Articles by Stuart Martin

Chrysler will be adding the Sebring Cabrio to its range just in time for it to be wrapped as a potential Christmas gift.The new convertible will offer seating for four and will be available in traditional soft or a folding metal hard tops.The rag top will be on the lower-spec models and the hard top is destined for the range-topper.The Cabrio follows the sedan's model line-up and will be available in Touring and Limited guises when it goes on sale next month, with just 500 likely to be on offer for 2008.The Sebring Cabrio gets either a black or beige cloth top on Touring models, which are set to appear with a price around $45,000. The range-topping Limited model, which is likely to carry a price tag near $50,000 - gets the folding metal hard top, which adds just 45kg to the Cabrio's weight. Both tops drop at the touch of a button. The soft top takes 27 seconds and the hard top 30 seconds.The Cabrio also brings with it a 2.7-litre V6 engine and a six-speed automatic transmission, which also will make their way into the sedan line-up next year, with a low $40,000 price tag.The 2.7-litre V6 petrol engine produces 137kW of power and 256Nm of torque, and Chrysler claims a 9.7 litres/100km thirst. The Cabrio mimics the sedan with ABS brakes and stability control as standard.Prices suggest Chrysler is gunning for Holden Astra Twin Top, Renault's Megane CC, Peugeot's 307 CC, the Saab 9-3 and Volkswagen's EOS, but Chrysler says the Sebring is larger inside.Chrysler Australia managing director Gerry Jenkins believes the Sebring Cabrio is a great American full four-seater made from the same DNA as the 300C.“The Chrysler Sebring Cabrio has long held the honour of America's favourite cabrio, solidly leading the segment in North America for the past decade. Available in soft and hard top, the Sebring Cabrio is also the first Chrysler to land in Australia with our new six-speed automatic and V6 powertrain, both of which will make their way into the Sebring sedan,” he says. Snapshot Chrysler Sebring CabrioFrom around: $45,000Engine: 2.7-litre V6.Transmission: Six-speed automatic, front-wheel drive.Power: 137kW at 5500rpm.Torque: 256Nm at 4000rpm.Fuel consumption: 13 litres/100km (city), 9 litres/100km (highway), tank 64 litres.Dimensions: Length 4922mm, width 1816mm, height 1485mm, wheelbase 2765mm, track fr/rr 1570mm.  Rivals   Holden Astra Twin Top: $47,490.Renault Megane CC: $46,990.Peugeot 307 CC: $48,990.Saab 9-3 Convertible: $68,000.Volkswagen EOS: $50,290. 

It speaks volumes for the HSV brand image and appeal that it can sell $125million worth of merchandise; clothes and caps, not cars; in its 20 years of existence. The company also sold about 4700 cars annually in recent years and is riding a wave of 12 consecutive record sales months.HSV managing director Scott Grant says business boomed on the back the VE/WM-based E-Series; “We've had 12 very strong months with the sedan range and we think the Maloo will add yet another strong pillar to our sales potential.”The Maloo R8 has strong appeal if the reaction of primary school children at the fence is any indication; and we were just idling by. The VE-based range has the Clayton factory punching out 30 cars a day. It was about six a day when the company started 20 years ago and the Maloo R8 won't make life any less busy for the HSV staff.The ute is the company's second-biggest seller behind the Clubsport sedan and the new model has the visual appeal to keep its numbers healthy. The new Maloo R8 has a sleeker profile using a broader “HSV Performance sail plane” on the B-pillar which, combined with the HSV hard tonneau, gives the ute a coupe-like look.The tonneau operates like a big boot for a two-door sports car, the new SMC tailgate locking mechanism can be remotely operated from the key fob. The Maloo R8 has a different tailgate to the VE Ute, with HSV claiming a 10-15 per cent weight saving in the new version, made from sheet-moulded polyester-resin compound.It also gets an extended tail-light motif that looks more like decals and a little under-done.The side-skirts have an extra vent that HSV says is inspired by the Walkinshaw Commodore but also looks a little Lamborghini-esque. Apart from the odd tail-light set-up, the rear end gets quad exhausts within a diffuser.Under the skin the Maloo R8 has stiffer spring rates over the R8 and GTS sedan models; 40 per cent at the front and 50 per cent at the rear; but retains the same brake package.There's plenty of gear ramming home the message this is anything but a tradie's ute, a chunky leather-wrapped sports steering wheel with audio and cruise control switchgear, trip computer, Bluetooth phone connection, alloy-faced pedals and a leather-wrapped gear shift.The hard tonneau restricts rear vision, so the rear parking sensors are a must-have for parallel parking and general safety. The Maloo R8 also gets automatic headlights, HSV sports instrument cluster, an upgraded Blaupunkt 6CD MP3-compatible five-speaker sound system, suede/cloth-trimmed sports seats (with leather option), dual-zone climate control and only dual front airbags, no side airbags.The engine is the now-familiar 6.0-litre alloy V8, offering 307kW and 550Nm of torque with either a six-speed manual or automatic transmission (a $2000 option).The automatic has had a makeover to get rid of the awkward Sport button; the lever flicks left for Sport mode. The manual change is also accessed on the left but the new Sport mode, complete with downshift throttle blip, does a more than adequate job. The rear wheels have a limited-slip differential and stability control (which can be switched off).HSV says the ute offers identical performance; 0-100km/h in five seconds and a top speed limited to 250km/h, but that's only half the story.The Holden VE Ute has plenty of rear-end grip and HSV have built upon that excellent base.The HSV suspension tweaks don't include the sedan's Magnetic Ride Control; chief engineer John Clark would have liked to put it on but says the cost was a large chunk of money.“Some of the hardware would have carried over, the front would have, but the rear dampers would have been different, so then the calibration to do it all adds up to an extra cost,” he says.The tauter springs do detract from the ride quality somewhat; some compliance remains; but body control and grip (thanks in part to a bigger rear tyre) in the corners puts many passenger cars to shame.One disappointment is the change from the VE Ute's easy-to-use seat-flip lever to a system that is more difficult to reach and harder to use.At a tickle under $60,000, the Maloo R8 is a couple of grand cheaper than its predecessor and offers serious performance but only time will tell if the HSV badge, the extra gear and some extra grunt is worth the $13,000 jump from an SSV.

The Mercedes-Benz ML 500 has undergone surgery to insert the 285kW V8 petrol engine under its more shapely hood.Benz claims the new powerplant is more refined and produces more power using less fuel.The 5.5-litre V8 engine has an extra 60kW of power and 60Nm of torque over the outgoing five-litre engine.The seven-speed automatic transmission remains unchanged but the 0-100km/h time has dropped to 5.8 seconds and the governed top speed is 210km/h.Benz says the new drivetrain combination also returns better fuel economy figures of 12.9 litres/100km, down from 13.4 litres/100km.The rest of the M-Class features remain unchanged, with a double-wishbone suspension using the Airmatic air system.The ML500 has the 4Matic all-wheel-drive system as standard; with traction and stability control; or for more serious off-road drivers, it can be optioned up with the Off-Road Pro engineering package.This package adds two manually selectable differential locks; a low-range transfer case and a reinforced rear-axle differential.The M-Class range has anti-lock brakes, eight airbags, active head restraints and the brand's award-winning Pre-Safe occupant protection system.Mercedes-Benz says the M-Class is the first car in its class to offer this technology, which uses its ABS and stability control sensors to detect an imminent impact before it occurs.The car then prepares all its passive safety features, primes the airbags and seat belts, and closes windows and the sunroof to maximise the level of occupant protection. 

The new 200 Series LandCruiser wasn't the only new Toyota model launched at last week's Australian International Motor Show.The company's little RAV4 SUV got a big kick in the grunt department with the addition of a V6 to its range. The four-cylinder option still remains.The RAV4 V6 now packs a 201kW punch that Toyota is hoping will bring plenty of new compact-SUV buyers into the market via a Toyota showroom.The 201kW of power arrives at 6200rpm and 333Nm of peak torque at 4700rpm, Toyota is claiming 10.5 litres/100km for an ADR fuel-consumption figure.The engine is shared with the Aurion, Kluger and Tarago; a 3.5-litre all-alloy quad-cam V6 with dual variable valve timing; and delivers 76kW and 109Nm more than 2.4-litre RAV4 four-cylinder unit.Toyota says it's the most powerful naturally aspirated engine it offers in Australia and the RAV4 V6 is the most powerful compact SUV.The entry-level RAV4 CV6 starts from $39,990, with the mid-spec SX6 priced from $43,990 and the flagship ZR6 carries a $49,990 price tag.The new CV6, SX6 and ZR6 models all use five-speed automatic transmissions and have power steering, filtered airconditioning, reach'n'rake steering adjustment, cruise control, power mirrors, power windows, 17 inch wheels and six-speaker MP3-compatible sound system with wheel-mounted controls.The SX6 adds dual-zone climate control, six-CD changer, leather-bound steering wheel and gear knob, alloy wheels, fog lamps and roof rails.The ZR6 tops the list with leather-trimmed seats and door inserts, heated driver's seat with power adjustment and sat-nav.Toyota says the braked towing capacity has risen by 400kg to the 1900kg.Toyota Australia senior executive director, sales and marketing, David Buttner says the V6 launch is the most significant step for RAV4 since its Australian launch 13 years ago.“The addition of the 201kW V6 models significantly alters the dynamic of RAV4 and the profile of people who buy it,” he says.“Compact SUV buyers who have had a connection to RAV4 styling and Toyota brand values but wanted extra performance now have that option available with the RAV4 V6.”The sales figures show compact SUVs are the fastest-growing SUV segment, with a 19.1 per cent sales increase year-to-date. Small torqueRAV4 V6: from $39,990Engine: 3.5-litre DOHC 24-valve alloy V6.Power: 201kW at 6200rpm.Torque: 333Nm at 4700rpm.Transmission: Five-speed automatic; all-wheel drive.Economy:10.5 litres/100km, tank 60 litres.Emissions: 246g/km.Performance: Top speed 210km/h, 0-100km/h 7.4 seconds.Brakes: Four-wheel discs, ventilated front, with ABS, EBD, BA, traction and stability control systems. In its classFord Escape XLT Sport V6: $37,190.Mazda Tribute V6: $36,900.Land Rover Freelander: 3.2 Si6 SE, $49,990.Mitsubishi Outlander VR:, $38,490.Suzuki Grand Vitara V6: $30,990.Hyundai Tucson V6: $30,990.Kia Sportage V6: $30,990.Subaru Outback 3.0R: $46,990. 

FPV has released a limited-edition F6 R-Spec Typhoon, debuting the R-Spec suspension and handling package in the turbo-six range.The R-Spec badge, a rear spoiler and different wheel treatments are standard on the tweaked car, of which there will only be 300.New FPV general manager Rod Barrett said the positive response to the GT 40th Anniversary limited edition, which was the first FPV to feature the R-Spec handling package, has prompted the new model.“The initial idea behind R-Spec was to provide an FPV vehicle for those people who wanted to be more competitive at track days and club sprint events, but who didn't want to compromise on the comfort of daily driving, either,” he said.Barrett has come across from the racing side of the business, having been commercial director of Ford Performance Racing for the past few years.Before that, Barrett's CV includes sales and marketing roles in Australia, Asia and the UK, including more than a decade of senior management with Coca-Cola and the Fosters Group.Barrett can also lay claim to an international circuit racing motorsport career in the UK and here from 1979 to 1992.He said the GT 40th Anniversary had succeeded in fitting the brief for customers looking for the same suspensions upgrade in a turbo-six Typhoon.He also said FPV has customised the R-Spec package to maximise the handling characteristics of the Typhoon, allowing the F6 R-Spec drivers to extract the best possible performance out of their vehicle.“The set-up on the F6 is different to our Boss 290 package to account for the different mass of the Typhoon,” Mr said. “The most significant change has been to the front-end damper tune.“Importantly, we have maintained an impressive level of ride comfort. The R-Spec package picks up more road irregularities.“However, we have maintained the supple ride that has earned FPV cars an enviable ride and handling reputation.”The driveline is unchanged, meaning the revamped underpinnings do a better job of getting the turbo six's 270kW (at 5000rpm) and the mesa-like torque curve that shows 550Nm (between 2000 and 4250rpm) to ground.FPV said the forced-induction six-cylinders represent between 30 and 40 per cent of all FPVs sold.The interior gets leather seats as standard, as well as FPV floor mats with the F6 R-spec logo, an iPod/MP3 audio player connection, but exterior paint colours are limited to Winter White, Lightning Strike, Vixen, Neo, Ego and Silhouette.The R-Spec model will be available with either a six-speed manual or six-speed automatic transmission, with a starting price of $63,310, up from the standard F6 price of $61,810.While 2144 sales for 2006 was a record year for FPV, 2007 numbers are about 170 units down in year-to-date terms.The company is aiming to make up for the shortfall with several limited-edition models in the next six months to finish off the year with ' strong sales result.' 

The Punto Abarth brings the badge back on sale in its home market later this month and is set for a mid-2008 arrival. The Abarth model will be offering 116kW at 5500rpm and peak torque of 206Nm (just 500rpm earlier) from a 1.4-litre turbocharged petrol 16-valve four-cylinder engine. Fiat also says there's a powerboost mode that increases torque to 230Nm at 3000rpm and tightens up the steering for a sportier drive. Hooked up to a six-speed manual, the Italian marque is claiming a 208km/h top speed and 0-100km/h time of 8.2 seconds. The interior has been tweaked for sports-oriented drivers and has been trimmed with black and red leather. The brakes behind the 17-inch alloy wheels have been upgraded to cope with the extra performance and Fiat says the track is up by 6mm, with a redesigned nose including larger air intakes. The Abarth also gets a body kit for better aerodynamics and four-wheel disc brakes (the front discs are ventilated and have Brembo calipers). The MacPherson strut front/torsion bar rear suspension has been lowered by 10mm and sports-tuned, with the anti-roll bar widened to 19mm. The front springs are 20 per cent firmer. The stability control system is standard and cannot be deactivated. Australian pricing and specification will be announced when it goes on sale mid-way through next year.  

Strip off the cardigan, take the bowls hats off the rear parcel shelf and strap yourself in. The Aurion is about to lose the rep-mobile tag and grow a whole new horde of sub-40-year-old fans or so Toyota hopes, with the supercharged TRD Aurion the fastest Toyota ever sold here.There's a chunk of the car-buying public who won't buy anything else except a Toyota - about 13 per cent, according to the company's market research.Without alienating that lot and acknowledging there are plenty who will never buy one, Toyota wants to have a crack at the 40-odd per cent who might, but aren't, laying down dollars for the Toyota badge.The TRD brand, now heavily linked with the company's motorsport activity, is what it hopes will bring some more into the fold.The TRD flagship is the Aurion, packing a supercharged V6 wallop and taut underpinnings for drivers looking for useful ability from A to B and for the long way home.The venture will make money as nothing at Toyota gets a green light now unless it has black numbers with it.But the TRD folks say they're happy to provide a 'halo' car for the mainstream range at 26 (soon to be 41) dealers around Australia. CMI Toyota in Adelaide is your only port of call for the TRD range, which will include the TRD Hilux in November.The SX6-based 3500S will come in well under $60,000 and the ZR6-based SL should be sub-$65,000.Without the aid of AWD, it was deemed too expensive and a difficult engineering task, the 20kg-heavier TRD version of the Aurion sprints to 100km/h in 6.1 seconds, with a 14.2 second claim for a 400m dash. Toyota says that's faster than both the Subaru Liberty GT and Mazda6 MPS.Toyota says it hasn't tried to make a HSV beater with the new TRD Aurion. Rather, it wanted a more sophisticated vehicle. It has, to a large extent, succeeded the TRD looks purposeful without screaming for attention.Our first drive came as the Australian Rally Championship prepared to hit the forests of Mt Crawford earlier this month.We were privvy to a pre-launch drive of the more powerful Aurion and chose to wind our way up through the Adelaide Hills, taking a scenic route to the service park.The suspension is much firmer, tauter and more direct, with a reduction in ride comfort that is still liveable. Body control is good, with little roll during fast cornering the wide, grippy, 35-profile rubber only scrubbing and running wide under duress.The 241kW and 400Nm from the supercharged V6 can easily break traction and wake the stability control system up, but torque steer is not something of great concern on dry surfaces. There's tugging at the wheel but it's less than expected given the outputs.There's none of the lane-change torque steer that was found in some older front-wheel-drive performance machinery, which had less power and torque than the Aurion.The stability control is not yet switchable but seems to do a reasonable job without being overly intrusive.The TRD boffins say the upgraded suspension has given the car more ability and it is less likely to resort to electronic interference to keep things tidy.The cabin gets sporty-looking leather/alcantara pews (full leather in the up-spec SL) and a re-trimmed sports steering wheel.There's a bit of feel in the helm and the overall impression is one of thorough engineering and solid build quality, not a surprise given the brand.It's quiet, too, with the supercharger making low-key noises despite propelling the large sedan in a deceptively quick manner.The TRD Aurion's exhaust system is designed by Tenneco in South Australia, which makes some of the right noises with droning at speed.The claimed ADR figure is 10.9l/100km and by the end of the day's run through the Hills and back down the highway from Gawler, the trip computer had risen to the mid-teens but on the base-model at the end of the day was showing 11l/100km.The TRD Aurion looks a little angry, no mean feat given the donor car's conservative exterior and can certainly supply pace and even poise on a favourite back road, but at a decent price hike over the standard car.It's a shame Mitsubishi has knocked the hot Ralliart version of the 380 on the head because it would have been an interesting duel.

Four million bucks worth of gee-whiz suspension gear might well be the star of the current HSV range but to quote Shania Twain, that don't impress me much. While the Magnetic Ride Control does tame the ride of the VE/WM-based HSV models, it is also just another thing to go wrong.HSV owners have had problems with the cutting-edge suspension system, but in the “entry-level” HSV Clubsport R8 you don't have to worry about that.All you have to worry about is keeping your licence. The ride-quality is good enough for a powerful V8 sedan, with the HSV engineers working from a good VE donor platform for structural strength. The ride comfort is not quite to the GTS's standard but you also don't get the noise that sometimes accompanies the MRC.Although the capacity hasn't changed, the outputs have. The 6.0-litre LS2 V8 produces 307kW at 6000rpm; a 6kW increase and it has 550Nm of torque peaking at 4400rpm, up by 20Nm. It delivers it with lungfuls of enthusiasm, not quite bellowing like a V8 of ye olde times but certainly proving aural inspiration.The soundtrack benefits from the four rear exhausts, two either side of the under-bumper diffuser, giving the rear end a purposeful look.HSV went to the trouble of changing the rear lights to further differentiate its sedan from the VE range.The V8's low-end torque helps during the mundane driving duties around town, enabling the driver to short-shift in the city and make full use of the top two ratios on the open road.With more than 400Nm on offer from just above idle and 500Nm twisting the driveshaft from 3000rpm through until 5500rpm, clever use of the six-speed manual has real benefits at the pump. The fuel use was reasonable for a high-performance V8 showing in the 13-14 litres per 100km range, down on the ADR figure of around 15 litres per 100km. 

The few opportunities I've had to sample products bearing the Grange name have all been memorable. Apparently. The cork-restrained variety has something of a haze surrounding it, but the four-wheeled versions have been pleasant and better-recalled experiences. Not that I've mixed the two. That would be most unwise.The latest incarnation of the HSV flagship has done nothing to detract from the fond memories.There is something nice about getting from A to B in a leviathan. There's a sense of supremacy about it. It could be the 19 inch wheels, quad exhausts and the stance of a well-dressed bouncer that helps.The Holden Caprice donor platform provides a decent drive for such a large car, so expectations from the Grange are high.There are still some minor panel fit and paint finish issues but the overall quality of the car shows how far Holden and HSV have come.The other gripe is the fog lights. There's no problem with the lights themselves, but the pull-out function of the headlight switch to turn them on is impossible to use as there's no grip, a fault also present throughout the VE/WM range.Commuting in the big cruiser is unfussed, with precious few engine revolutions required to slice through traffic.The six-speed auto is a major improvement on the old four-speed automatic and part-throttle shifts are generally smooth and quick.A couple of shifts were a little rough; Ford's ZF six-speed still takes the cake overall.The Grange drives smaller than its considerable road footprint.Once accustomed to the girth, the Grange can be swiftly directed through traffic or up a winding Hills road. The latter can be achieved with considerable pace, thanks to 307kW and 550Nm from a six-litre V8, although the A-grade underpinnings can't completely deny Newton's laws of physics in the corners.The chassis performs admirably, with Magnetic Ride Control making its presence felt by offering decent ride quality despite tall rims and low-profile rubber. The system took HSV several years and over $4 million to develop.The dampers have a special fluid that contains metal particles that “respond to changes in an internal magnetic field to provide continuously variable damping force without any mechanical delays,” according to HSV.The ride quality is decent, although in Luxury mode there was a little bit of noise from the rear dampers; Performance mode tightens things up and makes the Grange quite agile for a car this size, but broken bitumen is best avoided in this mode.The cavernous and comfortable cabin is covered in light-coloured material, not a great colour for long-term wear characteristics or muddy Adelaide winters.Unlike some of the earlier VE/WM vehicles, we had few electronic problems with the centre screen and associated systems, although the Bluetooth failed to hook up once after being paired to the phone. The Bose sound system is top-grade and has considerable scope for volume, with a two-screen rear DVD setup that should be legislated as compulsory equipment for long drives with rug rats.In metal-for-money or power-per-peso terms, there's not much that will go with the Grange.

The few opportunities I've had to sample products bearing the Grange name have all been memorable. Apparently. The cork-restrained variety has something of a haze surrounding it, but the four-wheeled versions have been pleasant and better-recalled experiences. Not that I've mixed the two. That would be most unwise.The latest incarnation of the HSV flagship has done nothing to detract from the fond memories.There is something nice about getting from A to B in a leviathan. There's a sense of supremacy about it. It could be the 19 inch wheels, quad exhausts and the stance of a well-dressed bouncer that helps.The Holden Caprice donor platform provides a decent drive for such a large car, so expectations from the Grange are high.There are still some minor panel fit and paint finish issues but the overall quality of the car shows how far Holden and HSV have come.The other gripe is the fog lights. There's no problem with the lights themselves, but the pull-out function of the headlight switch to turn them on is impossible to use as there's no grip, a fault also present throughout the VE/WM range.Commuting in the big cruiser is unfussed, with precious few engine revolutions required to slice through traffic.The six-speed auto is a major improvement on the old four-speed automatic and part-throttle shifts are generally smooth and quick.A couple of shifts were a little rough; Ford's ZF six-speed still takes the cake overall.The Grange drives smaller than its considerable road footprint.Once accustomed to the girth, the Grange can be swiftly directed through traffic or up a winding Hills road. The latter can be achieved with considerable pace, thanks to 307kW and 550Nm from a six-litre V8, although the A-grade underpinnings can't completely deny Newton's laws of physics in the corners.The chassis performs admirably, with Magnetic Ride Control making its presence felt by offering decent ride quality despite tall rims and low-profile rubber. The system took HSV several years and over $4 million to develop.The dampers have a special fluid that contains metal particles that “respond to changes in an internal magnetic field to provide continuously variable damping force without any mechanical delays,” according to HSV.The ride quality is decent, although in Luxury mode there was a little bit of noise from the rear dampers; Performance mode tightens things up and makes the Grange quite agile for a car this size, but broken bitumen is best avoided in this mode.The cavernous and comfortable cabin is covered in light-coloured material, not a great colour for long-term wear characteristics or muddy Adelaide winters.Unlike some of the earlier VE/WM vehicles, we had few electronic problems with the centre screen and associated systems, although the Bluetooth failed to hook up once after being paired to the phone. The Bose sound system is top-grade and has considerable scope for volume, with a two-screen rear DVD setup that should be legislated as compulsory equipment for long drives with rug rats.In metal-for-money or power-per-peso terms, there's not much that will go with the Grange.