Articles by Stuart Martin

...and made some changes for the better with its range up date for 2009.The first HSV wagon since the Avalanche will be $1000 above its R8 sedan equivalent at $65,990 and available with the new six-speed manual or a re-calibrated six-speed automatic, which ups the pricetag ante to $68,320.The recalibrated auto and new Tremec TR6060 manual transmission are part of the MY9.5 HSV model upgrade, which also includes some engine recalibration.As is de-rigeur for the HSV models, there's a bit of a bodykit - focussed mainly on the nose and side skirts - with the rear remaining largely similar to the Sportwagon.Unlike the sedan variants, HSV has left the rear lights alone, something that would have cost $1.5 million to alter and the company is taking a measured approach to this wagon.The company will get just over 160 built but the orders already stretch well into the first quarter of 2009 - even HSV boss Phil Harding wants one, but he's waiting patiently for sales to be fulfilled first.The interior gets upgraded seats (full leather trimmed versions are $2490), a new rear seat, dual-zone climate control and also adopts the new white-faced instruments and centre-pod of gauges, which will go range-wide for 2009.The Tourer is also fitted standard with a reversing camera and rear park assist and gets a shorter final drive ratio.It sits on 19in wheels with 245/40 front and 275/35 rear rubber as standard, but can be optioned up to a 20in wheel with slightly lower profile tyres for $2500.The R8 Tourer is 20 per cent firmer in its suspension but has a reduced rear roll bar diameter.HSV chief engineer Joel Stoddart said the aim was to leave the wagon driver with the same wheel-time experience as that of a sedan."One of our main objectives when we decided to embark on this car was that the driver should lose nothing in the driving experience in this car over and above the sedan," he says.The suspension tune differs a little bit from its sedan sibling as the HSV engineers have tweaked a few things during the development - it's about 20 per cent stiffer all round, with the same rear dampers as the Maloo utility and a smaller-diameter rear anti-roll bar than the Clubsport R8.On the launch drive through the hills north-east of Melbourne, the first R8 Tourer sampled had the 20in wheel option, which gives the handsome wagon a more aggressive look.The company was working from a more-than-competent base with the Sportwagon and the suspension tweaks - with either wheel package bolted on - has only enhanced the drive experience.The tighter tune keeps the body under control but rolling (and oversteer) from the rear takes a lot more provocation before it becomes evident.For the driver, the addition of a new six-speed manual to the range almost overshadowed any other changes - while HSV says it's not a massive change from the old gearbox, the new six-speed is quicker and sharper to change, with better defined gates and a cleaner action.The six-speed auto also benefits from recalibration and the benefits are most felt in sport mode.It's not a hyper-aggressive alter-ego and seems to have a little more in the way of smarts on the way into corners under brakes.The addition of the camera makes parking and manoeuvring quite a bit easier - given the whopper D-pillars it probably should have been there from the get-go at Holden.For those shopping for load-luggers and/or kid carriers but not interest in SUVs, HSV has plenty to offer.In terms of performance wagons, they are few and far between that could match the R8 Tourer for pace, let alone on price - Audi has its $270,000 RS6, Benz has the $146,000 C63 and $239,000 E63 wagons.The R8 Tourer seems to have the versatility of a wagon and the performance and driving manners of a home-grown hotrod sedan.

The baby Euro car sets a new style direction for compact blue-oval models as well as promising class-leading driving enjoyment.It is also priced from $15,750 for a three-door hatch with fuel economy as good as 6.1 litres/100km with a 1.4-litre starter motor.The Fiesta is a five-star NCAP success in Europe but, for now, ESP stability control is only an extra-cost option for Australia at a time when all five-star contenders for 2009 must have ESP. It is part of a $1000 'safety pack' on the basic CL and mid-range LX models, bringing front side airbags, a driver's knee airbag and stability and traction control, as well as Emergency Brake Assist.Ford Australia says it is giving Fiesta buyers the choice on safety and is hoping for a 15 per cent up-take on the safety pack.The Fiesta - the sixth generation to wear the badge and available as either a three or five-door hatch with 1.4 and 1.6-litre engines - is currently built for Australia in Germany, but the supply line will be switched to Thailand after the first 12 months. That could bring a price advantage thanks to a Free Trade Agreement but there is no commitment to any future change.It's the same with the Fiesta sedan, which is in the medium-term plan for Ford Australia but with no firm introduction date.The sportier XR4 and Ghia models are also missing, leaving the Fiesta Zetec - which differs only in wheels and tyres from a mechanical perspective - as the sports flagship for now.The new entry-level CL three-door kicks off the range at $15,750 and will be available with both three and five doors. The middle-level LX models start from $18,490 but only with five doors, upgrading from the CL's 15-inch steel to the same diameter in an alloy wheel.The Zetec sports model is a three or five-door car from $20,250, but the three-door is manual only. It is mechanically identical but gets 16-inch alloy wheels and a sports body kit.The drivetrains are a 88kW/152Nm 1.6-litre with five-speed manual or the optional $1500 automatic transmission - available from February - which is only mated to a 71kW/128Nm 1.4-litre engine and available on all but the three-door Zetec.The 1.6/manual combination has claimed economy of 6.1 litres per 100km while the smaller, less-powerful engine with the automatic pushes the fuel use up to 6.9.The Fiesta has a range of technology including voice-controlled Bluetooth (standard on LX and Zetec), a USB slot for an MP3 or the 3.5mm audio jack standard range-wide.Also standard is the capless refuelling set-up first seen on the Mondeo and cruise control is standard on all but the CL.The first local drive was done in the manual models as Ford has not landed any autos.Ford talks a lot about the work done to keep the interior quiet and it has paid off, as the cabin is well-insulated from most noise and the 1.6-litre engine is quiet and smooth.It is also a flexible powerplant, thanks to variable valve timing systems, pulling through the steeper sections of the Adelaide hills launch drive in a gear higher than expected for a sub-2-litre car.The little German-built light car also has good road manners, with a well-executed compromise between ride and handling on offer.The Fiesta is composed in corners and has body roll well under control, with a firm but decent level of ride compliance.At above-average height I could find a decent driving position in the supportive and comfortable seats and had good forward visibility - rearward is less open given the C-pillar and high rear waistline.The partial leather-wrapping of the steering wheel, a little too much power assistance, air-con that blew cool rather than cold air on a low-30s Adelaide day and the absence of an automatic transmission with the larger engine were the only complaints.

That's the feeling you get — even nearly two decades later — when you're bestowed with the key to 386kW and 630Nm of German powerhaus roadster with a $400,000 price tag.My dad never had anything quite like this, although he certainly wants to, but ripping along a back road in something that actually handles was a novelty for a Jeep driver.Fast-forward 20 years from the 505 Executive Peugeot to the SL 63 AMG from Mercedes-Benz and the feeling is similar, although the G-forces in any direction are somewhat greater.The new-look SL 63 doesn't really handle so much as treat the road with disdain, ignoring corners and obliterating straights. We've had other examples of the facelifted SL and they get along pretty well, but the 63 puts them back into the cruiser category, shifting the goalposts well beyond kicking range.The all-alloy high-revving naturally aspirated 6.2-litre V8 — already seen in several AMG products — produces 386kW at a musical 6800rpm and peak torque of a very hearty 630Nm at 5200rpm.One of the great (and exclusive) features of the SL 63 is the seven-speed auto, which employs a wet clutch set-up instead of a torque converter. Aside from the fact that the transmission gives a big throttle blip on downshift, it shifts quickly (more than 20 per cent) and crisply in the Sport modes (a further 20 per cent in S+) and almost imperceptibly on Comfort mode. Full manual mode offers gearshifts (with paddles or the gearshifter) that take place in 100milliseconds.Short of being on a racetrack the transmission's top half is unlikely to experience the engine's redline, but at least in the firsttwo gears the demon scream of the V8 is addictive — as the instruments flash red to suggest an upchange.The paddles can be left alone as the S+ onthe dial, to select the automatic's mood, offers early downshifts and works well under brakes.The suspension and transmission settings can be programmed into the AMG button — in a similar vein to the M-button in a Beemer — so sports settings can be found quickly.The suspension can be tightened up at the touch of a button as well, or as part of theAMG button, and in Sport mode the body control is admirable — except, perhaps, from the tyres' perspective.The SL 63 sits amazingly flat and points its nose with the authority of a much lighter and more nimble sports car, although the tail feels as though it could bite a driver without the proper skills to control it, sans electronics.Comfort mode still does a good job of containing body roll as well as providing a decent ride quality.It's not a boulevard ride quality but it manages to iron most road bumps out with alacrity. Only when the low-profile (front 255/35 and 285/30 rear) rubber whacks something sharp in the road surface is thereany real disturbance.At full noise the SL 63 AMG hits 100km/h in 4.6 seconds and must feel like it's hitting a wall when the limiter kicks in at 250km/h.But with the flexible engine and seven-speed automatic the official figure for fuel use is 13.9L/100km, although we saw numbers nearer to 20 litres per 100km.It's easy to forget the SL is a convertible but lower the roof — a 16-second delay to proceedings — and the symphony is louder and even more delightful.Hit the seat heaters and the Airscarf system for a chilly night — or the seat coolers for other extremes — and the elements become far less of an issue.With bi-xenon adaptive headlights a night run becomes far easier as well, something that will make the seat-cooling fans less useful as well as reducing the sunburn factor.There are many ranks and titles used in marketing terms to describe cars. If the LandCruiser is “King Off The Road”, then the SL 63 is the Emperor — and there's a lot to like about its new clothes. SnapshotMercedes-Benz SL 63 AMGPrice: from $401,235Engine: 6.2L/V8 386KW/630NmTransmission: 7-speed automatic 0-100km/h: 4.6secondsEconomy: 13.9L/100km (claimed), 19.6L/100km (tested) 

At least, not by anyone with a sense of sanity. But Audi has revealed an upcoming addition to the R8 range — the R8 V10.The much-anticipated direct-injection dry-sump 5.2-litre 90-degree V10 — which has close ties to the Lamborghini sibling within the Volkswagen stable — produces 386kW at 8000rpm and 530Nm at 6500rpm.The R8 V10 six-speed manual weighs only 1620kg — 258kg of that is the engine, 31kg more than the 4.2-litre V8 — and leaps to 100km/h in 3.9 seconds; 200km/h is reached less than five seconds later and its top speed is 316km/h.The lightweight V10 also lays claim to a reasonable thirst — given the performance potential — of 13.7 litres per 100 km.It retains the quattro all-wheel drive system, is enclosed beneath a lightweight aluminium spaceframe body and has the production-car first LED headlights — Audi is the first car maker to use an LED light all external lights.The engine will share close ties to the recently-revealed GT race car, with the dry-sump lubrication system, allowing it to be low in the engine bay for better centre of gravity.Among the other features will be launch control, 19in alloys with 235/35 front and 295/30 rear, 44/56 front/rear weight distribution, tyre pressure monitoring, magnetic ride control suspension, eight-piston front and four-piston rear brake calipers, ventilated and perforated discs and the option of a lightweight carbon-composite ceramic brake system.There's also a rear spoiler which deploys automatically at 100km/h to generate additional downforce.The body-in-white of the R8 V10, which includes an engine frame made of ultra-light magnesium, weighs only 210 kilograms (463 lb).Other features highlights include heated seats covered in Nappa leather, a driver information system (including an integrated rear camera), an alarm, satellite navigation and the Bang & Olufsen sound system.Various leather trim options are also available, as well as the Audi exclusive program that can upgrade the interior to generate a "racing atmosphere" into the R8 V10.Given the price rise between the V8 and the V10 models in Europe, expect the R8 V10 to top $350,000 when its rubber hits Australian roads towards the end of next year. 

More than 600 fewer vehicles have sold nationally in November compared to the same month last year, according to industry figures.The latest sales figures released yesterday show the global economic crisis has hit vehicle sales and the industry is waiting for the impact of interest rate cuts and petrol price drops.Chamber of Automotive Industries (FCAI) chief executive Andrew McKellar said the figures showed people were being more cautious with their money as the global financial crisis deepens."Certainly the most recent interest rate cut was well justified, and it is hoped this will help restore some confidence and stability to the marketplace."On the up-side, there are going to be some very competitive opportunities for anyone considering buying a car in the near future," he said.The Passenger Vehicle market was down by 11,137 vehicle sales - around 20 per cent - over the same month last year, with every segment dropping sales, with sports cars and large cars among the biggest losers. Sports Utility Vehicle (SUV) sales dropped by 4968 vehicle sales (or 28.1 per cent) - only medium and large SUVs remain ahead of 2007 year-to-date totals.The November light truck market was down 20 per cent - or 3386 vehicle sales - and the heavy vehicle market decreased by 943 vehicle sales (down 25 per cent) over November 2007. Toyota Australia senior executive director sales and marketing David Buttner said the company was ahead of its 2007 figures and was aiming to stay there."I'm pleased we're ahead of last year and we're keen to stay ahead of last year without damaging the brand or residual values," he said.The total market for November 2008 totalled 71,647 - a drop of 20,434 sales or 22.2 per cent down in the same month in 2007 - just over 600 fewer vehicles sold per day.The 2008 year-to-date market currently sits at 935,684 vehicles, behind the same period in 2007 by 2.9 per cent or 28,048 vehicle sales.

Entitled Leyland P76: Anything but Average, the book — penned by motoring writer and historian Gavin Farmer — traces the story of the much-maligned but intriguing Leyland sedan. The 224-page book covers the post-war history of Austin, Morris and BMC, the design and development of the P76, the P76 station wagon and Force 7 coupes. The book will be available in standard hard bound edition for $85 or a special leather-bound edition at $225 (plus p&p), numbered and signed by the author. "Leyland P76: Anything but Average" can be bought direct from Ilinga books (ilingabooks@chariot.net.au) or 08 8339 3645 - or from a good motoring bookshop near you.  

The exclusivity signified by the `Black' label is used by those outside the auto industry - Johnnie Walker and Penthouse magazine (so I'm told, of course) among them.Mercedes-Benz AMG powerhouse has produced some stunning machines in the past but none as ferocious as the CLK 63 AMG Black Series.It deserves the Black label, for its extra outputs and abilities definitely fall into the black magic category.It's twin brother is the F1 Safety Car and it has the carbon fibre spoilers and trim bits to prove it.Other trick bits include twin exhausts, an additional transmission oil cooler, a high-performance steering oil radiator, an active differential oil cooler.The AMG 6.2-litre V8 has had alterations made to the intake and exhaust system, with a new variable intake manifold among the changes - the numbers stack up for some serious pace - 373kW at an amusing and muscial 6800rpm, with 630Nm at 5250rpm.That's enough, says Benz, for 100km/h to arrive in 4.3 seconds, the needle swings by 200km/h in 13.8 seconds and is limited to a 300km/h top speed.Not that we're in a position to check the latter during the Thoroughbreed Tour of this year's Classic Adelaide, as the 130km/h limit applies during closed-road stages.But seat-of-pants feel suggests the numbers can be believed.The first stage attempted in the Black was Coromandel, a personal favourite when it comes to the state's roads.Starting on a curve in such a beast meant the stability control - much to the disgust of athe assembled officials - was staying on, a trend for the rest of the day.The little black Benz demolished straights and breached the event speed limited with over half the gearbox remaining untouched.Corners are met with gusto from the helm, pitching in with enthusiasm and accuracy, but the exit was tempered by a compulsory restriction on the right foot.Smoothness was a must, otherwise everything died as the stability control smothered the fun.Even a gentle return to full throttle met with blinking belligerence from the stability control light.Faster, open roads were easier to deal with - the biggest problem was staying under the stage speed limit.If the exterior and interior add-ons had anything to do with pace and poise then it is a rocket - AMG-emblazoned carbon-fibre pieces in the door and on the centre console, lip spoilers and splitter additions also from carbon-fibre, 19in alloy wheels, sports "tombstone" bucket seats that adjust only fore and aft were fitted as well.The seven-speed auto has aluminium paddleshifts - and thankfully it will hold gears in manual mode.The paddles are mounted behind the low-key AMG performance steering wheel, which was a little too subtle for the rest of the car.The gearbox is the only thing letting the Black down, it's still an automatic and can sometimes frustrate the driver's attempts - we're sampling the SL63 soon and if that transmission is as good as it is said to be, let's hope it makes an appearance in the CLK Black.Unfortunately our day in the CLK 63 AMG Black Series after an unscheduled excursion through beyond the outside of a right-hander on a Fleurieu Peninsula stage.The right-hander was approached with caution but the driver at the time - not the author - found problems on the exit, possibly from the radius, some gravel or dirt on the road.The man behind the wheel managed to avoid a large tree but couldn't avoid heading into the long grass on the roadside (by far the lesser of two evils) and flattened an old fence post and some wire.After the requisite notifications were hastily made amid a smoky smell, debris was collected and the Black was returned to the road for a slow completion of the stage.Skid, scorch and tyre marks made by the following field suggest we weren't the only ones to leave the tarmac on the same corner, with other competitors making a mess of the new fence and leaving behind a windscreen.Our car was removed from the event as a precaution and the driver may well still be apologising even now.Our event was over but the taste of the Black has left me wanting more.It's a purposeful beast that has a magnificent powerplant and challenges the driver - I think I'd need about a year to get to grips with it, but my chances are slim. CLK 63 AMG Black SeriesEngine: 6.2-litre aluminium 32-valve V8.Transmission: seven-speed paddleshift automatic, driving rear wheels with LSD.Power: 373kW at 6800rpm.Torque: 630Nm at 5250rpm.Performance: 0-100km/h 4.3 seconds. Top speed 300km/h (governed).Fuel consumption: claimed 15.3litres/100km, tank 62litres. 

Shimmering white roadsigns adopt a shade of red from the Porsche's reflection and several roads used in the Classic Adelaide are in the immediate future.I don't know who Don Henley is singing about and I really don't care, the '80s song is apt - the new 911 Cabrio likes to dance on some of our great roads and it has fast and light feet.Despite being 30kg heavier than the manual, the new double-clutch PDK is 0.2 sec faster to 100km/h and it will hit 160km/h in 10 seconds flat - the manual is 0.3 of a second behind, but it's a good demonstration of how quick the changes are in the PDK.The Porsche PDK option - short for Doppelkupplung - is a $7000 seven-speed automated manual and is probably the best of the double-clutchers sampled so far.Six of the seven gears are closer-set and keep the flat-six singing in the meat of its rev range, 7th is the fuel-saver cruising gear.The gearbox can be manually shifted using the lever or buttons on the wheel - no paddles for Porsche - but the only problem with the spoke-mounted buttons is the heel of the hand can sometimes inadvertently change cogs.That said, the changes are lightning quick and smooth, although sometimes getting away from a slow-rolling to a standstill, there's a slight hesitation as the gearbox decides on 1st or 2nd.The gearbox is excellent at helping the 3.8-litre direct-injection flat-six sing beautifully, but the boxer engine is also remarkably flexible.Variable valve timing and lift, as well as a tricky intake manifold, help the 911 deliver 420Nm of torque - Porsche says almost 360Nm is available from 2500rpm and that's backed up by the drive experience.The intake manifold has what Porsche calls a "two-stage resonance intake system" which uses the vibration of the air as it passes through the intake manifold to increase the volume of air taken in.It adjusts according to engine speed and the Stuttgart boffins say the system offers higher torque at low engine speeds and a flatter torque curve.Slipping into the optional sports seats, firing up the flat-six and slipping the PDK into D, dropping the soft-top and heading for the hills, it's a form of automotive witchcraft that the 911 offers such sweet steering and manic abilities through the corners.Despite having a rump with more heft than any bootylicious Hollywood types, the 911 rips out of corners with scant regard for weight distribution.Hit sport mode on the adaptive dampers and the 911 is even harder - in all senses of the word - through corners, but bumpy stuff means normal mode is better for compliance.The gearbox - even in D for drudgery - quickly picks up on the driving attitude and adopts appropriate shift patterns.Apparently the optional Chrono Sport package gives the Carrera 2 a sharper edge, but we're not complaining about the drivetrain on this one.The back seat is useful only for baggage, as the backrest is perpendicular and would qualify as cruel and unusual punishment for passengers.A lockable storage unit would probably make more sense, particularly given the 135-litre luggage compartment in the nose.The features list is nothing to complain about, with Bluetooth, satnav, climate control, dual front and side airbags, stability control, adjustable dampers, dynamic bi-xenon headlights and sensational brakes (even before you tick the ceramic composite option box).Make no mistake, the icon that is Porsche 911 might well have been only subtly re-designed from an aesthetic viewpoint, but the mechanical package sets a new benchmark.

Adelaide native Stuart Martin has owned everything from a 1974 Jeep ragtop to an early Celica - complete with vinyl roof - that soldiered on through a frantic "30 minutes or die" pizza delivery career.Passionate about anything with wheels and an engine, Martin is young enough to cope with hybrid technology and old enough to remember carburettors; he's happy behind the wheel - of anything from a Suzuki Swift to an M3 - and preferably with a bit of opposite lock on.

And now Hyundai has teamed up with the famed house to collaborate on three special edition Genesis sedans.The companies are boasting about combining the best technology and industrial design with quality materials, craftsmanship and "an innovative new approach aimed at creating a new driving experience."One of the cars will be the star of next year's Seoul Motor Show, before taking pride-of-place in the Hyundai Motor Company headquarters in Seoul.The other two vehicles will be auctioned off at the Prada Transformer - a tetrahedron-shaped temporary building adjacent Seoul's Kyeonghee Palace to host a range cultural and fashion events next year.The proceeds will be donated to a charity designated by both companies.Prada’s design team will create three special edition Genesis sedans in Italy over a four month period, working closely with Hyundai Motor Company’s engineers and own designers, using the houses signature materials."We've made a name for ourselves as a quality automaker, and are now focusing on raising our brand image," said James Choi, Hyundai Motors President of International Sales."We are extremely delighted that Prada, one of the best and most innovative luxury goods brands, has agreed to work with us and infuse their creative energy into our products."Hyundai has offered its first representative in the luxury car segment this year with its new rear-wheel drive V6 and V8 sedan Genesis and says it is opening its doors to "innovative and creative ideas from the world's best.Hyundai says the Prada project lays the foundation for future co-operation between them and other specially-selected partners.