Articles by Stuart Martin

While the hybrid range appeases a green conscience with performance as well, the brand lacks a hero. The IS F is deigned to be a halo car for the Japanese brand that the bulk of its opposition already has - BMW has its M cars, Benz has AMG-badged weapons and Audi offers S and RS performance models, many which have character and soul in spades.The IS bearing the F badge - inspired by the Fuji Raceway track that was used in the model's development - aims to change that for Lexus, taking the V8 from the petrol side of the LS600hL hybrid, giving it to Yamaha and asking for some singing and dancing lessons.The brand says it has always had an element of performance within the bulk of its range but has never made a big deal about it - with the ISF the company has what it calls a new breed of Lexus and compares its significance to that of its 1990 launch.Lexus Australia chief executive John Roca says the performance market is new for Lexus, but the Japanese company has not entered the segment with a carbon-copy of its opposition.Its a lot of pressure on the car but we have to, being as conservative as they’ve been in the past, if it wasn’t for Yaguchi-san (chief engineer Yukihiko Yaguchi) this car wouldn’t be here.The board made a decision in 2002 - when he first talked about this car - not to develop a performance arm to the brand they felt it wasn’t what Lexus was all about, smooth quiet, well-crafted but he's an enthusiast, he wanted something he would like to drive.They will go easy with this car until it is successful, being cautious in terms of production and supply it has to succeed because if it doesn’t there wont be any more F models.The F started life as something of a side project for Yaguchi, a 25-year veteran of the company and its Toyota parent.Within the huge carmaker development approvals are not won easily but after experimenting with various mules the car was given the green light in 2004.Driving fun was more the aim, rather than outright lap times, says Yaguchi-san, with Yamaha, Brembo and BBS among the suppliers, the IS F has taken shape.Using the hybrid limo's V8 within an IS300 shell, Lexus has massaged every bit of the car and produced a four-seat four-door offering 311kW, 505Nm and a claimed thirst of 11.4 litres per 100km.The five-litre powerplant boasts variable intake, port and direct fuel injection, valve timing and a raucous note change at 3600rpm - 0-100km/h times of 4.8 seconds and a top speed limited to 270km/h are the claims and track work suggested those numbers were achievable.The eight-speed conventional automatic has two top gears for fuel economy and the remainder are closer-set, with a torque-converter lock-up between 2nd and 8th for better response; shift times are 0.1 of a second on up-shifts and 0.3 of a second on the downshift, complete with throttle blip.Yaguchi-san said the small development team had limited time and funds, making the brand's existing eight-speed automatic a more viable option than trying to develop a double-clutch automated manual now being used by BMW.At 1700kg it's no featherweight, but it's by no means the porkiest in the segment, says Lexus, which defends the weight figure in deference to a comprehensive features list.Full leather trim, heated sports front seats, a satnav-equipped Mark Levinson fourteen speaker sound system, radar cruise control, switchable stability control are all standard in the four-seater.It also has plenty of clever aerodynamic and cooling tricks, including 19in wheels - 30 per cent lighter than the 15.5kg 19in wheels from the LS600hL - that are directional and specific to front and rear axles, for pushing air onto the large vented and cross-drilled Brembo brake package.As a first-up effort in the prestige compact performance segment, the IS F does most things in a way that will put it on the shopping list occupied by BMW's M3 and the C63 AMG - Lexus certainly now has its hero car. DRIVINGThe high-performers of Lexus have been hybrids up until now.The little four-door sedan has a V8 that sings, quietly at first but 3600rpm is when it opens up and really belts out a note.The tune is accompanied by plenty of thrust, more than enough to whop the eight-speed auto into a frenzy and see off 100km/h in around five seconds.The ride quality is firm and on the abrupt side, big yumps and bumps are relayed with little compliance.It's not bone-jarringly bad but M, RS and AMG are a little easier through road imperfections.The steering has a nice feel to it, gathering extra weight in sport mode to make the driver take charge; the paddleshifts are crisp and generally smooth, although in sport mode there's a little more shift-shock than some double-clutchers sampled in recent weeks have displayed.The seats aren't large but they are supportive and comfortable, with little numb-bum displayed during the launch drive; the racetrack showed the lateral support, which felt ample on the road corners, was up to the task on the racetrack.The IS F was bred for trackwork and it shows, lapping the Phillip Island circuit with considerable pace and plenty of balance.The firm ride quality that slightly tarnishes the on-road performance is paid for in spades by its abilities in the corners, with minimal body roll, decent turn-in and plenty of grip.Switch the electronics off and there's plenty of fun to be had - the track's two tight corners can be easily dispatched with plenty of attitude and a session on the skid pan demonstrated the electronic stability system's prowess, as well as its ability to be completely turned off, something its German counterparts could look at closely.Lurid powerslides and other activities that would get the IS F confiscated on public roads can be indulged in with impunity on a racetrack skidpan, with plenty of smoke.The circuit work showed the IS F has what it takes to corner quickly and gobble up straights in competitive time.While absolute straight-line speed and outright pace point-to-point might still have a German at the top of the podium, the IS F is on the money. 

The coupe is a slingshot and the roadster version is not far behind on pace — just 0.2 of a second slower to 100km/h at 5.4 ... but a world ahead on atmosphere.Where the coupe can be a little claustrophobic with the close-set roofline — the price paid for such a spunky profile — the 60kg heavier TTS Roadster opens up to provide the two occupants with a feeling of open-air rejuvenation. The icing on the cake and something that turns other drivers green with envy is the ability to open or close the roof at suburban side-street speeds below 50km/h.The passenger can enjoy the open-air motoring, the ear-belting sound system and the comfy (but optional) baseball-mitt leather seats.Audi calls it “Chennai brown seat upholstery with matching moccasin seams and Espresso coloured stitching” — priced at $2650. Thankfully it's not the other sort of moccasin. What the second occupant doesn't get is the amusement factor found behind the wheel.They're busy looking for grab handles and pointing out potential road hazards, or commenting on the dirt being tickled by the left-hand wheels mid-corner. The car's colour is not Kelvinator white either, rather an off-white pearl-ish hue that looks good on the convertible and a colour being adopted by more and more brands.The back-road canter has not bothered the stability control's electronics at all. Leech-like grip on the road — thanks to a wide-track as well — in all road conditions is delivered by the all-wheel-drive system that uses a multi-plate clutch (between the front and rear axles) that apportions drive to the rear hydraulically as required.Audi says the system delivers the extra drive in milliseconds — twice as fast as it used to, courtesy of a new pressure reservoir feeding the system.Stretching the legs of the TTS droptop a little more, without a passenger, shows just how talented the roadster is. Even without resorting to the sport setting on the magnetic suspension, the TTS rips through a series of bends with out concern — sport mode tightens things up but removes the compliance required on some of our roads. The 2.0-litre turbo snorts and huffs with gusto under deceleration, as the double-clutch gearbox blips delightfully down through the gears. While the corners don't push back heaps of feel — there are only a few Audis that do — the TTS fires out of bends and devours straights.A Porsche Boxster is still a more precise instrument, but you'll need an S to match the Audi for pace.Mercedes-Benz's new SLK 350 has much-improved steering, as well as the pace to match the Audi, as does the Z4 M Roadster, but it's a tie between the spunky little Audi and the Porsche in the beauty pageant.A freeway stint with the roof up showed that even rag tops can be half-quiet. Indeed the noise level in the cabin isn't bad. The uprated 2.0-litre turbo four-cylinder does emit some interesting snuffles and braps, the kind the driver wants to hear. Roof down please — 12 seconds later, the problem is solved — the soundtrack improves and with windows up and electric wind-blocker in place, entertaining open-road work has an extra aural element.The Hungarian-built TTS Roadster we're sampling has the optional dual-clutch six-speed automated manual, which can be left to its own devices in normal or sport modes, with paddleshifts on the back of the steering wheel's spokes. Shifts are slick and sharp, removing drive from all four wheels for only a blink — the best of both worlds; around town these gearboxes are getting better for low-speed carparking duties as well.The xenon headlights are joined by the de-rigeur Audi LED daytime running lights and it's an impressive look, particularly at night. The bottom lineWith a price tag on the other side of $100,000 it's most definitely an indulgence, but an entertaining one that is easy to make use of day-to-day. SNAPSHOTAudi TTS Roadster 2.0 TFSIPrice: from $103,265Engine: 2L/4-cylinder turbocharged 200kW/350NmTransmission: 6-speed S tronic direct-shift, 6-speed manual0-100km/h: 5.4 seconds, manual 5.6secondsEconomy: 8L/100km (manual 8.2) 

The standard V10 turbodiesel, complete with diesel particulate filter, offers up 850Nm in a mountainous surge, backed by 258kW of power - increases of 100Nm and 28kW.VW's high-performance version of the Touareg warps minds with such outputs, delivered thanks to turbo and engine management tweaks.How well it qualifies as a serious off-roader might be a good argument starter.It retains the low-range transfer case, height-adjustable suspension, electronically-lockable diffs and electronic traction, stability and hill descent and holding trickery of the Touareg range.But the R50 rides on 21in alloy wheels with 295/35-profile tyres, for which it might be tough to get off-road rubber - there is an option for 19in wheels and 45-profile tyres.The tyres do a helluva job putting all the grunt to ground on sealed surfaces, keeping electronics busy as its rears up getting away from standstill.The torque surge doesn't abate either, with the 2.5-tonne VW belting past the 100km/h mark in a claimed 6.8 seconds.Even on unsealed surfaces the drive-train gets the grunt, although the driver needs to keep a handle on things through dirt-road corners - the V10 can prompt attitude change at will.The six-speed automatic and the big beefy brakes cope manfully with the outputs but the paddle shifters are nigh on useless - the transmission over-rides the driver's choices so what's the point.Plus, with that amount of torque the transmission can be left in D or Sport mode and there's always a strong surge on offer without bothering the kickdown switch.The paddles also get in the way of the indicator and wiper stalks.The height-adjustable suspension has a good range within its three modes and provides half-decent body-roll control, but even the comfort mode lacks compliance feels a little wooden.Something that has happened before in the VW off-roader reared its head again - the foot-operated park brake sticks on, requiring a double-flick of the release lever.The features list includes power-adjustable front sport leather seats, rain-sensing wipers, automatic headlights, front and rear parking radar, filtered quad-zone climate control and neat touches like clever driver-operated kid locks the door armrest.The test car also had the optional 10 speaker Dynaudio premium sound system, sunroof, a rear camera and the satellite navigation system among its features.But - and this is almost unforgivable on a $130,000 vehicle - there's no standard Bluetooth, it's on the accessory list. Volkswagen Touareg R50Price: from $129,990.Engine: five-litre bi-turbo diesel V10Transmission: six-speed automatic with paddle shifts, four-wheel drivePower: 258kW @ 3500rpmTorque: 850Nm @ 2000rpmPerformance: 0-100km/h 6.8 seconds. Top speed 235km/h Fuel consumption: 12.6litres/100km, on test - 17.2l/100km, tank 100litres 

Ford has produced the key to parents' peace-of-mind.The U.S. car-making giant has produced a car ignition key to make teen drivers adopt safer and more fuel efficient driver habits.Called “MyKey”, the feature is set to become standard on the 2010 Focus coupe in the U.S. and subsequently will be offered on other U.S. Ford, Lincoln and Mercury models.The key can be used to limit the vehicle's top speed and sound system volume as well as programming the car to issue earlier “low-fuel” warnings. The system, which also can be programmed for alert chimes at several different speeds, reads the ignition key and sets the appropriate driving mode.The standard seatbelt reminder can be extended to include muting the sound system until seatbelts are used. The key also can keep active safety systems - such as parking radar, blindspot warning and stability control - from being deactivated, as well as limiting the top speed to 130km/h.Reduced speeding also is beneficial to fuel economy, which Ford's research says can be improved by as much as 15 per cent driving 88km/h instead of 104km/h.Ford group vice president of Sustainability, Environment and Safety Engineering, Susan Cischke, said the company was committed to crash protection systems and developing new technologies.“MyKey can help promote safer driving, particularly among teens, by encouraging seatbelt use, limiting speed and reducing distractions,” she said.Ford electronics engineering team director Jim Buczkowski said they had upgraded the existing anti-theft system. “Simple software upgrades . . . we've developed a new unique feature that we believe will resonate with customers,” he said.“We also developed MyKey's functions in such a way to quickly spread it across multiple vehicle lines, giving us the ability to go mass market in the spirit of other Ford innovations such as safety belts, stability control and SYNC.”Ford Australia public affairs brand manager Edward Finn said the system was a U.S.-only proposition at this stage. “Ford Australia has a keen interest in new technologies offered by Ford Motor Company and monitors these developments as they are introduced,” he said.“We will consider consumer interest and demand in relation to new developments to ascertain if they are desired in models available for sale in Australia. Until that time, we are not prepared to speculate on future model plans or possible features of new models.”Ford's research shows 75 per cent of parents of teen drivers liked the speed-limiting feature, 72 per cent liked the more insistent safety-belt reminder and 63 per cent liked the audio limit feature.The survey also said about 50 per cent of parents would consider purchasing MyKey and said they would allow their children to use the family vehicle more often if it were equipped with the new technology.The National Highway Traffic Safety Administration says teens are more likely to take risks such as speeding - a contributing factor in 30 per cent of all fatal crashes. Teens also are less likely to wear safety belts than older drivers.

But it happens more in expensive machinery and the number of times is largely proportional to the vehicle's price tag.Being let into traffic is a rare experience in top-end luxury and sports cars (yes, I can hear the violins ... thanks), but it's not an issue in an $80,000 car if it has humble origins.For better or worse, the HSV GTS is a Commodore. With the VE as a starting point that's much less of a sneer than it might have once been, but it makes a difference to those in traffic around you.Getting behind the wheel of a Holden Special Vehicle has always prompted a couple of expectations — but other drivers don't seem to hate your guts. The first is there's unlikely to be a shortage of power and torque, and the second is that if it's a manual, swapping cogs is not going to be the nicest change ever experienced with a gear lever.It has improved, it must be said, but other high-performance carmakers have toiled with this particular transmission and then headed elsewhere within the Tremec catalogue.The T56 six-speed manual has been a faithful servant to Holden and HSV, improving in shift quality and feel with every update, but its time seems passed. Luckily for the driver, there's only a need to make two or three shifts, with 317kW at 6000rpm and 550Nm (arriving 200rpm later at 4600rpm) on offer.First would only be needed for a hill start on a serious incline and sixth is still a long-legged cruise gear. The engine doesn't really quibble about what gear the car's in, it just goes, now with a little more force than before. Mind you, adding an extra 10kW once you're over the 300kW hurdle is like pouring a jerry can of petrol on to a fire.The 6.2-litre LS3 power plant — which is donated by Corvette — feels like the torque curve is a little broader than the outgoing LS2 engine, which helps with flexibility in traffic.Starting off in second and heading for fourth or even fifth is not beyond the realms of possibility; anything to keep fuel use down, as the trip computer displays figures around 18 litres per 100km if you've had any fun.The other thing that sets the GTS apart from its HSV kin is its wheels: big, chunky 20-inch alloys with 35 front and 30 rear-profile tyres, which, thanks to the magnetic ride control system, don't detract from the comfort of the GTS over the bumps. The other thing the 20s allow for is big brakes, which are welcome when hauling 1845kg of Australian muscle car back to a standstill. The GTS has 365mm front and 350mm rear ventilated and grooved discs, gripped by four-piston calipers.HSV claims the system brings the GTS to a halt from 100km/h in 36m. If the stoppers don't work in time and events take a turn for the worse, the car's electronic safety systems (which assess a wide range of inputs 30 times a second) will use anti-lock braking, stability control, and dual front, side and curtain airbags to help reduce the damage. In the wet, the stability control is a welcome assistant, as the outputs can overcome the rear end, as you'd expect, but such is the nature of the beast any shenanigans are largely controllable. In the dry, there's plenty of grip and the GTS shrinks in perceived size, stressing the Bridgestones less than previous HSVs and showing poise and pace beyond its considerable mass.The sales of specialist V8s hasn't slowed much in the face of higher fuel prices. The sweet scream of this V8 at full noise has its appeal, but such fun comes with an 18 litres-per-100km price.Such thirst can be tempered with less frenetic use of the throttle and more torque-driven cruising, but it's still a buying consideration. But V8 lovers are a faithful breed and there's much for them to love with this new powerplant.

While it's not wearing a no.10 badge, the next step from Evo 9 has been developed with customer feedback in mind; Mitsubishi has taken the new, stronger and tauter body and upgraded the drivetrain with a dual-clutch manual gearbox, dubbed the Twin-Clutch Sport Shift Transmission (TC-SST).The powerplant is an all-new engine for the first time in the Evo's 16 year history, albeit still displacing two litres, but with an alloy block (that sheds 12kg over the old car's engine), variable valve timing on intake and exhaust valves and a timing chain instead of a belt.Mitsubishi says the new turbocharger is 20 per cent quicker on the uptake in the course of developing 217kW - up from 206kW - at 6500rpm (1100rpm short of the limiter), with torque jumping from 355Nm to 366Nm at 3500rpm, albeit slurping 98RON fuel.The forced-induction system also benefits from straighter and shorter air intakesThe new Evo range, 60mm shorter overall but 25mm longer in wheelbase, is about 90kg heavier than the '9 despite on-going use of lightweight materials and components.It has a five-speed manual $59,490 base-model, with the new addition of the new dual-clutch version for $64,490 and the up-spec MR, which Mitsubishi is aiming at the upmarket customer, starting at $71,690.Mitsubishi is expecting half the 60 units per month will be taken as the Evo with the SST dual-clutch gearbox, while 30 per cent will head for the base-model Evo and 20 per cent will get behind the wheel of the MR.MMAL president and CEO Robert McEniry said the company's small performance car stable will soon be expanded to include the Ralliart Lancer and Sportback, which would put the range head-to-head with Subaru's Impreza for the first time since MMAL dropped the Lancer GSR."The Ralliart and the Sportback are coming, the latter I reckon will open up a huge opportunity for us, it probably carves out a new niche and it's an impressive package."The Ralliart models give us the opportunity to start having a crack at Subaru, and an affordable image car for the range, then there are two Evos sitting above that - the Ralliart will be pretty keenly priced when it hits the market with the Sportback around the Sydney motor show," he said.The entry-level Evo gets front and rear strut bracing, Recaro buckets, a sports steering wheel, automatic climate control, "smart key" keyless entry and start, Bluetooth phone connectivity, automatic headlights and rain-sensing wipers, cruise control and a six-CD stacker sound system with wheel-mounted controls.The MR has the six-speed dual-clutch gearbox as standard, with column-mounted paddleshifts, two piece Brembo front discs, Bilstein dampers, Eibach springs, HID adaptive headlights, 18in BBS forged alloys, fender air outlets and chrome trim additions.The MR's equipment list also includes heated leather-trimmed Recaros, a Rockford Fosgate nine-speaker sound system (including subwoofer) with a touch-screen panel that also controls the satnav and Bluetooth.The base-model can also be optioned up with the optional Performance Pack for $5500, which adds the fun bits - Bilstein dampers, Eibach springs, BBS alloys and two-piece lightweight front brake discs - without the luxury extras.Northern Victoria turned on the rain - no doubt to the delight of the drought-stricken locals - and it gave the Evo a chance to shine in adverse road conditions.The bull-nosed small car looks aggressive and has presence on the road, but the sensations from behind the wheel are where the Evo makes its mark.The Recaros in either trim are grippy and locate the driver well, the sports steering wheel directs steering that has decent weight and improved feel - not that the old car was lacking that department.The twin-clutch SST gearbox seems to be the latest craze but this Getrag-developed unit is a fine example of the technology.The new Evo's SST gearbox has three modes - normal, sport and super-sport - plus the ability to manually change gears with paddleshifts or the gearshift lever, which is correctly oriented for manual changes, forward for downchanges, back for upchanges.In normal mode, it acts like an smooth six-speed automatic, with slick and rapid shifts; Sport mode and Super-Sport mode (the latter needing to be selected prior to take-off) quicken up the shifts and give the driver a gearbox that delivers almost constant acceleration when required and doesn't really need to be over-ruled often.Teamed with the new powerplant's higher outputs, the Evo - which is illogically called X (as in the letter, not the Roman numeral) in Japan, not 10 apparently - the gearbox is an excellent execution of the twin-clutch system.The all-wheel drive system was already one of the best for a variety of surfaces, so expectations of the new car were high. The active diffs, yaw sensors and other gizmos all team up to provide an exceptional chassis package.The road drive was completed without serious concern for the traction on wet roads, with a surprisingly good ride for such a sports-machine - something that blighted the '9 - but a wet Winton Raceway in Victoria rammed home the point.Chicanes, slaloms and the sections of the short circuit were covered with water but it still took plenty of lateral force to break traction in the corners.Stability control and the all-wheel drive system teamed to make the Evo quick and unfussed, but even with the stability systems off, the Evo remained phenomenally quick - with less lag than its main opposition, and entertainingly controllable.The only glitch, particularly those going for the up-spec MR model, is the low-rent feel of the plastics in the cabin, something the company says doesn't put its customer clinic participants off.The Evo has won me over with its twin-clutch gearbox, only time will tell if its gets it right where some other double-clutch offerings fail, in the low-speed maneuvering stakes, but the new Evo gets it right on the track and on a back-road drive. Mitsubishi Lancer Evolution.Price: from $59,490 base-model, SST dual-clutch from $64,490, MR from $71,690.Engine: two-litre 16-valve DOHC MIVEC intercooled turbocharged, requiring 98RON.Power: 217kW power @ 6500 rpmTorque: 366Nm torque @ 3500 rpmGearbox: five-speed manual or six-speed paddleshift dual-clutch sequential manual, all-wheel drive, front helical LSD, active yaw control centre differential, stability control.Performance: 0-100 under five seconds, top speed 240km/h.Fuel consumption: manual 10.2l/100km; SST 10.5l/100km, tank .Emissions: manual 242g/km; SST 252g/km.Suspension: inverted MacPherson strut suspension (front); multi-link suspension, dampers (rear); optional Bilstein dampers and EIBACH springs.Brakes: four-wheel ventilated discs with Brembo four-pot front and two-pot rear calipers, option two-piece discs.Dimensions: length 4510mm, width 1810mm, height 1480mm, wheelbase 2650mm, track fr/rr 1545mm, weight 1565-1625kg.Wheels: 18in alloy (optional BBS alloy, std on MR).In its class:Subaru Impreza WRX STI, from $59,990.Volkswagen Golf R32, from $56,490.Audi S3, from $63,990.Volvo S40 T5 AWD, from $54,950. Related storyFirst drive: 2008 Mitsubishi Lancer Evo X 

Ford Performance Vehicles (FPV) has taken the already rapid Ford Territory Turbo and turned it into something awesome: the F6X.Although Ford plans a revamp of the Territory Turbo to increase its profile amid the new Falcon sedan range, the F6X already has abilities that set it apart.Its turbocharged, four-litre, six-cylinder engine generates 270kW and 550Nm of torque, meaning the FX6's clever ZF six-speed automatic has ample grunt with which to work.Power has risen by 35kW over the Territory Turbo and there's an additional 70Nm of torque on offer, with the full 550Nm available between 2000rpm and 4250rpm.DRIVINGSuburban pace is easy to maintain without punching the turbo six to the redline, making for smooth, unfussed progress.But the temptation to pound the firewall is difficult to resist; giving in causes the F6X to press forward with gusto, raising its nose and sniffing the air with intent.Kickdown from the gearbox follows, accompanied by considerable thrust which doesn't really need to be moderated for corners.The F6X sits reasonably flat for a tall SUV and, despite compromise rubber (it sits on 18-inch alloy wheels with 235/55 Goodyear Fortera tyres), manages to make short work of corners. Up to a point. Physics still wins eventually, but the FPV F6X can be hustled with remarkable pace.In fact, a Beemer X5 V8, an AMG-tweaked M-Class Benz or a supercharged V8 Range Rover Sport — all costing at least $40,000 more — would be the only SUVs that could keep it in sight.The F6X's nose points into a corner with remarkable accuracy and feel. There are more than a few sedans that could take a leaf from this SUV's book when it comes to handling.Suspension has been upgraded for the extra performance, but the already capable Territory chassis was a good base from which to start.Tweaked dampers have been installed, and revised spring rates — 10 per cent tauter than on the Territory Turbo—have tightened up the handling without sacrificing ride quality.That's where the F6X makes up substantial ground on the Euro hot rods, with a ride quality born from local knowledge and Ford's expertise in getting the ride/handling balance right.The brakes are well up to the task of reining in the F6X's performance. The front end is home to bigger discs with Brembo six-piston calipers.FPV also says the stability control has been reprogrammed in conjunction with manufacturer Bosch to allow for sportier driving before the system interferes.The official ADR fuel-consumption figure is 14.9 litres/100km, but it doesn't take too much lead in the right foot to nudge that number towards 20 litres/100km. More reasonable driving will return that figure to the mid-teens.Based on the Territory Turbo Ghia, the F6X has a comprehensive range of features, although the fat side stripes may not be to everyone's taste.Adjustable pedals are a welcome feature, as is the wide-ranging rear-view camera teamed with rear parking sensors.The sound system, with a six-disc, in-dash CD player, provides good-quality noise.Safety features include ABS brakes and stability control, dual front airbags and side curtain airbags for both rows of seats.The FPV version of Ford's Territory is a versatile package which can cart the family, tow a boat and deal decently with any corners it encounters. FPV F6XPrice: $75,990 (five-seater)Engine: 4L/6-cylinder turbocharged 270kW/550NmTransmission: 6-speed auto, all-wheel driveEconomy: 14.9L/100km claimed, 20.5L/100km tested 

Scintillating, mind-bending and eye-watering - quite literally - the Audi R8 is on another plane when it comes to scorching through a favoured back road.First impressions of this car were from behind the wheel of a left-hand-drive car at Phillip Island, followed by a brief road drive in unfamiliar territory.Now it has been sampled on the challenging, familiar, sometimes-rough but always entertaining roads through the Adelaide Hills.Suggesting it has passed the test is a little like saying Einstein was a bright bloke with potential to do OK.This little two-seater is quite simply one of the most awesome vehicles I have driven, a list which includes plenty of high-performance brands.There are more than a few fast Audis within that list but none has impressed in so many ways.First, the looks of this low-slung machine pass the bus-stop test unanimously - young or old, male of female, the R8 turns heads and gets the camera phones firing.It's wider than a Commodore, only a little longer than a Barina sedan and you look up at the little Holden's driver.The brand makes good use of LED running lights and indicators in its super coupe, with xenon headlights also making an impression on those ahead.What isn't on offer is a lot of luggage space, with a small compartment in the nose and a small amount of space behind the two seats.You'll have to take something else from the garage to course if you need to take your golf partner and both bags. Or you could take up a different sort of driving.Firing up the V8 engine, which cranks out the same 309kW and 430Nm as the RS4 from the same stable, the noise is enticing, yet subtle. A razor-sharp throttle and a somewhat lifeless clutch can make take-offs a little haphazard, something that can also be said for the gated six-speed manual.Once accustomed to the shift, there's less chance of mutilating the gear change, but the tactile mechanical nature of the change might not be to all tastes. The close-set pedal box is not ideal for size 12 feet but careful application is rewarded.An automatic transmission is available, for an additional $15,000. While it might make the day-to-day drudgery a little easier to deal with, the loss of the metallic soundtrack to the gear changes might be missed.Dribbling through traffic, the R8 is remarkably docile, with a broad torque band helping to make progress unfussed. At 1560kg, the aluminium spaceframe body with plastic panels feels taut, light and strong.Tipping into a corner at pace for the first time is an enlightening experience. Whereas Audis of older days suffered numb steering and a weighty snout, the mid-engined all-wheel drive is biased both in weight and drive to the rear.It works a treat. As the pace quickens, there are no complaints from the Pirelli P-Zero rubber.Even without the tricky Audi Magnetic Ride magnetic-fluid suspension in Sport mode, the R8 sits flat, turns, grips and fires out of most corners with delicious disdain for the bend.Even tighter turns fail to induce major understeer and any front-wheel scrubbing is easily remedied with the wheel and the right-hand pedal.The ride quality is remarkably good given the intended duties of such a machine, and even when pressing ahead hard into corners the Sport suspension button is not required.Track days on a billiard table surface might warrant the tighter suspension settings, but it is by no means required.Of course, at $260,000 for the manual, it's not on too many shopping lists, but given the price tag of some of the other Euro hyper-cars required to keep up, it's a bargain. Small torqueAudi R8 4.2 FSI QUATTROPrice: $259,900Engine: 4.2-litre 90-degree dry-sump direct-injection 32-valve DOHC V8.Transmission: Six-speed manual, quattro all-wheel drive, electronic differential lock, traction and stability control.Power: 309kW at 7800rpm.Torque: 430Nm between 4500rpm and 6000rpm.Performance: 0-100km/h 4.6 seconds. Top speed 301km/h (governed).Fuel consumption: 14.6 litres/100km, on test 17 litres/100km, tank 75 litres, 98RONEmissions: 349g/km.Suspension: Front and rear double-wishbones.Brakes: four-wheel ventilated and cross-drilled discs, with ABS and EBD.Dimensions: Length 4431mm, width 1904mm, height 1252mm, wheelbase 2650mm, track fr/rr 1632/1593mm, cargo volume 100 litres, weight 1560kg.Wheels:19in alloys.In its class:Porsche 911 Carrera 4S, from $243,000Aston Martin V8 Vantage, from $245,000Ferrari F430, from $416,850Lamborghini Gallardo, from $414,993

The company has launched the Green Motoring Index to gauge how much drivers are changing their habits for “green” reasons.

Don't look for a Ford badge on the new FG-based FPV range - the high-performance arm of Ford Australia is reinforcing its own identity with the introduction of its FG Falcon based sedan and ute range.