Articles by Stuart Martin

Another day, another SUV has popped up to give drivers the warm/fuzzy feeling they can get away from it all.Except in truth, there's every chance a 2WD utility with a limited-slip diff or a diff-lock could go as far off the beaten track - perhaps even further - than some of these prestige SUVs.I was prepared to be underwhelmed by the Q5, thinking it would be yet another Audi — and yet another compact SUV — with no real skills for either sealed or unsealed roads.Not that I doubt the efforts of the German marque, but the SUV brigade is becoming domesticated in the same way that service stations are now supermarkets that sometimes deign to sell fuel.We're in the 2.0-litre direct-injection petrol four-cylinder, with the S-tronic double-clutch gearbox.Design and packaging A shrunken Q7, the Q5 is handsome without being stunning but has a functional cabin full of features.As a family wagon there's much to like about the Q5 - for example, an automatic tailgate for the parent with arms full of child and/or groceries.The interior isn't hugely spacious but has enough room to accommodate parents, kids and trappings, and the driver has good vision (although the A-pillars are a little on the thick side).Equipment There’s a heap of equipment on offer, some of its even standard - a 6CD, 10-speaker sound system, climate control, dual front, side and full-length curtain airbags, rain sensing wipers, an anti-glare centre rearvision mirror, stability and hill descent control and automatic headlights.The test car had plenty of options, including , 18in alloy wheels, adaptive dampers, hill holder, keyless access, powered front seats, satellite navigation system with 6CD chnager sound system and the Audi Music Interface (AMI) system, the electric tailgate, tri-zone climate control, tyre pressure monitoring system and Milano leather trim.Driving The double-clutch seven-speed gearbox has imperceptible cog changes - even when the car is in dynamic suspension mode, which alters the shift pattern as well as suspension - but the two-litre powerplant needs a proper prod of the sharp throttle pedal to get things underway.Low-speed work on inclines needs to be done carefully as the double-clutch gearboxes of Audi (and others) are as yet unable to read minds.Once up and well into the boost from the turbocharger, the two-litre engine keeps the Q5 humming along, without sucking large amounts of PULP in the process - we got 13.5 with some enthusiastic hill driving not doing it any favours.The other good news for the driver is the 40 front/60 rear torque split, something that's becoming more common in Audis, which helps counteract the nose-heavy nature of some of the models.The adaptive suspension, which offers acceptable ride quality in comfort mode, firms up considerably in auto mode, as does the steering effort.Dynamic mode takes the steering from heavy to very heavy, but the body control is good without completely destroying ride quality.Recent inclement weather through the Adelaide hills gave the Audi road conditions suited to showing off its handling and traction.Unsealed, rough back roads were dealt with easily - even with the ESP in off-road mode (it can't be turned completely off) the all-wheel drive wasn't phased by the conditions and the little wagon got from A to B in good time for dry conditions, let alone for the damp stormy weather it was enduring.Twisty bitumen - seasoned with moss, pine needles and the odd branch that succumbed to gales - was handled remarkably well, with dynamic mode keeping body roll in check and the willing engine providing decent pace.There's no shortage of choice in this segment and the Germans have ample representation - the Q5, even with the options list pushing the price up, is a talented machine that deserves consideration.Audi Q5 2.0 TFSI Price: from $59,900.Engine: two-litre DOHC 16-valve intercooled turbcharged direct-injection four-cylinder, requires 95RON.Transmission: dual-clutch seven-speed automated manual, quattro all-wheel drive, with self-locking centre differential.Power: 155kW between 4300 & 6000rpm.Torque: 350Nm between 1500 & 4200rpm.Performance: 0-100km/h 7.2 seconds. Top speed 222km/h.Fuel consumption: 8.5 litres/100km, on test 13.5 litres/100km, tank 75 litres.Emissions: 197g/km.Rivals BMW X3, from $62,200.Lexus RX350, from $82,900.Volkswagen Touareg, from $65,490.Volvo XC60, from $71,950. 

There are those who screw their noses up at diesel medium passenger cars and passenger wagons.

A pair of Great Wall Utes are the spearhead of what is predicted to be a growing tide of Chinese-made vehicles heading into the Australian market.However, neither of the Great Wall models have electronic stability control. The base model SA220 also goes without airbags or anti-lock brakes.When the Indian-built Mahindra Pik-Up gets its suite of airbags and anti-lock brakes in July and the Toyota LandCruiser Troopie follows suit in August (if industry rumours are correct) it will leave the SA220 as the only car available for sale in Australia without a single airbag.Neither of the Chinese models has been crashed tested for an ANCAP safety rating. A Great Wall Motors spokesman yesterday said the car had been crash-tested in China. However, he said: "We are assured that the company's own crash testing is to the same standard as ANCAP."The company will offer the V240 in 4x2 and 4x4 configurations, while the SA220 will be a 4x2 proposition only, but the brand's Australian importer, Ateco Automotive, claims both vehicles offer value for money workhorses for Australian buyers.A network of 45 dealers will back the vehicles with a three-year 100,000km warranty and sell the V240 4x2 for $23,990, with the 4x4 variant an extra $3000; the SA220 will retail for $19,990. The features list includes power windows, alloy wheels, leather trimmed seats and air conditioning.Ateco Automotive managing director Ric Hull says Great Wall is one of China's leading car makers. "It has been consistently at the top of its domestic car market with its Ute and SUV models."Hull says every mainstream car and component manufacturer is represented in China and the car industry there has come a long way in a very short time. "From day one we have been thoroughly impressed with Great Wall. World-class production facilities are becoming commonplace in China and there is no doubt that Great Wall has set a production benchmark.Hull says the company's culture is impressive - with a motto of "improving little by little every day ... We targeted Great Wall for our Chinese plans because they are highly disciplined, organised and well-led," he says.

A new age of Ferrari convertibles has arrived, as the Italian marque's newest addition to its range has landed in Australia.Wearing a price sticker of $472,000, it's not going to be a segment volume leader but it does debut a dual-clutch automatic, a front mid-mount direct-injection alloy V8 and aluminium construction.Last sold in the mid 1960s, the California nameplate recently hit the headlines again as a car once owned by James Coburn sold at auction for a then-record rpice.The new version of the Ferrari convertible sports a folding metal hard-top that drops into the boot in 14 seconds. It takes less time than that to achieve a sprint to 100km/h and return to a standstill, with more than a few seconds to spare. The 100km/h is reached in a blistering four seconds.The California is more of an assault on the senses than its GT pigeonhole suggests. Ferrari are putting it in the same sales column as the 612 Scaglietti, with the 430 and 599 models boasting more hard-core sports credentials.With the direct-injection variable-valve 338kW/485Nm V8 emitting a soundtrack worthy of a racecar, the California looks striking without being pretty like its predecessors. Gearchanges are lightning quick, smooth and accompanied by a whipcrack bark from the engine, which also crackles delightfully on over-run.The bite correlates directly to the bark, with full throttle acceleration dispatching straights in short order, bringing corners on that show off the car's 53 per cent rear/47 per cent front weight distribution.The California might weigh 1735kg before occupants are added, but it drives like a much lighter machine, providing ample entertainment in and out of bends, if not supplying masses of feedback.The black over tan cabin is a little snug for headroom but the leather-clad seats are comfortable and firm in support; most of the switchgear feels solid, although one window switch became dislodged but never repeated the offence once properly put back in place.There's a little less headroom than would be ideal, but there's room enough for two tallish adults in the front and their bags in the little back seats. Four smaller occupants could make do for a short trip, but the back pews aren't treated to acres of space.Ferrari has around 200 orders for the car and that will probably translate to an 18-month turnaround if you're planning to win the Oz Lotto jackpot - if your numbers come up it would be well worth the wait.SnapshotFerrari California Price: from $472,000.Engine: 4.3-litre 32-valve V8.Transmission: seven-speed double-clutch automated manual, rear-wheel drive.Power: 338kW @ 7750rpm.Torque: 485Nm @ 5000rpm.Performance: 0-100km/h under 4 seconds, 0-400 m 12.2 seconds, 0-1000 m 22.1 seconds, Top speed 310km/h (governed).Fuel consumption: 13.1litres/100km, tank 78litres.Emissions: 305g/km.Suspension: double wishbones (front); independent multi-link (rear); optional magnetorheological damping suspension system.Brakes: four-wheel ventilated and cross-drilled carbon-ceramic discs, with anti-lock and stability control systems.Dimensions: length 4563mm, width 1902mm, height 1308mm, wheelbase 2670mm, track fr/rr 1630/1605mm, cargo volume 340/240litres, weight 1735kg.Wheels: 19in alloys (optional 20in).In its class:Mercedes-Benz SL600, from $404,413.Aston Martin DBS Volante, $527,100.Lamborghini Gallardo, from $515,000.Porsche 911 Turbo Cabriolet, from $386,800.

The Mini Cooper D posts an official fuel consumption figure of 3.9 litres per 100km and C02 emissions of 104g/km, slipping in just beneath Toyota's current Prius (the next Prius claims it will hit 3.9l/100km and 89g/km) and the Smart mhd.The brand’s Australian marketing manager Chris Brown says making diesel cool and sexy is the challenge. "That's the $64-million dollar question, and I think the thing working in our favour is inherently it's a Mini. "We're relying on the fact that a diesel in a Mini package is still a Mini," he says.Brown says the benefits of diesel are well accepted, but some of the other technologies don't carry over. "Some of the new technology doesn't carry over into the automatic - the automatic stop/start and the shift indicator for example."Those people more interested in economy are going to go for the manual, those looking for convenience will go for the auto. "We're expecting 50/50 but we're not sure on our volume targets, we're conservatively thinking about 200 between now and the end of the year," he says.DrivetrainsThe D can be spotted in traffic by Mini-philes by a bigger front air intake and the broader power dome bonnet that accommodates the larger induction hardware for the 1.6-litre common-rail direct-injection turbodiesel.The particle-filter equipped engine was co-developed and is shared with Peugeot and Citroen and has a variable-geometry turbocharger.The turbo shares an overboost function (when the right pedal is floored) with its petrol siblings, giving an additional 20Nm of torque above the 240Nm available from 1750rpm.Mini staffers say 70 per cent of the peak torque is on offer from 1250rpm and if you feel the need, the engine delivers 80kW of power at 4000rpm. The official Mini blurb claims that's good enough for a 9.9 second sprint to 100km/h and a 195km/h top speed, says Mini.The launch drive fleet was devoid of any optional six-speed automatics - which up the price from $33,750 for the manual to $36,100 - and also increases the thirst to five litres per 100km.Aids to fuel economy With the six-speed manual gearbox you get the auto stop/start function which stops the engine when the gearbox is in neutral and the clutch pedal is not pressed. As soon as the clutch pedal is touched, the engine re-starts.The Cooper D also brings with it brake energy regeneration, which re-charges the battery when coasting or braking, as well as smart oil and water pumps that only kick in as required.An underbody aero-panel, a ‘friction-optimised’ crank drive, electric power steering and more aluminium panels and components help lighten the load on the fuel bill.EquipmentThe Cooper D carries the same equipment specification as the petrol-powered Cooper, which means stability control, six airbags, 15in alloy wheels, air conditioning, CD sound system, trip computer, sports steering wheel with audio and cruise controls and height-adjustable front seats.DrivingIf any car can make diesel trendy then a Mini has a shot at it. Dressed up in the optional ($37,350) Chilli pack as it is in the images, the spunky little four-seater looks the goods.The little diesel is quiet and reasonably smooth, with plenty of torque to more than adequately shift 1090kg.Idling through city streets a gear higher than otherwise would be possible, the little Cooper D pulls up hills with no throttle pressure at all.The gearshift is smooth and quick, giving the consumption-conscious driver a chance at achieving the ADR figure of 3.9l/100km to rapidly swap cogs even before the optimistic economy-encouraging gearshift indicator.Trust is required to believe the claim of 70 per cent torque peak on offer from 1250rpm.The alloy block for the diesel has meant weight over the front end has not soured the handling, so the go-kart road manners have not been tarnished.The automatic stop/start function takes some getting used to and the rattle as it stops is a little rough. The start-up time, followed by engaging a gear and getting away, can be a worry, as drivers behind expect the little hot-hatch ahead of it to be quick off the line.On the launch drive through the crawling CBD traffic, suburban main roads, freeways and onto country roads, my co-driver and I managed to match the 3.9-litre fuel use claim by the company, although our overall average was just over 4.1.Mini Cooper D Price: from $33,750.Engine: 1.6-litre common-rail direct-injection intercooled turbodiesel.Transmission: six-speed manual or six-speed automatic ($36,100), front-wheel drive.Power: 80kW @ 4000rpm.Torque: 240Nm @ 1750rpm (260Nm on overboost).Performance: 0-100km/h 9.9 seconds, top speed 195km/h (manual).Economy: 3.9litres/100km, tank 40litres.Emissions: 104g/km.Rivals: Smart mhd, from $19,990.Toyota Prius, from $37,400.Peugeot 207 1.6 HDI XT, from $28,990.Citroen C4 1.6 HDI, from $30,990.

The opportunity comes from addition of an entry-level two-litre quattro model and a double-clutch automated manual gearbox.Models and pricing The new powerplant - which also features in the company's new Q5 SUV - slots into the A5 range as an entry point, with the quattro manual priced from $79,900 and the seven-speed S tronic wearing an $83,500 pricetag.Drivetrains The two-litre four-cylinder engine shares blocks with the previous A4 2.0-litre TFSI - which offers 132kW - but the new turbocharged direct-injection engine has variable valve systems on inlet (timing) and exhaust (lift), a new intercooler design and chains operating the camshafts.The A5's new engine - which sits further back in the engine bay than its forebears - offers 155kW between 4300 and 6000rpm, with 350Nm of torque available between 1500 and 4200rpm.Audi says the systems - combined with engineering work done to reduce friction - to produce a quicker charging of the turbo, as well as improving fuel consumption, with an improvement of up to 20 per cent over the previous two-litre powerplant.When teamed with the S-tronic transmission the A5 returns 7.5l/100km, which drops by 0.1 when the manual transmission is directing drive.Audi is boasting better fuel use, fewer emissions, 100Nm more torque (although it's 5kW down on the BMW, 20kW up on the Benz) and more than a second quicker to 100km/h than the BMW 325i auto coupe and the Mercedes-Benz CLK 200K auto coupe.The quattro system follows several other Audi models in apportioning 60 per cent of drive rearward, with the remaining 40 going to the front wheels; up to 85 per cent can head aft should conditions require it.Equipment The features list on offer includes 17in alloy wheels, tri-zone climate control, power-adjustable front seats, keyless entry and start, Bluetooth phone link, xenon headlights and LED driving lights.As is the norm, the options list is extensive and expensive - the adaptive dampers add $3600, the multi-media interface with hard drive memory for music and satnav adds $5900, adaptive cruise control ups the price by $2945 and the whopper sunroof increases the asking price by $2860.There's also an S-Line sports package which increases wheel size to 18in, puts sports trim in the cabin and tightens up the suspension tune for $5850.Sales But what ever the argument about pricing and options, the A5 range thus far has performed "exceedingly well" on the sales front, according to Audi, with estimates of around 700 units for this year, currently led by the 3.2 FSI model representing almost half of A5/S5 sales.The company expects the introduction of the 2.0 TFSI model to gather 130 sales and about 30 per cent of the range total sales, which are already 50 per cent up on 2008 - the range totalled 623 sales for Audi last year.DrivingThe upgraded two-litre TFSI engine might well share the same basic block but the extra work has been worthwhile.Not that the 132kW version of the engine is any slouch - it is a decent powerplant - but the 155kW version that has been slotted into the middle of the A4 range and as an entry-level A5 has plenty of charm and performance.With the quattro system biased to the rear and the engine weight no longer hanging out ahead of the front wheels, the A5 TFSI doesn't feel like an entry-level model.The engine is willing and has a punchy midrange, there's next-to-no lag and the double-clutch gearbox slips cogs in 0.2 of a second.One of the best looking cars around, the A5 has enough room for four, decent luggage space and the ability to get from A to B without excessive thirst - at least until you get serious on a back road, but even then the trip computer won't frighten you.The A4 was also sampled with the new engine and was similarly spritely.With the adaptive damping system set to dynamic and swapping gears with the six-speed manual, the new TFSI models can both be punted with enthusiasm and show plenty of ability through the curves.The A5 in particular - and without the adaptive damping system - has enough punch from the powerplant and the ability to put it effectively to ground.A talented chassis, good grip without the perils of an understeery driveline and decent punch from a frugal engine gives the A5 added appeal at a better price.Audi A5 TFSI coupe Price: from $79,900.Engine: two-litre 16-valve DOHC intercooled turbocharged four-cylinder engine.Transmission: six-speed manual or seven-speed double-clutch automatic, all-wheel drive.Power: 155kW between 4300 & 6000rpm.Torque: 350Nm between 1500 & 4200rpm.Performance: 0-100km/h 6.5 seconds. Top speed 245km/h.Fuel consumption: 7.4litres/100km (S tronic 7.5), tank 65litres.Emissions: 173g/km (S tronic 179).Rivals: Alfa Romeo GT V6, from $69,990.BMW 3 Series coupe, from $70,959.Mercedes-Benz CLK coupe, from $88,859.Peugeot 407 V6, from $69,800.

The Mazda 3 line-up has been a star in the strong, consistent performance of the Japanese carmaker’s passenger cars here, with sales reaching the million mark faster than any other of their models.

Holden Special Vehicles boss Phil Harding is cagey about it.He's been misquoted before on future supercars from the Clayton-based brand but says the W427 won't be the last super car from HSV.Mr Harding says there needs to be a time gap and low production numbers to maintain exclusivity."Some have called it an Australian icon and I'm happy with that, but you need a timeout and then come back later and do something like that again - but I don't know what that timeframe is.""One customer has bought two, one on bricks and the other is being driven, so they probably think its going to help them in the future with car value," he says.The model mix has not swung in the smaller four-cylinder direction but HSV is still looking at additional four-cylinder models, including examining an HSV version of the Cruze."We have a lot of internal activity, I don't think I'm ready to say more than that, on Corsa and Insignia we have business cases to finish off, that's still happening.""But since then in the public domain the Cruze has entered the melting pot, that's given us another opportunity that we're looking at."We're looking at the concept, I'm not confirming that we're going to do it."The Corsa and Insignia haven't gotten any worse - in fact they've gotten better - so I don't want to throw them out in a product sense, they'll only be thrown out if the business case doesn't work," he says.The company's sales tallies have followed the market down by about 20 per cent but Mr Harding says the figures are in line with the company plans."We're in line with our plan, which is down on last year, but like every car company we're doing all the right things - controlling costs, motivating our dealers, focussed on selling cars and the sales are where we thought we'd be at the end of quarter one, we're down about 20 per cent in line with the market."Mr Harding has ruled out any HSV versions of a Holden SUV and has expressed a preference for the exciting product like the W427."We're also bringing LPG to the market later this year, that's progressing. We're doing well with that.""We've existed for 20 years and we've got great products."It's tough, but we've been in the tough times before and we'll come out of it and we'll have some great times," he says.

Nissan Australia CEO Dan Thompson says the company is still looking at its sales and distribution plans for an electric vehicle but the car will be within reach price-wise.Thompson says consumers will have the ability to buy a car in 2012 and plug it in at home, but the uptake of an electric vehicle will depend on incentives and education."It's a whole new world. I think it will take a lot of education from the industry, the government, all of us, to get consumers over probably a bit of a hurdle as to not having to stop into a service station," he says.Nissan believes the make-up of the electric vehicle distribution network and its customer base will depend on how quickly the technology takes off."The initial buyers may be skewed towards governments and fleets with the infrastructure - but there's nothing to keep a member of the public walking into a Nissan dealer and buying one."As long as the technology matches their driving requirements, for a fixed daily commute within the 150km, you can plug in at home each night," he says.The work done by Mitsubishi has helped pave the way for more electric vehicles from other brands but Mr Thompson believes Australian governments need to be a bit more proactive - "the government support is critical.""But Mitsubishi having a go at the i MiEV early with ADRs will raise the visibility and show that this technology is coming really soon," he says."I don't think the government understands how quickly this technology will be readily available, if they don't provide some education and incentives up front the uptake will be much slower than in some of the other markets."Nissan's small electric car will use lithium-ion batteries - sourced from a joint venture with NEC - and is expected to have a 160km range."That covers 85-90 per cent of everyday driving for everyday Australians, so there's a lot of debate about how much infrastructure is actually needed," he says.The company has shown several electric vehicle concepts, including the Pivo2, the Nuvu, the Mixim and the Cube-based EV test vehicle, but expect to see a production-ready vehicle at the Tokyo Motor Show later this year.

The Maxima – which shares its underpinnings with Murano — has been given a second engine choice, a sharper set of clothes, an upgraded features list and a leaner pricetag.The new car - now sourced from Thailand - is between 5mm and 15mm longer (depending on model spec), 30mm wider overall (track width is up a similar amount), 15mm taller but sits on an identical 2775mm wheelbase.The tare weight has also remained close to the outgoing model, with Ti gaining just over 30kg.Nissan says the new car - on sale from June 1 - has been made using more ultra-high strength steel, which has helped the engineers increase torsional rigidity by 40 per cent.The entry-level ST-L is offered at $33,990 and only with the new 2.5-litre version of the familiar V6 and the continuously-variable transmission.The 2.5-litre V6 produces 134kW at 6000rpm, with 228Nm of torque peaking at 4400rpm, with the claimed fuel consumption figure of 9.5 litres per 100km.The 3.5-litre V6 has had a 15kW increase to 185kW at 6000rpm, with torque dropping by seven Nm to 326Nm at 4400rpm (up from the old torque peak of 2800rpm), with only a slight increase in fuel use to 10.2 litres per 100km.The standard fare includes leather, dual-zone climate control, dual front, side and full-length curtain airbags, power-adjustable front seats, a six-CD six-speaker sound system, 17in alloy wheels, xenon headlights, six airbags and stability control, but no split-fold rear seats.The larger V6 is available in the $37,990 ST-S and $46,990 Ti models.The ST-S sports model adds a rear decklid spoiler, the intelligent ignition key, rear parking sensors and heated front seats above the entry-level features list.The range-topping Ti has gained $6000 in price for the equipment list that adds a sunroof, position memory for the electric seats, satellite navigation, Bluetooth, a reversing camera and a DVD-capable 11-speaker Bose surround sound system.The sales breakdown is expected to be 60 per cent of buyers opting for the 350 models and Nissan is aiming to reduce the Maxima buyer's average owner age from mid-50s to below 50.The lolling, wallowy Maxima is a distant memory.The new car quickly displays an adherence to both sides of the ride and handling duties of a suspension system.There's still a skew towards ride comfort but no longer is it a bouevarde ride tune that would satisfy plump U.S. rumps.The steering is light and won't top the medium-large brigade's "steering feel" list but touring along Victorian country roads the Maxima felt composed and comfortable.Looking sharper with the swept-back standard xenon headlights and LED taillights, the new Nissan flagship has a more prominent shoulder line and looks good in the metal, without being stunning.Nissan is aiming to lower its average owner age below 50 but the new sedan failed the bustop test on the launch, with none of the dozen or so school students giving the new sedan a glance.Which is a shame, because the new car has plenty about it worth liking, leading off with the V6 powerplants.The smaller V6 is smooth and spins up quickly through the rev range, although the midrange punch is a little less intense than that offered by the larger engine.Both engines claim to have more than 80 per cent of peak torque on offer from 1600rpm, but the larger V6 remains the more impressive unit.While the Maxima now has two engines, the transmission remains a continuously-variable unit, which has a manual change six-speed mode - both V6 engines work well with the unit but the extra 98Nm of the 3.5-litre helps keep the CVT calmer.The leather-trimmed cabin is standard range-wide and is very quiet and comfortable, with ample room for four adults - even at 190-plus cm there was enough rear headroom in a non-sunroof model.The dashboard's centre screen and the instrumentation suffer a little from sun glare; the former has lost the cowling of the previous model, which means the screen is nigh impossible to see when the sun enters from some angles.The new Maxima models could do with a little more differentiation but as a driving package there's been plenty of improvement, making it worthy of inclusion on a medium-car shopping list.