Articles by Stuart Martin

The ‘range-extender’ plug-in electric vehicle, which goes into production later this year and is due in Australia with a Holden badge during 2012, uses a low-emission flex-fuel engine to charge on-board batteries.GM's early testing suggests the Volt's city-cycle fuel economy could be at least 230 miles per gallon - or 1.2 litres per 100km, based on draft EPA federal fuel economy methodology for plug-in electric vehicles.GM says the Volt has the potential to travel up to 64km on electric-only propulsion from a single battery charge, with a 480km-plus range with its flex fuel-powered engine-generator.GM CEO Fritz Henderson said the early figures from the Volt would mean the new car is a ‘game-changer’ for the brand. "From the data we've seen, many Chevy Volt drivers may be able to be in pure electric mode on a daily basis without having to use any gas," he said."EPA labels are a yardstick for customers to compare the fuel efficiency of vehicles. So, a vehicle like the Volt that achieves a composite triple-digit fuel economy is a game-changer."According to US Department of Transportation data, nearly 80 per cent of Americans commute less than 64km a day. Mr Henderson said the Volt's high-mileage performance would require plugging the car into the electric grid at least once each day and would also depend on cargo, passengers and air conditioner use.During GM's testing of pre-production prototypes the Volt has achieved 64km of electric-only, petroleum-free driving in both EPA city and highway test cycles. GM expects the Volt to consume as little as 25 kilowatt hours per 161km in city driving, which would cost around 3 US cents per 1.61km, based on the average cost of US electricity. GM says using the US average cost of electricity (approximately 11 U.S. cents per kWh), a typical Volt driver would pay about US$2.75 for electricity to travel 161km.The Volt is powered primarily by electrical energy stored in its 16 kWh lithium-ion battery pack, but when the battery runs low, an engine-generator produces electricity to power the vehicle.

The research, done in conjunction with the Monash University Accident Research Centre, found some second-hand cars are five times more likely than other vehicles to cause serious injury or death if involved in an accident.In a study of over 3.6 million second-hand vehicles, the 2009 Used Car Safety Ratings backed by motoring organisations such as the RAA and RACV show a large gap between the highest-rated used cars - the 2004-2007 Volkswagen Golf and Mitsubishi's 1999-2003 Nimbus - and the worst, Suzuki's Carry from 1982-2000 and the Suzuki Alto from 1985 to 2000.RAA technical manager Mark Borlace says small and light cars are particularly problematic in the most recent survey. "Small and light cars are 13 out of 19 vehicles dominating the worst category. "Commercial vans and utes also attracted low ratings due to the high injury risk they posed to both their own occupants and other road users if involved in an accident," he says.The MUARC used car safety ratings research examined more than 3.6 million vehicles - almost 240 passenger and light commercial vehicles up to 17 years old - and 740,000 injured road users involved in road crashes in Australia and New Zealand between 1987 and 2006.The crash rating is based on how well protected the occupant and other road users were, including cyclists, motorcyclists and pedestrians. Borlace says the best performers were mostly from Europe and Japan.None of the large-cars on the list, including a range of Australian-made large cars from Holden, Ford, Toyota and Mitsubishi, scored above four stars."This is a rating for the whole safety performance, both you and the other road users - the older small cars - Sherpa, Alto, Mira - the injuries to occupants get can't be offset by how well it treats everyone else.""Large cars do a lot of damage to other cars, it makes it hard for them to holistically be a good car in this rating," Borlace says. The results showed over half of the vehicles studied (118) were rated good or excellent, while more than one in 10 (25) were rated excellent."What we'd like to have happen with this rating - three out of four of us will buy a used car, not a new car - but more importantly, young people with their first car, they want something sexy and fast."But with parents helping with or funding the first purchase, what we want to see them do is use this list as their menu list for the kids, getting something that has five stars but something the kids can live with aesthetically and can afford," Borlace says.LIGHT CARS Best Performers Volkswagen Polo (1996-2000)Daihatsu Sirion (1998-2004)Honda Barina XC (2001-2006)Mazda 121 (1997-2002)Mazda 2 (2002-2007)Worst Performers Suzuki Alto (1985-2000)Subaru Sherpa (1989-1992)Daihatsu Mira (1990-1996)Holden Barina (1989-1999)Nissan Micra (1995-1997)SMALL CARS Best performers Chrysler Neon (1996-1999)Ford Focus (2005-2007)Mazda MX5/Eunos Roadster (1998-2005)Peugeot 307 (2001-2007)Volkswagen Golf/Jetta (2004-2007)Worst performers Subaru Impreza (1993-2000)Nissan NX/NX-R (1991-1996)Mitsubishi Lancer/Mirage (1991-1992)Hyundai Excel/Accent (1995-2000)Hyundai Excel (1990-1994)MEDIUM CARS Best Performers Audi A4 (2001-2007)Ford Cougar (1999-2003)Mazda 6 (2002-20078)Mercedes-Benz C-Class (2000-2007)Honda Accord Euro (2003-2007)Worst Performers Nissan Pintara/Ford Coursair (1989-1992)Volvo 200 Series (1982-1993)Toyota Celica (1990-1999)Toyota Camry/Holden Apollo (1988-1997)Subaru Liberty/Outback (1994-1998)LARGE CARS Best Performers Ford Fairlane/LTD (1998-2002)Ford Falcon BA/BF (2002-2007)Holden Statesman/Caprice (1999-2003)Holden Commodore VY/VZ (2002-2007)Holden Commodore VE (2006-2007)Worst Performers Volvo 850/S70/V70/C70 (1992-2005)Toyota Camry (1998-2002)Nissan Maxima (1990-1994)Mitsubishi Magna (1991-2003)Hyundai Sonata (1989-1997)UTES Best Performers Ford Falcon BA/BF (2003-2007)Holden Rodeo (2003-2007)Mitsubishi Triton MK (1996-2006)Nissan Navara ( 1997-2005)Toyota HiLux (2003-2007)Worst Performers Toyota 4Runner/HiLux (1989-1997)Subaru Brumby (1982-1992)Kia Ceres (1992-2000)Holden/Isuzu Rodeo/Pickup (1989-1995)Toyota HiLux (1998-2002)COMPACT 4x4s Best Performers Honda CR-V (2002-2007)Subaru Forester (1997-2002)Kia Sportage (1998-2003)Ford/Mazda Escape/Tribute (2001-2006)Nissan X-Trail (2001-2007)Worst Performers Daihatsu Rocky (1985-1998)Holden/Suzuki Drover/Sierra (1982-1999)Suzuki Vitara (1988-1998)Toyota RAV4 (1994-2000)Daihatsu Terios (1997-2005)

The debate over the future of motor vehicle drivetrains swings between hybrids, hydrogen and alternative fuel technologies. Toyota has put all its short-term eggs in the hybrid basket; although its hydrogen fuel-cell program is well advanced but for now, the Japanese giant has the petrol-electric hybrid Prius as its main green machine, with the Camry to follow shortly.Its Lexus brand has a number of hybrids in the range; both brands have the aim of a hybrid model within each model range. The keys for a top-spec i-Tech have been flung our way - the top-spec version of the hybrid weighs an extra 50kg, accounted for by extra gear.The i-Tech gets the leather interior, a sunroof, the radar cruise control, an auto-dimming rearvision mirror and the touch-screen that controls the satellite navigation, displays the image from the rearview camera and dictates terms to the JBL sound system.The lack of a normal spare - which may well concern those who cover great distances - also contributes to the weight loss, substituted for a re-inflation compressor system with a leak-sealing fluid.Shutting the doors gives the impression of a lightweight construction - a ping rather than a thud - and the plastics, while being made of "green" plant-based materials, feel a little cheap.But the aforementioned features, as well as climate control, mean there's no shortage of gear on offer for the occupants. It's comfortable without being plush, with room for four adults without too much discomfort, parents and a couple of kids won't have too many issues.Something that isn't overly useful at this time of year - but will no doubt be a god-send come summer - is the solar panel ventilation system. The panel sits in the rear section of the roof and runs a secondary ventilation system to reduce temperature build-up when parked - but I still wouldn't leave a dog in there. The main climate control system also plays a part in remote car-cooling team, as it can be remote-activated to fire up the A/C before you get in the car.DrivingThe first-time hybrid driver may well wait quite a while after pushing the start button before taking off - the centre display has all manner of powertrain graphics but it's the small "READY" light you'll need to watch for.The newest incarnation of the Prius seems more eager, with plenty of punch from the petrol electric drivetrain. The new Prius also seems more intent and content using the electric-only side around town, resorting less to the petrol engine than its forebears.There's no tacho, only the speed (also on the heads-up display on the windscreen ) and the transmission lever, which also has the B function to provide more engine braking for better energy regeneration.Drivers looking for maximum grunt will welcome the Power button, which more readily provides full outputs. Normal mode offers a good all-round drive pattern, with smoother transitions between the petrol and electric side of the drivetrain.Toyota claims an ADR combined (and urban) figure of 3.9 litres per 100km - dropping to 3.7 on the open road. During our time in the Prius iTech the trip computer told us our best leg was just over four litres per 100km. Our overall average - which was predominantly metropolitan work, where the hybrid system gets the most benefit - was 5.4 litres of 95RON PULP per 100km at an average speed of 32km/h.Ride quality was a little rugged from the Bridgestone low rolling resistance rubber, which run at around 40psi, with the suspension keeping half an eye on body control but mainly leaning towards ride comfort.Anyone looking to Toyota for a five-door hybrid sports-coupe will have to wait a little longer (and look to Lexus). Neither brand has a handle on radar cruise control yet, with the Prius using the Lexus system that won't hold a set speed downhill without another vehicle to trigger the radar. The hybrid drivetrain works a little harder at maintaining a set velocity but it's still not up to Europeans.The driver will also have to get used to the split rear window, which can be a little disconcerting in traffic. It's good for parking - when you're not being lazy and letting it park itself - but it does prompt the odd double-take looking rearward.The $53,500 i-Tech, which also features cool LED low-beam and rear tail lights, boasts about $10,000 worth of extras for the $6600 price hike, according to Toyota. It's a large chunk of cash for what it a small car - but it will test the water on just what price consumers are prepared to to pay for frugal, greener motoring.TOYOTA PRIUS i-Tech Price: from $53,500Engine: Petrol - 1.8-litre DOHC 16-valve Atkinson cycle four-cylinder. Electric - series/parallel 100kW full hybrid, AC synchronous 650-volt permanent magnet motor, 201-volt nickel metal hydride battery.Transmission: Electronically controlled continuously variable transmission, front-wheel drive.Power: 73kW @ 5200rpm.Torque: 142Nm @ 4000rpm.Performance: 0-100km/h 10.4 seconds.Fuel consumption: 3.9 litres/100km, tank 45 litres.Emissions: 89g/km.

If there's a car-buying group called SINKs, then this car fits the bill. ‘Single Income No Kids’ - perhaps the target market for Alfa Romeo's latest bambino, the MiTo (pronounced me-tow).Despite the company's efforts to distance the new little Alfa from its Alfasud ancestor, the comparison is easy to make.A cute, lightweight, spunky little three-door Italian upstart - but the Alfa jokes of old (you can hear it rusting, etc) don't appear to have much currency now.The looks are distinctive - inspired by the raucous 8C Competizione ? it appears startled from the front but taut and lithe from the rear. However, but there's no doubt as to its heritage.Drivetrain This is the base-model and there's a flexibility that belies the size of the powerplant - the lower-pressure turbocharged 1.4-litre engine, which provides 88kW and 206Nm to haul 1145kg.As the revs rise there's not quite the hair-raising note that some might expect from a fiery little Euro-hatch, but the MiTo gets along at a decent clip.The $31,490 MiTo does the job with admirable vigour, even before we've started playing with the Alfa Romeo DNA system.No, we're not cloning little Italian hatchbacks - it's a three-position (Dynamic, Normal and All Weather) switch that sharpens throttle and steering.There's some difference to be experienced by the changing of the settings but it's not a massive change in character. Alfa Romeo has also fitted the MiTo with an electronic Q2 limited slip differential, one of several active safety systems. Whatever the acronyms, the MiTo is a pert and entertaining little machine, but there are still things not to like.Safety For a little car, the crashworthiness is good - it gets a five-star Euro NCAP safety rating, with seven airbags (front, side, curtain and driver's knee), with anti-lock brakes and stability control to help avoid the impact in the first place.Equipment The features list also includes a trip computer, airconditioning (Sport has dual-zone climate control), remote locking and boot release, steering wheel audio controls, cruise control, a leather-wrapped steering wheel, hill holder, front power windows and a premium six-speaker sound system.Driving Despite the clever drivetrain there's still some torque steer to be conquered - not as much as some more powerful front-drivers but it can still dart off and be wayward on tighter corners.The beauty of the little Italian upstart is that it's light - just over 1.1 tonnes - and that number translates to it being light on its feet. Darting through traffic, the little powerplant has enough punch to put the little three-door through gaps without thinking twice.It is also easy to park, being light in the steering at parking speeds.The gearshift is not the sharpest cog-swap on offer in the segment either; the MiTo feels a little rubbery, with first sometimes tough to engage, as well as the odd mis-selected cog. You would think the lack of an automatic variant in the Australian market - which seems to love automatics - would have slowed sales.But the little Alfa has a two-month wait if you ask for something specific in colour and equipment; a double-clutch transmission is on the cards for early next year.The ride quality is a little crashy on some broken surfaces as well - it's not that bad that you can't live with it, but perhaps the standard car with 16in alloys could have had a little more compliance, leaving the $37,490 Sport model (shod with 17in alloys) to go harder.Taller drivers are going to have issues, because despite reach'n'rake adjustable steering and a height-adjustable seat, anyone over 180cm is going to succumb to the short-leg, long-arm set-up behind the wheel.The other driving position issue is the rear-vision mirror, which sits low on the windscreen and can't be raised because of the - admittedly-worthwhile - seatbelt monitor.The result is a stooped driving position that eventually resulted in a crook neck from trying to look under the mirror at traffic on the left.The SINKs acronym could also refer to the boot, which is not bad for the segment but won't take a folded stroller and nappybag without removing the parcel shelf/boot cover.For all the ergonomic complaints, the little MiTo has some character about it - more than a few small car drivers (behind the wheel of Japanese, Korean and European machines) craned for a better view of the spunky little Italian, which speaks volumes for the MiTo's appeal for the fashionably-chic.Alfa Romeo MiTo Price: from $31,490 plus on-road costsEngine: 1.4-litre 16-valve turbocharged four-cylinderTransmission: five-speed manual, front-wheel drivePower: 88kW @ 5000rpmTorque: 206Nm @ 1750rpmPerformance: 0-100km/h 8.8 seconds. Top speed 198km/hFuel consumption: 6.1litres/100km, on test 8litres/100kmEmissions: 145g/kmRivals:Mini Cooper, from $33,450.

The FPV F6 Ute is a vicious mongrel, in more ways than one.It mixes old and new into a dauntingly powerful package that can you make you laugh and shortly thereafter swear and/or cry, depending on the outcome.We're in a six-speed automatic, which might normally cause me dismay, but with 565Nm and 310kW running through the clever ZF six-speed auto (a no-cost option), I'm not really missing the clutch pedal.The reprieve for Ford's engine plant is a blessing for its staff, as well as fans of the turbocharged in-line six — the four-litre turbocharged and intercooled powerplant is monumental.Not only for the block's longevity — it dates back to the 1960s at least, although it is rumoured to have powered Noah's Ark — but the newer bits teamed with it provide such mammoth outputs.When the newest incarnation was unveiled there was a snicker of laughter when the torque ‘mesa’ was shown, as it's no curve — 565Nm from 1950 through until 5200rpm, with a 300rpm gap before 310kW is delivered.The powerplant has work to do, overcoming the inertia of just over 1.8 tonnes of Australian utility, but it does it with eerie and unearthly ease.A gentle prod of the throttle spits the tachometer needle into an abundance of torque, whisking the F6 Ute away from standstill with little apparent effort and a minimum of fuss.It's a subtle, quiet engine given the sort of outputs on offer — there's a real woosh at full throttle and a bit of the turbo whinny when stepping off the right pedal, but extroverts will be sorting out the exhausts PDQ.Anything more than that can see the rear-end skipped, stuttering and fighting to remain faithful to the direction of the front (dictated by sharp and meaty, if heavy steering) if the surface is uneven.Add any moisture and the stability control system gets busier than a pub pokie room on pension day, and that's without the benefit of a dropped clutch.The rear end is light and ye olde leaf-sprung rear end's penchant for wiggling — it's like Beyonce with too many short black coffees on board and in some ways more amusing.The retention of the rear suspension is no doubt due to the desire for one-tonne Falcon ute models, something its immediate opposition doesn't have any more.Despite the heritage-listed back end and 35-profile tyres, the ride quality isn't too bad — nothing a few big bags of sand in the tray would temper nicely.Bolt a couple of big lockable toolboxes in the rear tray and that would work as well.A surprise, given the astronomical performance potential, is the fuel use — Ford claim 13 litres per 100km, whereas we had numbers around 16, but given some of the enthusiastic driving a number in the 20s would have been likely in a V8.The test car was a bit of minstrel in colour scheme — white paint, black highlights and tonneau and dark 19x8in alloy wheels, wrapped in 245/35 Dunlop Sport Maxx tyres.Features on the F6's list includes dual front and side head/thorax airbags, a prestige audio system with 6-CD in-dash CD stacker and full iPod integration.The test car is hauled to a standstill in eye-popping style by big cross-drilled and ventilated front discs, with optional Brembo six-piston calipers — standard fare is four.The rear end gets and slightly smaller cross-drilled and ventilated rear discs with single piston calipers.Complaints are few — rear vision when head-checking over the right shoulder for a lane change is largely pointless and the rear tailgate mechanism can be a little deadly on fingers.The F6 ute is a not really a workhorse — it's too low-slung and without enough payload for real work — but as modern Australian-built muscle cars go its A-grade, with brawn to burn.FPV F6 UtePrice: from $58,990.Engine: four-litre turbocharged DOHC 24-valve in-line six-cylinder.Transmission: six-speed automatic, rear-wheel drive, with limited slip differential.Power: 310kW at 5500rpm.Torque: 565Nm at 1950-5200rpm.Fuel consumption: 13 litres/100km, on test 16 litres per 100km, tank 81 litres.Emissions: 311g/km.Rival:HSV Maloo ute, from $62,550. 

Diesels in small cars are becoming more accepted and Ford's updated Focus TDCi will do nothing to detract from the trend.Only its price might go against the torquey little hatchback - at a $28,290 starting price there are a couple of cheaper alternatives, but the Focus is by no means the most expensive either.Interior The first thing noticed from behind the wheel is the high seating position relative to the steering wheel, even at the extremes of seat and wheel adjustment.It's something of a Ford trait but will only bother taller drivers - the Falcon has a similarly high set-up, which puts the legs close to the wheel and can make getting in and out a little cumbersome.The centre console area has the controls for the sound system, with a central knob menu set-up which takes a little deciphering, but once set up is easy to use, given that most functions can be controlled from the wheel.The seats are comfortable enough but feel a little too flat, sitting on rather than in, which becomes more noticeable as lateral forces grow.Drivetrain Even for a mainstream model, the TDCi can generate a decent amount of force in the corners, leaning a bit but settling nicely into corners.Firing out of them is child's play as well, with 320Nm of torque (340Nm briefly on overboost) pushing the front wheels around a little and sometimes firing up the standard stability control - more subtle use of the throttle is very effective.The six-speed double-clutch gearbox (a $2000 option) is smooth and quick - with the manual shift pattern going the correct way - but it has no sport model and is a little less frugal than the manual.While not as powerful as the XR5 Turbo petrol hot-hatch, it offers similar torque levels without the thirst, laying claim to 5.9 litres per 100km (the manual returns 5.6) versus 9.3 for the XR5.Figures for a comparable model in the UK suggest 7.8 litres per 100km around town - which is where we spent the bulk of our time in the TDCi, with a claimed 4.7 litres per 100km on the EU highway cycle, a number which is not difficult to believe either.Filling the 53-litre tank and pointing the Focus TDCi at the open road, the little five-door has a potential highway range of between 900 and 1100km.The two-litre direct-injection turbodiesel produces a noise that suggests diesel but its not as intrusive as some diesel passenger cars, with good insulation from vibration as well.Using the manual gear selector, the in-gear urge is strong, with the double-clutch transmission only sometime conspiring with small amount of turbo lag to have a moment of indecision.Equipment The Focus range has air conditioning, tinted windows, a four-speaker CD sound system with MP3 input, remote keyless entry, power front windows and mirrors, a trip computer and variable intermittent windscreen wipers.The optional Safety Pack (with stability control, emergency brake assist and side-curtain airbags) is standard fitment for the TDCi, along with 16inch alloys, front fog lamps, cruise control, a leather-wrapped steering wheel with audio controls, front and rear power windows.The TDCi also gets a large centre console with sliding armrest (with useful storage capacity) and a rear seat centre armrest.Something that also remains on the Focus - but is unfortunately is fast disappearing across the board - is a roof antenna for the sound system. In-glass antennas don't get the job done with the same degree of clarity and until we're all completely digitalised then a decent external antenna is preferable.The Focus offers good boot space, with the rear end swallowing plenty of the usual family gear without an issue.Market Plenty of brands are spruiking hybrids and around town, hybrids make the most of the staccato traffic flow, thanks to regenerative braking and stop-start functions.Ford's early numbers show the new model running between 7 and 10 per cent but it deserves a better chunk of the market.But little diesels claw back some points on the open road and the Focus is an all-rounder worthy of recognition.Ford Focus TDCi hatch Price: from $28,290.Engine: two-litre 16-valve DOHC direct-injection 16-valve four-cylinder turbodiesel.Transmission: six-speed (optional) double-clutch automatic, front-wheel drive.Power: 100kW @ 4000rpm.Torque: 320Nm @ 2000rpm.Performance: 0-100km/h 9.3 seconds. Top speed 200km/h (governed).Fuel consumption: 5.9litres/100km, on test 7.6 litres/100km, tank 53litres.Emissions: 157g/km.RivalsHolden Astra CDTi, from $29,290.Hyundai i30 SX CRDi, from $21,890.Dodge Caliber SXT CRD, from $32,490.Kia Soul CRDi, from $30,890.  

BMW's first turbodiesel six-cylinder 3-Series has arrived in Australia, boasting more grunt and a lower thirst than its German rivals. BMW Australia marketing general manager Tom Noble said the company believes its new-generation diesel offers three-fold benefits — high-performance, low consumption and low emissions.“The new BMW 330d Sedan gives our customers the opportunity to mix V8 engine performance with four-cylinder fuel economy, but at the same time delivering the tangible delights of our highly-acclaimed straight-six cylinder engines."“BMW in Australia has been selling increasing volumes of diesel vehicles each year. “Our customers really appreciate the benefits of high torque, low consumption engines — now we can offer a truly muscular diesel performance option in our most popular body style,” he said.EngineThe 330d, which starts from $87,250 thanks to tax concessions for its lower fuel consumption, is endowed with 520Nm of torque — more than the twin-turbo petrol 335i and the M3 — accompanied by 180kW of power. The new-generation alloy turbodiesel is also claiming a four-cylinder sized thirst of 6.8-litres per 100km and CO2 emissions of 180g/km, but is also capable of reaching 100km/h in 6.2 seconds — less than a second slower than the 335i — with its top speed electronically limited to 250 km/h.Equipment The turbodiesel six competes with its petrol siblings on features as well — 17in alloys, upgraded brakes, leather trim, satellite navigation, bi-xenon headlights, a 10-speaker sound system, power-adjustable front seats, sports steering wheel with shift levers, cruise control, parking sensors front and rear and Bluetooth phone link.bbDriving First impressions of the car on Australian country roads were good, with only the tyres — in concert with the coarse-chip bitumen — providing any intrusive noise.The engine is smooth and quiet, delivering its outputs like a petrol engine and sounding much less like a diesel than the bulk of its forebears. Peak power of 180kW arrives at 4000rpm but it’s the 520Nm shove in the back from just above idle through to near the peak power arrival that makes the new diesel six so appealing.The 330d has civilised road manners, with a definite lean towards the handling side of the equation, but ride quality in the standard car is reasonable — anyone opting for the M-Sport package will really want to consider the ride, as experience suggests it's not really necessary.The alloy diesel powerplant is a little lighter than comparable diesels and its 1550kg kerb weight undercuts its less powerful, less frugal slower opposition. Fuel consumption during the launch drive through twisty, mountainous country remained respectable despite the engine being asked to work reasonably hard — the trip computer hovered around seven litres per 100km for the journey.The new-generation diesel 330d is an exceptionally quiet, comfortable cruiser that offers performance and economy that is difficult to ignore.BMW 330d Price: from $87,250Engine: three-litre 24-valve turbodiesel six-cylinder.Transmission: six-speed automatic, rear-wheel drivePower: 180kW @ 4000rpmTorque: 520Nm between 1750 & 3000rpmPerformance: 0-100km/h 6.2 seconds, top speed 250km/h (governed)Fuel consumption: 6.8 litres/100kmEmissions: 180g/kmRivals: Mercedes-Benz C320 CDI, from $95,956Audi A4 3.0 TDI quattro, from $86,056.Alfa Romeo 159 2.4 JTD Ti, $62,990.Citroen C5 2.7 HDI, from $66,490.

Honda has made some raucous machinery in recent times — a swag of Type R models and the S2000, plus the king of everyday supercars, the now-defunct NSX.Its more mainstream models, however, attract less attention when driving past a bus-stop full of school kids — except the Odyssey, which may well have them preparing tickets for entry. The tickets won't stay out for long — the fourth generation of Honda seven-seater is much less bus-like than some of its immediate opposition, in a number of ways.For a start, it's lower-slung, sitting a little lower in overall height than the norm for a peoplemover, thanks to flat-floor engineering of the underpinnings. That makes it a little more car-like to drive, as does the useful amount of vision and the use of conventional doors in place of the sliding units on its opposition.That's great for not feeling like a bus driver but not so good in shopping centre car parks, where the sliding side doors make life easier for rear passengers. There's little to complain about from the rear passengers — the seating is comfortable and there's ample room for a road trip involving adult rear passengers as well as rugrats.Luggage space with all three rows in play is still a problem for peoplemovers, but the Honda is not a bad performer on this front — the specs say it has increased over the old model to 259 litres with all three rows up or just over 700 litres with the third row folded into the floor.The in-cabin storage is also commendable, with versatile little touches like the dropdown table between the front seats, but the light-coloured wood-like trim in a sea of varying shades of grey plastic doesn't work.The positioning of the shifter for the automatic takes some getting used to but in its dash-mounted position it's out of the way and allows for more console storage.The automatic transmission itself is smooth but feels as through it could use another gear beyond its current five, mainly because the engine (as is the case with most Hondas) likes plenty of revs on board before anything urgent occurs. Peak power of 132kW from the 2.4-litre four-cylinder engine is up a little on the old car but torque is unchanged, not welcome news when the weight has gone up a little as well.The Odyssey boasts a good ride quality — although it's a little thumpy over small road imperfections — and even though there's a little bit more body roll than would be ideal, the Honda can be hustled through corners with a surprising amount of confidence ... especially for a peoplemover.Other complaints were minor — the front-seat armrests get in the way of the seatbelts on the front seats and the child capsule tether bracket arrangement in the boot is a little at odds with the rest of the car, being ugly and a little poorly executed.Stability control and six airbags — front, side and full-length curtain airbags — The stepped gauge layout is a little odd at first but once accustomed to the look it is informative.Parents don't seem to want to drive peoplemovers — SUV sales suggest the big seven-seater 4WD is the preferred option with a less sedentary image and even the luxury SUV segment has more sales than peoplemovers. But if you're looking to cart the family in comfort and aren't fond of driving a truck, the Odyssey is a useable and versatile machine.

Media reports in the US have new GM's vice-chairman and senior advisor Bob Lutz saying the car would find its way into Chevrolet showrooms under the Caprice name, saying it was ‘kind of too good to waste’. "The last time we looked at the G8, we decided that we would continue to import it as a Chevrolet," Lutz says. Mr Lutz, formerly the vice-chairman for Global Product Development, is a firm Holden fan and was instrumental in taking the reborn Holden Monaro to the US as the Pontiac GTO and the VE Commodore to the US as the G8. The 77-year-old will be part of GM's global design and product initiatives but is planning to retire at the end of the year. In the restructuring proceedings GM CEO Fritz Henderson has denied the G8 would survive — stating he's not a fan of rebadging — but export agreements and the fact the Commodore is already sold as a Chevrolet in other export markets were reasons, Lutz said, for the Holden-sourced car to continue. Holden spokesman Scott Whiffin says there is a lot going on at the new GM but they are unable to say anything more about any US exports. "There's obviously a heck of a lot of activity underway in GM in the US at the moment, but we're not in a position to add to Bob's comments at this stage. We can't say anything more about it," he said. Holden has also received good news from China, with reports of increased engine export from GM Holden to China could grow by 400 per cent over the next four years. The company's Melbourne engine plant could go from building 6000 engines for Chinese export to 20,000 over the next four years, according to federal Industry Minister Kim Carr. Senator Carr, visiting China with federal Trade Minister Simon Crean, says there have been discussions with General Motors and their Chinese joint venture partners about an increase in engine exports. "Engine exports from General Motors plants in Port Melbourne are likely to increase by 400 per cent over the next four years to move from a present 6000 volume through to a 20,000 over a four-year period," he says. The minister believes the potential for increased engine exports shows there are opportunities for the Australian industry in China. Holden's Jonathan Rose says the company anticipates an increase in V6 engine exports, particularly to the key Chinese market in coming years. "That's obviously contingent on future model programs in China. "It's very pleasing to be recognised overseas for our technical capabilities and having Shanghai GM being enthusiastic about the opportunity with senior Australian Government Ministers," he says.

We'd only just gotten some wheel-time in the old Skoda Octavia when the new one appeared. Some driving in the outgoing Octavia and its Scout sibling and we had come away impressed - particularly the latter, which was a good all-rounder.The first taste of the new-look car is an Octavia TSI DSG petrol wagon. The looks from the front are more mainstream, something its predecessor had a crack at but didn't quite achieve.The loadbox over the rear axle isn't exactly inspired by a Jennifer Lopez or Beyonce derriere - hearse-like design is perhaps a little more apt. But from inside the car you don't have to look at it and if you didn't look aft you probably wouldn't have any sense of being in a load-lugger.It's a light and easy car to drive, with the little direct-injection powerplant giving plenty once it's overcome a combination of the DSG and turbo hesitations — something that is still a problem for the VW group and others opting for double-clutchers — but there's been plenty of improvement.Clever induction and turbocharging provide 118kW of power from 4500 to 6200rpm, but there's also a good spread of torque on offer between 1500 and 4500 — 250Nm, which delivers decent in-gear acceleration as well. The only bugbear is that it prefers to drink 98RON premium unleaded, but it sips it a fairly frugal rate — we got 8.7l/100km, not too far away from the 6.7l/100km that the car is rated at for the Australian Design Rules.There are some clever storage features in the centre console and the boot — while it's not the car's best angle — offers good storage capacity as well. Pitch a pram, belt a bag and sling a suitcase in the back and there's still enough room — a trip home for the airport after an extended absence required three large suitcases, one smaller one, plus other assorted bags and a stroller were slotted into the wagon.Cabin space is enough to accommodate four adults in comfort, or mum, dad and three offspring will fit without any issues — although the territorial arguments in the rear will probably still be heard.The TSi is a front-wheel driver but has stability control and six airbags — dual front, side and curtains for front and rear passengers.Style gurus will probably look for form over function in this market, but those with even a hint of practical leaning (and any sort of budgetary limits) should have the new Octavia on the shopping list. Near the top.