and auto-dimming mirrors, infotainment system with 13-speaker Bose Surround Sound and iPod integration, satnav, Bluetooth phone link, bi-xenon headlights, LED brake, tail and running lights, dual front and side airbags, trip computer and climate control.Drivetrain and economyThe engine is 12kg lighter but has grown in size to 3.8 litres, following its naturally-aspirated brethren, albeit with upgraded internals to cope with the extra forces of two turbochargers.  Power had risen to 368kW from 353kW, torque has grown to 650Nm (or 700Nm for up to 10 seconds on overboost) — an increase of 30kW and 20Nm respectively.The new 911 Turbo halo car also now has the PDK double-clutch seven-speed automated manual, which at 3.4 seconds is 0.2 of a second quicker to 100km/h than the six-speed manual — yes, Porsche hasn't killed of the manual like Ferrari has just yet.  The new all-wheel drive system varies torque almost infinitely front to rear and offers considerable traction.Fuel consumption has dropped by 16 per cent to dwell in the mid-11 litres per 100km, with a 20 per cent reduction in CO2 emissions to around 270g/km.  Braking duties are taken care of by large cross-drilled discs with six-piston front and four-piston rear calipers; fork out an extra $20,000 and the discs are carbon-ceramic.Other options are the Sport Plus Chrono Package for just over $8500 and the clever rear-limited slip diff system Porsche has labelled Torque Vectoring, which will add $3190 to the bottom line.DrivingIt doesn't matter if it’s suburban running, tight, switchback corners or longer flowing country roads, the new 911 Turbo deals with all situations with equal aplomb.  The ride is firm and a little jiggly, but there's a small level of compliance on metropolitan roads that makes it reasonably easy to use in daily traffic.Get it out into the hills and the 911 starts to come alive, darting easily from corner to corner, without feeling rump-heavy or too light in the nose.  The steering is light but tactile and the PDK slips quickly and smoothly between gears.Sport mode sharpens everything up but doesn't deal a harsh blow to the bum when the bumps arrive again — only the serious road ruts elicit a groan.  The gearchanges are more rapid and aggressive but shift-shock isn't part of the program, neither is lurid powerslides — this thing just sinks its claws in and fires away.Launch control testing at a private proving ground showed off the new model's capabilities, returning telemetry for the sprint to 100km/h between 3.2 and 3.7 seconds, on a surface that had inconsistent traction.  But the Turbo's all-wheel drive system just fired the coupe away, covering an old quarter mile in an 11-second timeframe and topping 200km/h in the process.A short circuit session showed off the Turbo's traction and ease of driving — despite the considerable outputs on offer, in Sport Plus mode the car's electronics flattered the driver, who could fling it into a corner and not exit bum-first.

As an example of a cutting-edge diesel, the BMW oil-burner beneath the 330d's snout is right up there. Engine and transmission The new 3-Series is an accomplished machine and the addition of the three-litre turbodiesel six-cylinder did nothing to deteriorate the small German's abilities.  Granted, the 3-Series

I was prepared not to like Subaru's first attempt at a diesel.  The Japanese brand has lost my vote when it comes to the new Liberty/Outback styling direction - although the interior is well-equipped and roomier.A drive in a couple of the new-look models from the Liberty/Outback range had shown better interior room and comfort but a dislike for exterior.  I have, however, regained some faith in the brand after some time in the new diesel.Drivetrain and PriceOnly the lack of an automatic transmission - like the 2.5-litre petrol models' continuously-variable transmission or a more conventional automatic - is an oversight.  The Outback 2.0D meets EuroV emissions standards with 160g/km.The claimed combined fuel economy figure of 6.4 litres per 100km is frugal for a family-sized wagon and Subaru says local testing suggests an 1100km touring range of steady freeway driving.We're in the entry-level Outback 2.0D model, priced at $40,490 - a $2500 price premium over the entry-level petrol model - but the 51kg-heavier oil-burner is a manual-only proposition. The new two-litre turbodiesel engine produces 110kW at 3600rpm and 350Nm of torque between 1800 and 2400 rpm, although there's a claimed 300Nm at 1600rpm.EquipmentThe base-model might not have all the bells and whistles but the base-model's sound system is good quality, flooding the comfortable and roomier interior with crisp and clear music.  All-wheel drive, stability control and dual front, side and curtain airbags - as well as an airbag for the driver's knees - are the safety feature highlights.DrivingYou wouldn’t know it's a diesel straight away - the engine isn't overly chuggy or rattly and noise suppression is good; Subaru also claims its new single-cradle engine bay design helps reduce noise.It doesn't give the impression of a strong low end - the power delivery is linear and smooth for a turbodiesel powerplant, which might normally have a big low-down shove and then run out of puff at higher engine revolutions.  While the petrol 2.5-litre flat-four produces 123kW and 229Nm, the 110kW/350Nm two-litre turbodiesel offers more torque and a reduced thirst of around two litres per 100km.Subaru says for 25,000km per year at $90 per 65-litre tankful, an Outback diesel owner could save approximately $2500 over 20 months on an equivalent petrol car.The diesel is rated for up to 1700kg braked towing, a 200kg improvement above the petrol model.  But the lack of automatic will deter plenty in this market, as will the issues with the six-speed maual.The gearbox itself is OK to use, the shift action is smooth, but the shifting into third gear can result in the driver's hand hitting the hazard light switch.  It's below par for Subaru, a company which normally gets things like that right.SUBARU OUTBACK DIESELPrice: from $40,490.Engine: two-litre 16-valve DOHC common-rail direct-injection four-cylinder.Transmission: six-speed manual, four-wheel drive using a centre differential with a viscous limited slip differential.Power: 110kW @ 3600rpm.Torque: 350Nm between 1800 & 2400rpm.Performance: 0-100km/h 9.7 seconds.Fuel consumption: 6.4 litres/100km, on test 7.8 litres/100km, tank 65 litres.Emissions: 168 g/km.Suspension: MacPherson strut (front); self-levelling double wishbone (rear).Brakes: four-wheel discs, front ventilated, with anti-lock and stability control systems.Dimensions: length 4790mm, width 1820mm, height 1615mm, wheelbase 2745mm, track fr/rr 1535/1530mm, cargo volume 490/1690 litres, weight 1551kg.Wheels: 17in alloys.RIVALSSkoda Octavia Scout, from $39,990.Suzuki Grand Vitara DDiS, from $35,990.Nissan X-Trail, from $37,740.VW Tiguan, from $36,690.

The rough backroads of the Eyre Peninsula - and associated terrain just off them - was the scene of our introduction to the new V6-powered Outlander, but what about the four-cylinder model.  We're in the entry-level machine, the five-speed manual LS, which dwells in the bottom half of the $30,000 compact SUV range.

The change is refreshing when it comes to getting into something with drive to all four wheels that can actually use it.  The new Mitsubishi Challenger has been a while coming back to the market but it has been worth the wait.With plenty of the good bits from its LCV Triton cousin, the Challenger turbodiesel - in this case an LS five-seater - sounds a little trucky when first started, but it's not thrashy or too rough from within.The $44,490 base-model five-seat LS (the auto starts from $46,990) sits on 17in alloy wheels, including a spare to match, has side steps, climate control, wheel-mounted cruise and sound system controls, power windows, remote keyless entry and central locking, a six-speaker CD sound system, a leather-wrapped steering wheel and gear shifter and cloth trim.The centre display shows the current radio station but also has a compass, trip computer, exterior temperature display, altimeter and even a barometer, although the last two are a bit naff - unless you're planning on drawing topographical maps or doing your own weather forecasting.There's dual front, side and curtain airbags, stability control and anti-lock brakes, so the equipment list is decent.But the best bits on the features list are what the company calls Super Select 4WD and the rear diff lock, the latter being standard fare.  The wagon can be run in 2WD or 4WD with the centre diff unlocked - the rear-wheel drive mode will give a slight reduction in fuel consumption but means you have to be a lot more judicious with the right foot, as 400Nm of torque can set the rear wheels talking.Run in 4WD mode, with plenty of city and country running, with some dirt work, the fuel consumption from the 131kW/400Nm 2.5-litre turbodiesel four-cylinder was still returning around 10 litres per 100km, despite hauling two tonnes around.Throwing the Challenger at unsealed surfaces didn't cause any concern at all, with the 4WD system offering ample traction. Rougher dirt showed the ladder-frame chassis still feels a little rubbery but the ride quality is good, the payoff being that it rolls around a little bit and the steering needs plenty of twirling in tight stuff.Locking the centre diff, employing the rear diff lock and getting into bumpier stuff doesn't deter the Challenger either, with more than enough gumption to get way off the beaten track, even on road-biased rubber.Complaints with the Challenger - the powerplant needs a solid prod of the throttle and 2000rpm on board before it hits its straps.  The 70-litre fuel tank is a little on the small side for a serious off-roader - even if it was running at 8.3l/100km it's range is well under 900km, which is below par for the category - the new Prado's tanks carry 150 litres.Rear vision is a little restricted, which would make parking sensors a must - a desire not unique to this model, but a safety feature that would be a good addition to all SUVs and wagons.If you have any desire get the wheels dirty on your family wagon, the new Challenger is priced competitively and will go much deeper into the scrub than most of the medium SUV offerings.