Articles by Stuart Martin

One of the headline acts will be the French star of recent independent crash tests - the Citroen C6 - which has been acclaimed as the safest car yet tested by the New Car Assessment program.The C6, set to go on sale in Australia by the middle of the year, is the fi rst car to earn the maximum four stars from Euro NCAP for its pedestrian safety rating, as well as a maximum fi ve stars for occupant protection.It's also won an award as the world's most beautiful large sedan.The C6 is offering two V6 engines - a 2.7-litre 150kW turbo diesel or a three-litre 155kW petrol engine; both drive the front wheels via a six-speed automatic gearbox.Alfa Romeo's 156 range brought the Italian brand back to the fore in Australia with fl air and passion. It's replacement, the 159, continues in that tradition. It will offer more modern drivetrains - and even a V6 with Australian roots - when it hits the market mid year.Designed by Giorgetto Giugiaro and the Alfa Romeo Styling Centre, the new car will come in both front and all-wheel drive versions, with the Q4 permanent four-wheel drive system using three diffs to split drive.The Alfa Romeo 159 is the first of a whole family of new Alfas due over the next two years, including the Brera.Lexus will be the fi rst car maker to offer a luxury hybrid model, with its GS petrol-electric hybrid offering plenty of performance with the thirst and emissions of a two-litre.The Toyota-owned luxury brand also has a hybrid version of the RX SUV but the company's stand in Adelaide will feature the RX350 - which sees the looks get a nip and tuck, with a new more-powerful and more fuel-effi cient engine beneath its sculpted snout.When Volkswagen went back to the factoryowned subsidiary, they announced high hopes of surpassing 20,000 units by now. They haven't got there yet but with more than 15,000 sales last year the German car maker is on the right track.The prestige segment will see the Passat return with a vengeance this year, with direct-injection two-litre petrol and turbo-diesel engines, or a V6 petrol engine, on offer in either sedan or wagon body style.The sales have had a boost from the new Golf and the newly-introduced (and keenly-priced) Jetta, giving the German car maker plenty of ammunition to work with.Peugeot will give Adelaide show-goers a look at its new 407 Coupe, a sleek, powerful and attractive 2+2 that will be offered in petrol and diesel models on sale in Australia as the show opens.The coupe will be offered with a three-litre 155kW/290Nm V6 petrol engine with either a sixspeed manual gearbox or new six-speed automatic transmission for $65,990 and $68,190 respectively.The sleek Pug will also be offered with a 2.7-litre V6 HDi twin-turbo diesel offering 150Kw and 440Nm with a six-speed automatic gearbox as standard. It will be priced at $72,500.Porsche chose to introduce the Australian motoring media to the Cayman S in the countryside surrounding Adelaide and its fi tting the German brand returns to the motor show this year with the same model.The Cayman S is more than a Boxster with a roof, sharing inlet systems and some other nice bits with the 911.The bulk of the DNA traces back to the midengined Boxster, which gives the two-seater Cayman the same basic powerplant - although slightly larger - plus the superb road manners and balance that has made the convertible a popular option among Porsche buyers.Chrysler has returned to the Australian market with plenty of enthusiasm and some interesting product, the latest and most powerful example of that statement being the 300C sedan.Soon to be followed by diesel and wagon variants, the V8 300C has serious visual impact and packs plenty of equipment to take on the big locally-built luxury sedans.The Chrysler has the added attraction of displacement on demand, which drops fourcylinders from use to save fuel when light throttle loads are required.

It's no longer the baby either, with the Jazz taking over the mantle as Honda's little 'un, but Civic is still the most recognisable Honda. Or should I say, was.The look is undoubtedly different, but the jury is still out on whether the Honda stylists should be put away or put on a pedestal.The hot hatch Civic models are nowhere in sight, including the Type R enjoyed by enthusiasts elsewhere – Australian Civic buyers will need to be sedan-shoppers, or they can go elsewhere.It is certainly larger and roomier, having grown 70mm in length to 4550mm but 80mm in wheelbase, with an extra 35mm added to the width. It's not far off the Accord Euro in terms of size, but $10,000 cheaper, with a longer wheelbase that also has it just 20mm short of Toyota's Camry and 30mm ahead of the Subaru Liberty.Cabin space – thanks to its generous wheelbase in particular – is more than ample for four adults and, despite being slightly shorter than some of the aforementioned models, headroom is also more than adequate.The eighth-generation Civic, the latest in a line that has seen more than 16 million Civics built by the company, is laying claim to more power, better fuel economy, refinement and comfort.The entry-level Civic VTi gets a newly developed 1.8-litre four-cylinder engine with the i-VTEC variable valve system, which is responsible for providing the driver with 103kW and 174Nm – up 15kW and 24Nm on the superseded 1.7-litre Civic engine.But it's asked to carry an additional 140kg, or 145kg if you opt for the five-speed auto such as the one we're driving.The engine has a slightly coarser sound to it, unlike some of the more refined power plants from Honda, but the outputs are adequate for the job at hand, rather than being outstanding.The variable valve i-VTEC system helps wring plenty out in the top end if you're that way inclined, but more genteel motoring should, according to Honda, return figures in the realm of 7.3 litres per 100km in the auto, or 6.9 litres for the manual.The Civic range is offered with either a five-speed manual or five-speed automatic transmission, the five-speed auto a first. The five-speed auto does take the edge off the liveliness of the engine, which is par for the course in this segment – few small engines retain their sparkle when dealing with the torque converter of an auto transmission.The new automatic overall works well with the power plant, but does require some manual shifting – dropping it back to D3 and locking out the last two gears helps quicken the response in overtaking.The driver's instrumentation has been split to put the love-or-hate digital speedometer further up into the main eye-line, with the tachometer further south – something which can work well but the driving position might have to be adjusted to avoid partially obscuring the instruments.The bulk of the dashboard is well laid out and easy to use, although some functions are a little difficult to decipher at first. But there's ample storage in the console and doors, as well as a flat floor in the cabin's rear and boot, which claims a 376-litre capacity, increasing to 485 litres with the seat backs dropped – a single split, with the 60/40 saved for the upper models.On the road, the Civic offers a decent ride, taking the edge off most metropolitan road imperfections without fuss and it sits flatter than expected through corners. That said, it will lean when pushed, and the tyres – which produce a little more noise than the norm – also relinquish grip before the Civic begins to feel unsettled.Any untidiness in the corners is easily controlled, with the Civic dutifully returning to civilised cornering with a mild reduction in throttle pressure.But the feel from the controls and the eagerness of the engine does make you wonder how entertaining the hot hatch models would be, if Honda ever decides to return them to our shores.Safety equipment includes dual front airbags as standard, with side airbags standard on all bar the VTi, while curtain airbags are standard on Sport and Hybrid models.The range gets anti-lock (with electronic brake-force distribution) brakes and cruise control as standard. However, the latter does let the speed wander a little more than most, something that can get expensive.If the styling doesn't erode its appeal the new Civic should be a popular choice in the small-car segment.SMALL TORQUEHonda Civic VTiPrice: $22,990Engine: 1.8-litre i-VTEC SOHC 16-valve alloy four-cylinderPower: 103kW at 6300rpmTorque: 174Nm at 4200rpmTransmission: Five-speed manual or automaticBrakes: Four-wheel discs, front ventilatedWeight: 1240kgWheels: 15in steel

Show organisers are to hold the first-ever Beaute Contest as part of next month's Adelaide Motor Show at the Royal Adelaide Showground.Metropolitan and rural ute owners are being encouraged to enter their utilities in the competition. The field will be whittled down to 30 finalists, who will be showcased at the motor show on April 8 and 9."Traditionally, these types of contests are held in dusty outback paddocks," show boss Ian Digby says."We wanted to give city-dwelling ute lovers their chance to shine and go up against the country entrants."Finalists will be chosen for the Best City Ute, Best Farm Ute and Best Original Concept. Winners will compete for the SA Best Ute title, with cash prizes up for grabs.Vehicles selected will need to be at the showground, Wayville, at 8am on April 8, where they will be displayed for two days. The utes can be collected from 6.30pm on April 9. Overnight security will be provided and crowd control barriers will be in place.

It's what I imagine it feels like for a Rajah to ride an elephant through his domain, not that the Rangie is like an elephant on the road.I'm sampling the range-topping supercharged 4.2-litre alloy V8 example of the Range Rover Vogue, as opposed to the new Sport, which also packs a supercharged wallop.The Vogue is propelled by a supercharged V8 engine, which generates 291kW of power at 5750rpm and 560Nm of torque at 3500rpm, to a claimed top of 210km/h, with 100km/h reached in 7.5 seconds.Given the real-world rapid response to the right foot, the numbers are easy to believe. What boggles the mind is the sheer size of this 2570kg vehicle reaching the state speed limit in the same time as the vast majority of alleged hot hatches.It stops smartly, with the Brembo name adorning the calipers around the front 360mm ventilated discs, with the rear wheels halted by 354mm versions.Independent tests suggest the Rangie could stop from 97km/h in just under 35m, which is remarkable for something so big.At 4950mm long and 2191mm wide, including the mirrors, it's longer and wider than the only other luxury off-roader that comes close – the LandCruiser-based Lexus LX470.It's not quite as tall as the Lexus, but sits on a slightly longer wheelbase, which benefits rear passenger leg room more than the cargo space, which is adequate for most luggage requirements but would be stretched for a long off-road journey if spares and fuel were added to the list.The Range Rover's look is deceptively compact, until you try to park it. Thankfully the flagship comes with a reversing camera, front and rear parking radar and the gimmicky but amusing Venture Cam.It's not a Survivor or Lost sponsorship thing, just a remote camera that feeds an image to the LCD screen that also displays most of the vehicle's functions.Also controlled from the touch-screen monitor is the sensational Logic7 Harman Kardon 14-speaker sound system, complete with subwoofer, which can rattle windows with the best of them. All that grunt comes at a cost when pulling up to the bowser for a tankful (104 litres) of PULP. Land Rover claims a city cycle fuel consumption of 22.4 litres/100km.It drops to a claimed 12.2 litres/100km on the highway for a combined consumption rate of 16 litres/100km, which would mean a range of around 650km. My time in the Vogue had the trip computer showing 16.6 litres/100km.At $173,900, the features list would want to take up several pages and it does.Height-adjustable air suspension, electronic stability control, dual front, side and side curtain airbags, sunroof, adaptive bi-xenon headlamps and 20in alloy wheels rate high on what's included in the purchase price.Complaints are limited to the rear bench seat being on the firm side. The front electrically adjustable pews are comfortable, if not overly supportive against lateral movement. Rear vision is somewhat restricted by the back-seat head restraints but forward vision is nothing short of commanding.The air suspension provides decent ride quality and does a good job of dealing with ruts and bumps while suppressing the age-old nemesis of the Rangie – body roll – to acceptable levels. The Land Rover breed has always offered unsurpassed off-road prowess and the new Range Rover does nothing to dilute that. We'll have to wait for the clever and highly useful Terrain Response system in the Rangie, but the presence of low range, height adjustable suspension and electronic traction aids will see the Range Rover go further than many allegedly serious off-roaders.The only restriction might well be the hip pocket nerve twanging as it graunches and scrapes past trees or over rocks, swallowing deeply from the fuel tank.But if you can deal with all that, you're still driving a machine that won't prompt an inferiority complex rolling up to the valet parking at the Opera House – the reigning off-road monarch remains on the throne.SMALL TORQUERange Rover VoguePrice: $173,900Engine: 4.2-litre supercharged alloy, 32-valve V8Power: 291kW at 5750rpmTorque: 560Nm at 3500rpmTransmission: Six-speed automatic, four-wheel driveAcceleration: Zero to 100km/h 7.5 secondsTop speed: 210km/hWeight: 2570kgBrakes: 360mm front discs with Brembo calipers, 354mm rear discsWheels: 20in alloys

In a bid to turn around a disappointing 2005, Saab has followed its pricing re-alignment with the introduction of the 9-3 SportCombi and a sharp entry-level price tag.Billed as a sports wagon, the SportCombi is available in two turbocharged variants: an entry-level 110kW Linear model and a 184kW 2.8-litre V6 Aero.Saab marketing staff suggest the SUV sales boom may be levelling off, and car buyers will be looking for flexible alternatives to large, all-terrain wagons — a change they believe will benefit the small, but growing, prestige wagon market.The new 9-3 wagon is unmistakably Saab. A stand-out feature are its high-mounted, frosted LED tail lights up the side of the rear pillar.Love them or hate them, they stand out, and LEDs are brighter, more reliable than conventional globes.The wagon offers a 60/40 split-fold rear seat as well as a front passenger seat back that folds flat for extra-long cargo.There's the added versatility of a cargo net that can be deployed behind the front seats when the maximum 1273 litres of space is being used.With the rear seats up, boot space is claimed to be 419 litres, with a "TwinFloor" storage area situated under the floor.The $45,400 Linear's two-litre turbocharged engine is driven through the front wheels via a five-speed manual or optional automatic. A five-speeder costs an extra $2100.Among the standard fare are electronic stability control, 16-inch alloys, cruise control, climate control, a chilled glove box and heated leather seats.The $4000 Linear Sport pack includes parking radar, 17-inch alloys, fog lights and an electrically adjustable driver's seat.The Saab brand is almost as synonymous with safety as its compatriot brand Volvo, and the standard safety equipment list reflects that.There's stability control; anti-lock brakes with electronic brake force distribution; mechanical brake assist; cornering brake control; dual-stage driver and passenger airbags; front seat-mounted head/thorax airbags; roof rail airbags; active head restraints;and anti-submarining front and rear seats.A price rise for the Aero brings a six-speed manual priced at $72,400, and the six-speed auto at $74,900 (Saab expects to sell 20 per cent automatics), but thepowerplant offers a decent spike in outputs for the money.This Holden-built, 2.8-litre V6 turbo V6 offers peak power between 1800 and 4500rpm. Saab claims 90 per cent of peak torque is available from a low 1500rpm.That's enough for a claimed 0-100km/h time of 6.9 seconds in the manual.The Aero sits on a sport-tuned suspension, with 17-inch wheels as standard, with the next level of electronic stability control, ESP Plus, that allows for more "active" driving.There's also an auto-dimming centre rear-vision mirror, electric adjustment for both front seats, a six-CD in-dash sound system and parking radar.The Aero options list includes 18-inch wheels; both models can be optioned up with bi-xenon headlights, a Bluetooth phone system and a glass sunroof.On a drive through Sydney traffic, the Linear automatic needed to be kept on the boil, but once we were accustomed to the engine and gearbox, the Linear allowed for smooth, unfussed progress.The wagon body did produce some unwanted road noise from the rear, but the interior is a comfortable place to spend time behind the wheel.Room for the occupants is decent without being spacious; four average-size adults can get comfortable.Switch to an Aero auto, and two things are immediately apparent: the increased output and the harsher ride.The new 9-3 has made a better fist of putting the considerable torque of the turbo fours through the front wheels than its forebears. It works well with the six-speed auto.But the Aero's ride isn't as compliant as it needs to be on some of Australia's characteristically broken bitumen.Smooth corners are handled quickly and with minimum fuss — body roll isn't really an issue, and the electronics temper wheelspin without ruining the fun — but the suspension's compliance could be improved.Nissan managed to re-tune the 350Z's suspension without losing handling prowess; Saab could do the same. Other makes in the segment have a similar problem when it comes to ride, so Saab isn't alone.If you're tired of getting around in a big off-roader masquerading as a school bus, the Saab makes a price-competitive argument to buy Swedish.

Svelte, handsomely attractive in an understated way, the quickest A4 – until we see an RS4 here – on Australian Audi showroom floors doesn't scream "look at me" like some prestige hot-rod models. Until it moves.It's not a tyre-smoking, luridly anti-social traversing of the intersection, but it's a fair bet if you've mashed the accelerator to the floor, you're across the intersection and gone before anyone's realised.With the six-speed auto in Sport mode, all that's required of the driver is the foot work, and to hang on, for a rapid trip to the horizon.Audi claims the S4 will reach the state limit in 5.8 seconds, with its top speed limited to 250km/h – that won't take long to reach either, as 20.8 seconds after you're under way, Audi says, 200km/h will be showing on the speedo.The sensation of speed is not like an Aussie V8 – the 4.2-litre DOHC 40-valve engine belts 253kW of power and 410Nm of torque through all four wheels, but the torque peak is at 3500rpm and the power hits its straps at 7000rpm.Mellifluous – having a smooth rich flow, or flowing like honey, sweetly or smoothly – is the only word to describe it.But almost regardless of the surface, the S4 grips and goes.The rear seat, while comfortable and well cut for lateral support, is nigh on useless unless all the occupants are quite short.At 190cm, I had the driver's seat towards the end of its rearward travel and was well positioned in relation to the wheel and pedals, but there was nobody trying to sit behind me.The ride comfort is borderline and although it is more compliant than its predecessors, the thump over smaller bumps will bother some.The cabin has a subdued style, which reeks of quality, although the light-coloured leather in which the Recaro sports seats were trimmed appear likely to mark quickly.A grippy leather-clad wheel also has a quality feel to it, with the shift paddles within easy reach of all but the shortest of fingers.The steering still feels a little remote, which takes away from some of the pleasures of back roads in this car but the throaty note of a potent V8, a great sound system and a decent automatic gearbox compensate.The sports mode was aggressive and good enough to not warrant using the shift paddles.Mind you, it will still change up when it sees fit, even in full manual mode, so there's still a way to go before a tip-shift auto puts torque converter ahead of clutch and gear stick on my preference list.The brakes impressed, wiping off speed quickly without fuss, with 345mm front and 300mm rear discs providing ample stopping power. The S4's xenon headlights with adaptive function worked well, offering excellent night cornering visibility and a clear beam, although with such pace available under the right foot there is probably never enough illumination.The S4 was fitted with satellite navigation and TV within the Audi multimedia entertainment system.The satnav's instruction via voice commands and the screen between the speedo and tachometer makes driving in unfamiliar territory simple, as is loading the glove-box-mounted six CD changer.One annoyance in the cabin that has been present in several of its models is the clash between handbrake and centre armrest/storage compartment. The hinged armrest works well in its comfort and storage functions, but it compromises the action of the handbrake. In some ways, a more conventional storage console behind the handbrake would better serve.The features list also includes light and rain-sensing functions for the lights and wipers, 18in alloy wheels and DataDot microdot identification.The new Audi S4 is priced at $131,200 and Audi expects to sell about 100 annually in Australia. For the same sort of money as a number of prestige open-topped two-seaters, the S4 offers the ability to carry the kids, as well as allowing the driver the option of leaving everyone else at home and still keeping up with the sports cars.SMALL TORQUEAudi S4Engine: 4.2-litre V8 two-stage variable intake manifold, DOHC, 40-valvesPower: 253kW at 7000rpmTorque: 410Nm at 3500rpmTransmission: Permanent four-wheel drive with Torsen centre differential, ESP, six-speed tiptronic with DSPSuspension: Four-links, tubular anti-roll bar (front); Trapezoidal link (rear), anti-roll barBrakes: ABS/EBD and ESP, four-wheel ventilated discsWheels: 18in cast aluminium wheels with 235/40 tyresPerformance: Top speed 250km/h (governed), 0-100 km/h 5.8 secondsFuel consumption: Overall 12.4 litres/100km. 63-litre tank

If a 911 has its engine in the wrong spot and the rag-top Boxster is just not your scene, then the Cayman offers much of both.It is a car of curves, built with its own very attractive curves – not since Ava Gardner or Jayne Mansfield have curves so seductive been seen.The Cayman S has the unmistakable snout that says Porsche, with flanks that scream performance and a killer profile.Porsche Australia boss Michael Winkler believes the 911 will retain its position as the halo car of Porsche's range, with the Cayman bringing new customers in."It's a completely new driving experience. From our point of view, it's a logical slot between the 911 and the Boxster," he says."We don't see cannibalisation. We see Boxster people moving up to the Cayman and at the same time the 911 retaining its halo position."We do see this car bringing in a lot of first-time Porsche buyers. It is for the customer who wants a Porsche coupe but doesn't have $200,000 to spend."Porsche Australia says it will not be shooting for sales records this year but, instead, is looking to consolidate its position, with the Cayman set to make a decent contribution, as will the upcoming Cayenne Turbo S, the new 911 Turbo and GT3 later in the year. Just 70 of the new sports coupes will make it here in the first half of 2006 and Porsche already holds orders for about half of that.Immediately apparent from behind the wheel is the coupe's close relationship with the Boxster, even though Porsche engineering staff suggest there's more 911 DNA than Boxster. The superb balance offered by the mid-engine layout is felt even during suburban commuting, with the engine just 300mm behind the occupant's shoulder line.Where the Boxster felt tight and taut, particularly for a drop-top, the Cayman surpasses it, feeling light on its feet and nimble.The 3.4-litre flat-six from the Boxster S gets the Variocam plus system from the 911, which bumps the power to 217kW at 6250rpm, while the torque curve offers peak torque of 340Nm between 4400rpm and 6000rpm.Porsche claims fuel-economy figures in the region of 10.6 litres/100km, although that figure climbed to about 16 litres/100km during the enthusiastic launch drive.The Cayman S manual offers a 0-100km/h time of 5.4 seconds for the six-speed manual – and it makes a glorious noise getting there.The Cayman S's balance is matched by a chassis package that delivers sharp handling and a decent (for a purpose-built sports coupe) ride quality, with only some of the worst Adelaide Hills roads prompting groans from occupants.The six-speed manual is by far the pick of the litter – Porsche expects early uptake to be two-thirds manual, with a shift action that takes a little time to warm to, but quickly becomes intuitive.The $7000 optional five-speed tiptronic auto might well be the thing for commuters, but the manual is easily the number one choice.Surprisingly (given the swoopy roofline) head room was not an issue, even for someone just over 190cm tall, but a little more seat adjustment range was needed to get the ideal distance from the pedals.Luggage space is scattered but not inconsiderable, with a total of 410 litres available – around 260 litres in the rear hatchback compartment, 150 litres in the nose and several handy, if small compartments within the tight cabin.Priced from $148,500, the Cayman S slots in closer to the Boxster than a 911 in pricing terms but offers a driving package that makes it worthy of consideration in the same realm as the flagship.SMALL TORQUEPorsche Cayman S Engine: 3.4-litre alloy DOHC 24-valve horizontally opposed six-cylinder enginePower: 217kW at 6250rpmTorque: 340Nm between 4400rpm and 6000rpmTransmission: Six-speed manual, or optional five-speed Tiptronic S $7000Suspension: Front and rear axle in McPherson design (optimised by Porsche)Brakes: 318mm front discs, 299mm rear discs, four-piston aluminium brake calipers, cross-drilled and inner-vented; Porsche Ceramic Composite Brake option $18,990Wheels/tyres: Front 18in with 235/40 ZR front and 265/40 ZR rear tyres (19in option for about $5000)Weight: 1340kgDimensions: Length 4341mm, width 1801mm, height 1305mm, wheelbase 2415mm, track (fr/rr) 1486/1528mmFuel consumption/capacity: Combined 10.6 litre/100km (11 litre/100km – auto), tank 64 litresPerformance: Top speed 275km/h, 0-100km/h 5.4sec (manual)

Holden's modern-day Monaro is to be scrapped.The car maker yesterday announced that the last of the V8 coupes would roll off the Elizabeth production line later this year.But Holden is hopeful of producing a new so-called muscle car in the future."Monaro means too much to Holden to not have another Monaro at some time in the future," said GM Holden chairman and managing director Denny Mooney yesterday.The company claims sales had nothing to do with the decision to drop the Monaro after a special edition CV8-Z to be released next month.Despite some speculation die-moulds for the reincarnation of the 1960s and '70s performance leader had been sold to Pontiac, Holden spokesman Jason Laird said he knew of no plans to build the car offshore.Mr Laird was not prepared to comment on export programs for the coupe, leaving it to each of the export markets to decide on product plans."We're not in a position to do that on their behalf, this announcement is only in regards to Australia and New Zealand," he said.Mr Laird said cutting the Monaro from the range built at Elizabeth would not affect jobs at the plant, with resources diverted to other production areas.He said domestic sales for Monaro had remained strong since the badge was reborn and United States sales had improved significantly with the new, more aggressive look and extra power."In Australia so far this year, it is 38 units down from last year, in the fourth year of a coupe program, where traditionally they peter off quickly. For us to be with last year I think indicates the interest in the car," he said.Mr Laird said the company was also looking to protect resale values on the coupe. Mr Mooney said the Monaro, which has worn four other GM badges on four continents, had sold almost six times as many cars as was first planned."The new generation Monaro has been an absolute winner in Australia, a hands-down winner in the sports car market," he said.Mr Mooney said GM Holden continued to investigate options for a next generation coupe with other divisions of General Motors. "Everyone at Holden is certainly committed to delivering a new generation Monaro in the future, but there is still a lot of work to make that happen," he said.The original Monaro sold from 1968 until 1977.The name was resurrected after a small group of engineers and designers, led by designer Mike Simcoe, produced the attractive four-seater coupe.