Articles by Terry Martin

Holden will launch its third Astra model in May, confirming that its new sedan will drop the Cruze name.

VERDICT + Generous equipment list. Spacious cabin. Respectable fuel consumption.- Severe quality issues. Cabin comfort shortfalls. Mediocre road manners. The Australian migration southward from large cars to medium-sized varieties has emboldened a number of manufacturers to bring new models here from overseas, and most of these have been welcome arrivals that add to the richness of our motoring culture.All of them deserve a chance here, and all will attract at least some custom from the established brand names. But sometimes, as in the case of the Chrysler Sebring, a car comes along that feels so out of kilter with Australian expectations that it seems destined to fail.We appreciate the high level of equipment on the Sebring, including some uncommon features on the series-leading $37,490 Limited model variant tested here.However, first impressions are often lasting impressions, and after a less-than-favourable test drive we are now wondering about the extent to which prospective customers, too, have found fault with this American-built sedan after a mere trickle of sales since its launch.Quite apart from the excessively creased and chromed exterior design, the Sebring has a number of drawbacks — ranging from drastic quality shortfalls to a mediocre driving experience — that put it well behind its Japanese and European competition.Despite being a premium model, the Limited cabin is littered with hard and unappealing plastics and our test car had a number of faults that come with substandard construction, including unaligned exterior doors, numerous examples of ill-fitting interior trim and an excruciating noise (like metal being twisted) whenever the driver's window was raised.The storage box on the centre dash stack would open with a squeak, and the centre console box would shut with a twang.You could post letters in the 5mm gap between the top of the glovebox and the dashboard. Rear seat passengers were repeatedly snagged by the loose trim behind one of the front seats.Within a few kilometres from our starting point, when coming to a halt on a downhill slope, our test car also threw on the park brake warning light — something repeated on several other occasions.There is leather trim on the seats and steering wheel, but this does not extend to the doors or the handbrake. The plastic touch points for the elbow on the doors aren't particularly soft, and the front seats are flat and unsupportive.The front passenger is also short-changed in not receiving electric seat adjustment or the means to alter seat lumbar, and neither front occupant is provided with an overhead grab-handle.The driver's footwell is narrow and does not contain a footrest. The handbrake is in an awkward position on the left-hand side of the centre console. The ignition, too, is on the left-hand side of the steering column, a position we never got used to after a week of driving — and, judging by the scratches on the opposite side, something other users have also found problematic.Other scratches from general wear and tear in a near-new car (with less than 8000km on the odometer) were all too obvious on the metallic-coloured plastic surfaces on the centre console and doors.While cup placement and phone recharging requirements are well considered, the basic storage facilities leave more to be desired.Moreover, the glovebox cannot be locked, the climate control airconditioning has just a single zone, and the rear head restraints do not hunker down when not in use to maximise rearward vision for the driver.We could go on in this vein for a lot longer, but the point is clear. Blatant cost cutting and a severe lack of attention to detail have permeated the Sebring, overshadowing a value story it would otherwise tell.After all, the standard specification runs to seven airbags, traction and stability control, ABS brakes (with electronic brake-force distribution and brake assist), a tyre pressure monitoring system, trip computer, alarm, cruise control, a six-speaker CD/MP3 stereo (with steering mounted-controls), an auto-dipping rear-view mirror, a well-designed backlit instrument cluster and a novel drink warmer/cooler. The Limited adds a premium stereo, sunroof, headlamp washers, “tortoise shell” interior accents and 18-inch wheels (up from 17).The other main attraction is the all-round roominess, most notably for rear-seat passengers. Amenities also improve in the back seat, with overhead grab-handles making an appearance (albeit without hinges) and door bins incorporating a bottle holder (unlike the front).Having said that, the seatbelt sash can get caught under the headrest in the centre-rear position, leaving it slack and creating an extra check for parents who allow children to buckle themselves in.The boot is another hit-and-miss affair, offering a below-average 441 litres in overall volume (extendable via the split-fold backrests) and forcing people to work around intrusions from the suspension turrets and the parcel shelf area.Cargo hammock hooks are provided, though not luggage tie-down points. A temporary spare wheel is also used.The Sebring's driving experience is nothing to write home about, with average four-cylinder engine performance and mediocre road manners.Combined with a basic four-speed automatic transmission, the inherently smooth 2.4-litre petrol engine produces 125kW at 6000rpm and 220Nm at 4500rpm — enough to send the 1560kg Limited from 0-100km/h in an unremarkable 11.3 seconds, and (given the excessive noise at high revs) for the driver not to test the performance claims too often.The engine is quiet when cruising on the open road, but with a load onboard and in hillier terrain it suffers from a lack of pulling power at the lower end of the rev range.The gearbox is forced to work overtime in these situations, often plunging into second, but it executes all tasks asked of it with a degree of finesse.The driver can exercise more control with the sequential manual mode, although a fifth gear would doubtless be a worthwhile addition.In terms of fuel consumption, we averaged a respectable 10.6 litres per 100km on our test.The front strut and rear multi-link suspension tune is described as European for this American sedan, but in Australian conditions the Sebring feels underdone — not all at sea, but anchored offshore all the same.It absorbs road imperfections at speed with a minimum of fuss, but the Sebring tends to wallow in the bends and mid-corner bumps can send the rear end off course, which is not so much a cause for concern as a telegram to the driver that there is little point in pushing the envelope.Enthusiastic cornering is met with determined resistance (but howls of protest) from the 18-inch Kumho tyres, while braking performance soon deteriorates in demanding conditions.The steering is devoid of feel. Rattling in the steering rack is a regular intrusion across country roads, with lumps in tighter bends producing anything from moderate steering twitchiness to savage kickback.In all, the Sebring is a stunning disappointment. What had looked to be a strong contender in an ultra-competitive class has, in fact, proved to be nothing of the sort. SECOND OPINIONTony Jones, 52Occupation: Market managerLocation: Wantirna South, VicCurrent car: Chrysler Sebring LimitedPrevious car: Renault LagunaOther cars considered: Alfa Romeo 156, Peugeot 407, Renault LagunaTony Jones has no concerns over build quality with his Chrysler Sebring. While he believes that perception could bring the car's resale value down at trade-in time, Tony's Sebring Limited at least appears to be well screwed together.“So far mine's all right. Nothing has fallen off. The finish on the upholstery is very good. There's no rattles or any sort of odd noises coming out of it. It all sticks together all right at the moment, touch wood. I got a recall (notice) on it for a potential radiator fan issue. But my car was apparently okay.”Tony's preference was for a diesel-powered vehicle, but he was unimpressed with the changeover price Renault offered with a diesel Laguna (from his previous petrol V6) and subsequently looked elsewhere. He tried a diesel from Dodge and Jeep but he found the Sebring suited his needs best. “I'd never even heard of it — never seen one, and still haven't seen very many others (after five months),” he says. “But it was distinctive and while the four-cylinder engine wasn't a diesel it suited what I was looking for, not just from an economy point of view but a green aspect as well.“I don't need a fast sportscar. I was looking for something that I could fit my wife and at least two big adults in the back. When I took it for a (test) drive, I thought it was a little bit noisy, but it's not like a little four-cylinder car. It's actually quite comfortable from a noise perspective. It's not a performance car, but it has all of the performance it needs for taking off at the lights and it's great on the open roads — I'm averaging around 8.2-8.3 litres per 100km.“It never loses traction, it stops well, corners okay — it feels and drives like a bigger car. It's just that feeling you get. It feels higher on the road. It's got all the creature comforts — the leather, the electric driver's seat, all the adjustable arrangements there.“The controls are good, you can reach everything, but it doesn't have a left footrest which I occasionally find a bit annoying. And the brake pedal and the accelerator — you've got to be a little bit careful because they're close together.” HOW IT MEASURES UPChrysler Sebring LimitedSerious quality glitches leave this vehicle well behind class standards. Positive aspects include the individual style, interior space and equipment level. But the fault lines run too deep.Price: $37,490Warranty: 3 years/100,000kmEngine: 2.4-litre four-cylinderPower/Torque: 125kW/220NmTransmission: Front-drive, four-speed auto onlySeats/Weight: Five/1560kgFuel tank/type: 64 litres/normal unleadedLitres/100km: 8.9 city/highway combined0-100km/h: 11.3 secondsTurning circle: 11.1mAirbags/ESC: Seven/YesValue: * * 1/2Performance: * * *Overall: * * 1/2  Toyota Camry AtevaCamry is the car Toyota's rivals use as the class benchmark.And for good reason. Ticks the box in most areas of the drive and packaging. First-rate build quality. Take a closer look, Chrysler.Price: $33,750Warranty: 3 years/100,000kmEngine: 2.4-litre four-cylinderPower/Torque: 117kW/218NmTransmission: Front-drive, five-speed auto onlySeats/Weight: Five/1530kgFuel tank/type: 70 litres/normal unleadedLitres/100km: 9.9 city/highway combined0-100km/h: 9.7 secondsTurning circle: 11.0mAirbags/ESC: Six/YesValue: * * * *Performance: * * * 1/2Overall: * * * 1/2  Ford Mondeo ZetecAvailable in hatch or sedan, the new Belgian-built Mondeo is a fabulous all-rounder. This base petrol engine is perhaps the weakest link, but the drive overall is excellent. A value package.Price: $34,990Warranty: 3 years/100,000kmEngine: 2.3-litre four-cylinderPower/Torque: 118kW/208NmTransmission: Front-drive, six-speed auto onlySeats/Weight: Five/1562kgFuel tank/type: 70 litres/normal unleadedLitres/100km: 9.5 city/highway combined0-100km/h: 10.5 seconds (European fig)Turning circle: 11.45mAirbags/ESC: Seven/YesValue: * * * *Performance: * * * 1/2Overall: * * * *  Honda Accord EuroThe name has always suggested to us a kind of Japanese paranoia, but the ageing Euro is an accomplished car. Offers a fine drive, but curtain airbags are restricted to the Luxury variant.Price: $33,990Warranty: 3 years/100,000kmEngine: 2.4-litre four-cylinderPower/Torque: 140kW/223NmTransmission: Front-drive, six-speed manual (5-speed auto $2000)Seats/Weight: Five/1375kgFuel tank/type: 65 litres/premium unleaded Litres/100km: 9.1 city/highway combined0-100km/h: n/aTurning circle: 10.8mAirbags/ESC: Four/YesValue: * * * 1/2Performance: * * * 1/2Overall: * * * 1/2 

Now that it is forced to build cars for the world rather than just the nation, GM Holden has declared it will not turn its hand to workhorse utes like it did earlier this decade. It's under stricter financial constraints, so no more One Tonners or Crewmans.The $105 million sunk into the new VE Ute may not sound like fiscal conservatism — especially after $1 billion was directed into the Commodore donor car. But the more favourable economic climate which allowed Holden to engineer workhorse variants of the previous generation ute has gone.Those models are considered failures, as they were unable to stop buyers flocking to budget commercial vehicles imported from Thailand.For maximum return on investment this time around, GMH has stuck with its core two-seater ute roots and fashioned a vehicle that, like never before, serves more as a weekend sports and recreation tool than a light commercial vehicle.While its street cred is as strong as ever at the construction site, the VE extends the successful formula it began with the 2000 VU series, which switched the emphasis from LCV to practical performance car.And nowhere is this more obvious than with the beautiful, menacing, series-leading SS V Ute. Whether blue, white or a shade in between, the colour of a customer's collar counts for nought in 2008. Holden is catering to the desires of its core constituents — Australian men across all spheres of life — who want a freedom machine with macho looks, a powerful V8 and plenty of mod cons.An incredible 90 per cent of VE Ute sales are V8 models — and we can understand why. Belting down a stretch of the M1 road that follows our continent's coastline, we soon discovered that the SS V encourages its driver to just keep on driving, so intoxicating is the sound and strength of the engine.Transplanted from the VE sedan, and producing 270kW at 5700rpm and 530Nm at 4400rpm, the 6.0-litre Gen IV V8 is a familiar beast and even better here, with the primeval note from four exhaust outlets flowing readily through the load area to the cabin.The engine rocks in its cradle at idle like a restless infant, then turns on an irresistible tantrum under full acceleration, catapulting car and driver to the legal limit in about five-and-a-half seconds. This is around the mark of the SS V sedan — or even a touch quicker.There is no need to couple this engine with the Tremec T56 six-speed manual gearbox on offer. In outright acceleration terms, there is nothing in it between the manual and the six-speed auto tested here. As well as taking the effort out of the process, the self-shifter delivers smooth and clean shifts — and the right gear at the right time. It also offers a sequential-manual mode which hands full control to the driver, although the shift action with the T-bar does lack refinement.Minor letdowns like this are few and far between. The brake feel could be better and the V-series could feel more exclusive, with more distance between it and the standard SS. Then there's the consternation even recreational owners could face with the 500kg payload restriction.On the other hand, accomplishments come to the fore with each changing scene. These range from admiring glances in town to burbling along Highway One with consummate comfort and ease. From surefooted, intimate handling on winding roads to the consumption of 14.2 litres per 100km across our test — a figure even lower than the maker's claim.Notwithstanding some tonneau thrum in the unladen ute, too much dust entering the tub after a dirt-road stretch, and complications with manoeuvres on multi-lane roads and in parking lots, our drive in the SS V was nothing short of sensational.Holden has increased the level of sophistication in its high-performance ute, but not applied an anaesthetic.The electronic stability control, for example, can be switched off for the driver to gain a full appreciation of the vehicle's power and traction at the rear end but, when left on, the precisely tuned ESC works like a watchful parent — unobtrusive for the most part, lenient enough to allow the rear wheels to break traction, intervening at a sensible point.This might be another global car from GM Holden, one destined to be the next pick-up truck for Pontiac in the US, but it's a ute which feels right at home in our world.We expected no less with its use of the proven new Commodore architecture, the extra strength embedded into this version, new work carried out on the all-independent suspension and, not least of all, its development in Australian conditions.Translate that to the road and the SS V feels solid, taut, well balanced and well controlled. Grip from the 19-inch 245/40 Bridgestone Potenzas is outstanding. The steering is an instrument of fine precision. The ride is firm but not unforgiving. General refinement levels are high for a ute. Even without the desired level of feel and some squeal toward the end of our test, the brakes never failed to offer strong performance.Considering all that we've written, and the SS V Ute's $44,990 sticker price, it would be difficult for us to imagine an owner feeling short-changed. Standard features include climate control, leather-faced sports seats, aluminium pedal inserts, a Bluetooth phone connection and sports steering wheel.However, there are some obvious omissions and disappointing details in the cabin — some of which could be fixed at a moment's notice, others that could not.Side-impact or head-protecting airbags have not been engineered into the VE Ute. Electric seat adjustment is limited to height/tilt. There are no overhead grab-handles or map-lights. The speedo graphics are too small. The battery voltage and oil pressure gauges look completely out of place. The dash and centre console are screaming for elegant trim. Rear parking sensors are optional. And there is no slide function for the front seats to facilitate access to the storage space now available behind them.The load area is about the same size as the previous generation — 193cm in length from tailgate to cab, 47cm in height from the permanent plastic liner to the tonneau, and 122cm in width between the wheel housings.The flush-fitting soft tonneau cover is simple enough to remove and replace, although parts of the cord used for securing odd-sized loads had corroded on our test car. There are six tie-down points in the tub and, on the folded tailgate, four recesses for cans, thermoses and the like. A full-size alloy spare wheel is located underneath the vehicle.When it comes right down to it, there is little need to lament the loss of the cramped Crewman or the ultra-niche One Tonner.Holden can't be all things to all people, but in directing its energies into the sports ute market, it has turned out one of the best examples Australia, and the world for that matter, has ever seen.  SECOND OPINIONDaniel Brooker, 26Occupation: Banking executiveLocation: Penrith, NSWCurrent car: Holden SS V UtePrevious car: Nissan R33 SkylineOther cars considered: NoneWe have talked to car owners from all walks of life about their chosen vehicle in this column, but few have been as archetypical as Daniel Brooker. Indeed, when Holden's marketing executives talk about their target audience for the SS Ute, Daniel is the person they describe — a young man who has a passion for performance cars and rides dirt bikes on the weekend.“I'm very impressed with how the car runs,” he says. “Utes tend to be a rougher ride than a normal sedan, but the new SS V is very, very smooth.“My Skyline got written off and I'd always wanted a ute — I'd driven an VZ SS ute, and really liked it, and when I saw that a new one (the VE) was coming out, I got really rapt about the way it looked. It's a very sexy car. I didn't even take one for a test drive — I bought it straight off the bat. But Holden makes great cars ...“I find the 6.0-litre is a lot more responsive (than the previous 5.7-litre V8), especially in the high gears — it has just that bit more pull. You can be sitting in fifth gear at around 1500rpm and it still pulls as if it's in third gear. Whereas in the VZ, it does tend to lag in high gears.“It handles well, with or without a load. Utes have always tended be very light in the back, so it's not hard to lose control of the rear end. But with this one, when coming into corners at a little bit higher than normal speed, I don't know whether it's the stability control or not, but it handles just as good as the SS sedan.“It steers very well, pulls up on a dime — the ABS brakes are unreal — and it's the quietest ute I've driven. I'm contemplating getting a sports exhaust so I can hear the engine more!“Behind the seats you've got phenomenal room to put gear. I'm a pretty tall fellow, but even behind my seat there is still enough room to put a bag.”  Verdict * * * *FOR: Potent V8 engine. Brilliant ute handling. Long-overdue behind-seat storage.AGAINST: No side airbags. Various cabin shortfalls. Insufficient dust sealing.  HOW IT MEASURES UPHolden SS V UteThe sports and prestige leader in the new VE Ute stable is a class act, offering a chest-thumping mix of V8 performance and solid handling. That said, the V-series cabin needs more cache. Price ................ $44,990Warranty ........... 3 years/100,000kmEngine .............. 6.0-litre V8Power/Torque .... 270kW/530NmTransmission ..... Rear-wheel drive, six-speed manual (six-speed auto $2000)Seats/Weight .... Two/1786kgFuel tank/type ... 73 litres/normal unleadedLitres/100km ..... 14.5 city/highway combined0-100km/h ......... N/ATurning circle ..... 11.7mAirbags/ESC ..... Two/YesValue ................ * * * 1/2Performance ...... * * * *Overall .............. * * * *  Ford Falcon XR8 UteIn the blue corner, Ford is gearing up for the launch of its new generation ute. The next XR8 will be a great rival to the SS V, but will it turn the tables? Current model has traction control, but not ESC. Price ................ $41,595Warranty ........... 3 years/100,000kmEngine .............. 5.4-litre V8Power/Torque .... 260kW/500NmTransmission ..... Rear-wheel drive, six-speed manual (six-speed auto $1500)Seats/Weight .... Two/1830kgFuel tank/type ... 75 litres/premium unleadedLitres/100km ..... 13.8 city/highway combined0-100km/h ......... N/ATurning circle ..... 11.5mAirbags/ESC ..... Two/NoValue ................ * * * 1/2Performance ...... * * * 1/2Overall .............. * * * 1/2 

Based on the cold, hard facts before us, forking out more than $50,000 for a Mini would be a ludicrous act. Mad. Wasteful.Unimaginable considering the costs involved, size of the car and unremarkable set of numbers that come out from under the bonnet.But after a wonderful drive in the all-new, 'all-BMW' Mini Cooper S, we've a dilemma.When we rationalise the decision, and recall the fabulous moments we've had in cheaper and faster hot hatches, this R56-series Mini misses the mark. If we're honest with ourselves, however, the raw data tends to take a back seat to feelings that linger long after we hand the car back. This is hard to explain.It has nothing to do with nostalgia — this writer has more emotion invested in Coopers beer than Cooper cars — but relates to the warm, comfortable and familiar feeling we'd get whenever we looked at the Mini, whenever we sat inside the whimsical cabin, and whenever we thrashed the little turbo to hear its sweet, smooth revs and its exhaust pop like a penny banger.To some extent its also about the trust we have in BMW to build a safe and solid car, but which in this case has a fun and immature character that the German maker would never dare emulate with cars under its own label.It is reassuring to know the Mini has achieved a five-star Euro NCAP crash-test result, has six airbags, has the latest ABS brakes (with electronic brake-force distribution, brake assist and cornering brake control), that cabin fit-and-finish is first-rate and attention to detail, in most respects, is outstanding.Further vindication came recently when the 1.6-litre turbocharged engine won its class at the renowned International Engine of the Year Awards. Built in collaboration with PSA Peugeot-Citroen, the lightweight aluminium engine features a twin-scroll turbo, direct petrol injection and infinite variable valve timing. It does not have the emotive whine of the previous (Chrysler-sourced) supercharged engine, and has none of the burble and crackle that arose on the overrun, but more than makes amends with its extra smoothness and strength, lower emissions and consumption.The figures themselves are moderate for a three-door hatch priced from $39,900 in standard Cooper S form, rising to $43,500 in Chilli trim and $49,260 as tested here (without on-road costs).The engine produces 128kW of power at 5500rpm and 240Nm of torque from 1600rpm to 5000rpm, with the latter increasing to 260Nm via an overboost function when given a full dose of the accelerator.The result is 0-100km/h in 7.1 seconds and fuel consumption of 6.9l/00km (according to a theoretical test). Our real-world average of 9.4l/100km was nowhere near the latter, but wasn't bad considering the manner in which the Cooper S encourages the driver to explore its boundaries.As was the case with the previous generation, sheer performance is less critical in the front-drive Cooper S than the all-round amusement it provides.The engine is flexible, delivers its power in linear fashion, reveals a forceful nature when revved hard toward its 6500rpm redline and, above all, creates the basis for the fun-filled drive. But no test drive around the block from a showroom will do. It took our favourite winding roads for the Cooper S — which was optioned to the hilt with sports suspension (no cost), a limited-slip differential ($280) and DSC traction electronics ($840) — to deliver the taut, engrossing drive that has, in part, created the dilemma over its net worth.There is some torque-steer when powering out of corners, some chirping from the low-profile (205/45) 17-inch Dunlops when shifting from first to second under hard acceleration.But these add to the experience rather than detract as the Cooper S remains fastened to the road, shows excellent balance and poise and steers with tremendous precision.The firm and unforgiving suspension can be tiresome over a long distances, thumping across road reflectors, bridge seals and broken bitumen, while the run-flat tyres — which, like it or not, negate the need for a spare wheel — roar across coarse bluestone and gravel surfaces. But there is little room for criticism in the driving department.Inside, the cabin is even more idiosyncratic with new features such a monumental dinner plate (20cm diameter) speedometer in the centre of the dashboard, along with single-zone climate controls in the form of the Mini motif and, in the roof lining, a second row of toggle switches for functions such as mood lighting when the large optional sunroof ($1840) or a lights package is specified.There are some problems. Despite its size, the speedo is hard to read at a glance and forces the driver to program a digital speedo on the small LCD screen inside the tachometer, the latter continuing as a large (10cm diameter) gauge glued to the steering column.The trip computer and audio controls on the bottom third of the speedo are far from intuitive. The climate controls further down the centre stack make it easy to send the fan whirring at full-pelt when intending to block out fumes with the air recirculation button.Set inside the speedo, the fuel gauge's “windmill blade” design forces the driver to refer to one of three other screens for a more accurate reading. There are no coolant or oil temperature gauges. No variable intermittent wipers. No lock on the glovebox. And nowhere near enough attention paid to storage, although the back seat tends to be used as part of the load space given the severe shortage of space there.Despite the four-seater Cooper being about 60mm longer than the previous R50 version, there is no rear-seat legroom to speak of if the driver is taller than, say, 6ft (1.83m).But this is a self-indulgent vehicle. It shows that no compromises were made in driver's seat travel, and the driving position as a whole.The aluminium-faced pedals are better placed than before, the thick-rimmed three-spoke steering wheel has buttons for cruise control, telephone and basic audio functions (for the Chilli's thumping 10-speaker stereo), and the ignition fires via a start button.Electric seat adjustment is nowhere to be seen, even with optional full-leather trim ($1460) and electric seat warmers ($490) onboard. But a full range of (effortless) manual adjustment is provided and the bolstering under the ribcage and thighs holds the driver tight.Luggage space is small. The distance to the upright seatbacks is a mere 38cm, floor width 92cm and height to the parcel shelf 50cm, although metre-long objects can be stuffed in when the 50/50-split seatbacks are folded. There is no fold and tumble action for the rear seats to maximise cargo room.We have to remind ourselves that this is a Mini. This might be an all-new version, with no shared panels with its predecessor, but BMW hasn't dared mess with a successful formula. Second OpinionMichael Strachan, 31Occupation: Recruitment consultantLocation: Hoppers Crossing, VicNew car: Mini Cooper S ChilliPrevious car: Falcon XR6 utilityOther cars considered: Renault Sport Megane 225 Cup A previous-generation Mini Cooper owner, Michael Strachan almost bought the Renault Sport Megane.But this time around he went the whole hog with a Cooper S in Chilli trim and a host of extras."The Megane turbo is a fantastic car but it still doesn't have the drive or just the appeal of the Minis," he says. "There's no other car on the road that has the smile factor of the Mini. There're also little things, like with the turbo Megane you can't get it with a sunroof — whereas you can get anything you want in a Mini, and that comes a lot into it."The ride is probably the most improved over my previous Mini. It's a lot more pliable — there's a little bit more bodyroll through corners taken with great speed, which I occasionally do, but for day-to-day driving it's much more pleasant."I find a bit of torque steer (when) accelerating hard but on the whole it's something you learn to just ease on the throttle a little. I've taken it on some spirited runs with other Minis, and it runs fantastic."Anyone who buys a Mini does it as a selfish purchase."You buy the car for yourself — you don't buy it for lugging a family around." Verdict Plus: Unmistakable design. Fascinating interior. Terrific handling.Minus: Engine's aural qualities toned down. Cramped back seat. No spare wheel. How it measures upMini Cooper S ChilliComment: Mini enters a new era with this 'R56' series. Turbo is less emotive, but the drive still fascinates. Fabulous handling, steering, braking. The run-flat tyres can be harsh. Unique, but expensive. Gatecrasher ... Peugeot 207 GTi with same engine here in August.Price: $43,500Warranty: 3 years/Unlimited kmEngine: 1.6-litre turbocharged fourPower/Torque: 128kW/240NmTransmission: Front-drive, six-speed manual (six-speed automatic $2200)Seats/Weight: Four/1130kgFuel tank/type: 50 litres/premium unleadedLitres/100km: 6.9 city/highway combined0-100km/h: 7.1 secondsTurning circle: 10.7mAirbags/ESC: Six/Yes Ratings Value: * * * 1/2Performance: * * * *Overall: * * * 1/2 Volkswagen Golf GTI 3 doorComment: Mini diehards will call GTI boring, bland. Less garrulous and fewer gimmicks, but GTI is not without heritage. This incarnation offers a rich blend of performance and handling. Great all-rounder. If only ... new GTI concept has a 477kW W12 engine!Price: $38,490Warranty: 3 years/100,000kmEngine: 2.0-litre turbocharged fourPower/Torque: 147kW/280NmTransmission: Front-drive, six-speed manual (six-speed DSG auto $2300)Seats/Weight: Five/1340kgFuel tank/type: 55 litres/premium unleadedLitres/100km: 8.1 city/highway combined0-100km/h: 7.2 secondsTurning circle: Turning circle: 10.9mAirbags/ESC: Six/Yes Ratings Value: * * * *Performance: * * * *Overall: * * * * Ford Focus XR5 TurboComment: Not a "hot four" with its 2.5-litre inline-five turbo, but XR5's Volvo-sourced engine is a ripsnorter. Handling, sharp steering and powerful braking are also along for the drive. No cruise control a sore point. Low heat ... 110kW 2.0-litre Fiesta XR4 on sale at $24,990.Price: $36,490Warranty: 3 years/100,000kmEngine: 2.5-litre turbocharged fivePower/Torque: 166kW/320NmTransmission: Front-drive, six-speed manual onlySeats/Weight: Five/1442kgFuel tank/type: 55 litres/premium unleadedLitres/100km: 9.3 city/highway combined0-100km/h: 6.8 secondsTurning circle: 11.7mAirbags/ESC: Six/Yes RatingsValue: * * * 1/2Performance: * * * *Overall: * * * * Renault Sport Megane 225 3 doorComment: Note HSV's Astra VXR and Honda's Civic Type-R. But hot Megane leaves its mark. Impresses in most areas. On 5dr for $44,490 you get stiffer suspension, fatter tyres, drilled disc brakes. Look again ... even hotter Megane 228 F1 R26 due late August.Price: $37,990Warranty: 3 years/100,000kmEngine: 2.0-litre turbocharged fourPower/Torque: 165kW/300NmTransmission: Front-wheel drive, six-speed manual onlySeats/Weight: Five/1325kgFuel tank/type: 60 litres/premium unleadedLitres/100km: 8.8 combined0-100km/h: 6.5 secondsTurning circle: 10.5mAirbags/ESC: Six/Yes Ratings Value: * * * 1/2Performance: * * * *Overall: * * * 1/2 

The big, voluptuous, seven-seat GL500 4WD fulfilled their desires, dazzling them with its one-touch electric seat-fold feature and exhilarating them with some mud bathing in the bush. But there was some strident criticism as well. The most serious of these concerns third-row access to the luxurious American-built behemoth, which has not had its second-row seat-fold arrangements switched around to suit right-hand drive markets.Consequently, kids and parents alike are forced to use the potentially dangerous "traffic" side of the vehicle to (manually) fold and tumble the smallest portion of the bench seat to let people into the rearmost seat. The safer kerb-side section of the seat is heavy and cumbersome, folding flat but not tumbling forward for third-row access, while entering via the tailgate requires gymnastic feats – and a stronger luggage blind, which invariably gets used like a pommel horse.The kids discovered other issues, too. As they found with Audi's Q7 SUV, the electric tailgate (which has warning bells on the GL) can deliver a nasty blow to a curious onlooker before the impediment sensor kicks in.The mechanism that allows third-row passengers to exit the vehicle themselves can cause a hand injury if they fail to let go of the pull-strap. Vehicle sidesteps and grab-handles on the second and third pillars are also needed for better cabin ingress and egress.From the perspective of two primary school students and a pre-schooler, that is as bad as it gets in the otherwise splendid GL.There is an abundance of room in the two back seats, even for adults, as well as multiple-position headrests (suitable for tall people) and a couple of air vents and cupholders. Despite the absence of fore/aft movement, the second row is also spacious – and is fully catered for in terms of seat comfort, storage, stereo sound, reading lights, cup placement, power sockets and ventilation outlets and controls. Rear seat heaters are also included.Each third-row seat can be lowered or raised with a touch of a button from either the door or the tailgate area – again, both are on the undesirable right-hand side – and enable the luggage floor length to extend from 470mm to 1270mm. With the second row folded the cargo area increases to 1770mm, and with all configurations there is a flat floor created, tie-down hooks provided and the means to install a simple vertical cargo net.There seems to be another left-hand drive hangover for the driver in the cramped footwell (50mm narrower than the front passenger's), which, with the added burden of no footrest, can cause discomfort on long-distance touring. We're not fans of the foot-operated park-brake, either, or in the time it takes to master and use the central (Comand) interface for various onboard functions.Still, as should be the case in a $150,000 vehicle, there are features that settle the dust. These include an elegant cockpit area, sumptuous leather front seats, full electric seat adjustment (including bolstering), electric steering column adjustment, and DVD satellite navigation which can pinpoint the GL's location and the "road" travelled, even when deep in the bush on overgrown and almost impassable 4WD trails.Eight airbags, a sunroof and highly effective bi-xenon headlights (with a cornering function) are also standard on the GL500, however the third row is an extra $2900 (and 100kg) and a reversing camera $950. The latter is particularly offensive, especially in light of the GL's sheer size and its far too small exterior mirrors, both of which exacerbate the difficulties that can arise when parking and manoeuvring such a large vehicle.While city driving can be labour-intensive, the GL500 transforms into an effortless tourer on open roads outside the big smoke. Consciousness of the vehicle's size and 2.5-tonne kerb weight subsides, and attributes such as its exceptional refinement, inherent stability, ride comfort and strong engine performance come to the fore.Unlike the smaller ML-Class upon which the GL is based, the 500's V8 petrol engine used here is a new-generation 5.5-litre 32-valve V8 that produces 285kW at 6000rpm and 530Nm from 2800-4800rpm. It is a smooth, muscular, responsive and sonorous engine that combines in near-perfect terms with the seven-speed automatic gearbox – but consumes too much fuel. Our real-world test returned a 17.9l/100km average.As is now becoming the norm across the Mercedes range, the transmission lever is in the form of a steering wand, and manual shifts can be made via buttons on the back of the steering wheel. The latter can be awkward to use when steering lock is applied, although it works well in holding a selected gear without reverting back to drive and downshifting when the driver steps on the accelerator.Left to its own devices, the automatic's gearshifts come with smoothness and timeliness, although as we noticed in the ML it can, on occasion, produce some shift shock at low speeds.Also in a similar vein to the ML, the GL is a safe and predictable handler on winding roads, benefiting from a mechanical package which includes the proven 4Matic full-time 4WD, effective air suspension and adaptive damping systems, well-calibrated traction control nannies and, unique to the 500, 19-inch wheels on 275/55 R19 Michelin Diamaris tyres.Bodyroll is well contained in the heavy, high-riding SUV, the speed-sensitive steering is nicely weighted and accurate (if somewhat wooden), there's plenty of suspension control and comfort on rough roads (although the sports mode can be harsh here), braking performance is reassuring and the ABS bites into loose gravel surfaces with great effectiveness.We found the GL500 marched up inclines with assuredness, inched itself down steep hills with good control in either low-range or with the downhill speed regulation system (which can require some braking intervention), and crossed some heavily rutted and muddy terrain.

As a result, we came to this roadtest with great expectations. We were anticipating a vehicle that had taken a step forward to stand alongside the best in class, if not surpass them, and to be writing about it in glowing terms as a "saviour for the struggling Mitsubishi".Sadly, it is not. Despite some excellent design and engineering work, and the inclusion of dual front airbags, ABS brakes, air-conditioning, cruise control and a trip computer as standard, we were struck by the cost-cutting evident in the base model Outlander LS tested here.For starters, there seems to a serious lack of sound-deadening material across the vehicle given the amount of noise that reverberates through the cabin across all but billiard-table surfaces.The Yokohama Geolandar tyres roar across bitumen sealed with coarse stones and there is a din from within the wheel arches and underneath the vehicle when loose sand and gravel are on the road. Chopped-up surfaces can send unwanted noise and vibration into the cabin, and the new 2.4-litre engine and continuously variable transmission (CVT) combination, too, becomes a source of irritation with the noise created from around 4000rpm.The LS has lightweight, tinny, resonating doors. The cabin is cheaply finished, using an inordinate amount of hard and easily scratched plastic trim, and exposing bare metal with some shortfalls in floor coverings. A hole in the passenger's footwell trim on our test car left wiring exposed, and the removable section of cargo floor failed to fit properly.The front suspension also produced a loud, disconcerting knock at the first tight downhill corner, and did so on two other occasions during our test.So, for all the improvements made with the Outlander's design, packaging and performance, issues arose that detracted from the experience.The steering rack can produce some rattle, and the steering wheel will writhe in the driver's hands when the vehicle travels through rough corners. When accelerating on loose and uneven surfaces (in 2WD mode), the tiller will also tug with the telltale signs of torque-steer.This is not as bad as it all sounds, for to some extent it reflects the sports orientation of this small sports utility. Indeed, the Outlander remains one of the most dynamically competent in its class.Despite being longer, wider and taller than the previous ZF series, Mitsubishi claims this new ZG model — which is based on an all-new platform developed (in a defunct technical alliance) with DaimlerChrysler — is stiffer, stronger, around 20kg lighter, has a wider track, a lower centre of gravity and a revised front strut/rear multi-link suspension.Those 215/70 R16 Yokohamas offer reassuring grip levels, the body control is excellent, the steering is accurate, braking performance is strong from the 292mm-diameter front disc and 300mm rear "drum in disc" brakes, and the upgraded four-channel, four-sensor ABS bites vigorously into loose dirt surfaces.The turning circle has shrunk from 11.4m to a far-better 10.6m, and, while the ride is firm, compliance levels are acceptable across a range of road surfaces.On gravel, the Outlander behaves with more confidence and composure in automatic 4WD rather than 2WD mode and this change can be made on the run, using a large and tactile dial on the centre console. Under auto 4WD, an electronically controlled coupling enables up to 60 per cent of torque to be delivered to the rear wheels.All this occurs in a seamless fashion, while drive can also be "locked" in a 50:50 front/rear torque split which can be beneficial in tougher, lower speed off-road conditions. Although not really designed for situations such as these — the owner's manual, for example, warns against "driving on steep slopes" — we found the Outlander could make good progress along forest trails.It does not have low-range gearing and the like, however it does offer decent traction on uphill climbs and useful (210mm) ground clearance.Engine performance has also improved on the Outlander, which now uses an all-alloy 2.4-litre DOHC four-cylinder unit derived from a three-way alliance with DaimlerChrysler and Hyundai. Featuring "Mivec" variable valve timing on both intake and exhaust valves, the engine produces 125kW at 6000rpm and 226Nm at 4100rpm.These are minor increases in output over the previous engine, however the combination with a CVT (which has a sequential-manual shift mode) makes for a very different driving experience. With the vehicle unladen, acceleration from standstill is smooth and swift, and at higher speeds and low revs it provides an immediate and energetic burst of pulling power whenever the driver steps on the "loud" pedal.The trouble is, while CVTs can sometimes be noisier under acceleration than conventional automatics (by virtue of constantly rising in revs), this one is excessive. And while it should be more fuel-efficient than a regular auto, the Outlander returned a disappointing 14.3 litres per 100km over our test.That is a substantial increase over the sub-10l/100km figure Mitsubishi quotes, and reflects the fact that in real-world conditions the engine is often working hard in the medium-to-high end of the rev range as the driver extracts the desired level of performance. A manual gearbox is expected later in 2007.Inside, Mitsubishi has relocated the gearshift from the dash to the centre console, and the park brake has also changed from being foot-operated to a conventional handbrake.The driving position is typically upright and compromised a little with the absence of steering reach adjustment. The seats feel cheaply upholstered, have no lumbar adjustment and could do with more bolstering under the ribcage and thighs, although outright comfort is acceptable over long-distance tours.The steering wheel spokes have stereo and cruise switches, the centre dash stack controls are well placed and simple to operate, and the instruments are easy to read at a glance. The main problem is the absence of a conventional coolant temperature gauge, which forces the driver to scroll through the trip computer to check its status. Storage and accessory power needs are well catered for.There is lots of room in all directions across the back seat of the five-seat Outlander. The seat can slide fore and aft, and amenities include door bottle holders, a pull-down centre armrest (with cup holders) and a front seatback map pocket. Air vents or a power socket are nowhere to be seen, though, and dust sticks like glitter-glue on all the dark plastic. Side and curtain airbags are available for $1500.Adults will appreciate the high rear seatback and adjustable head restraints, parents will welcome the seatbelt locking mechanisms and convenient child restraint anchor point placement, and children will be fascinated — and their carers possibly horrified — by the electric seat-fold mechanism which, with the touch of a button, slams a section of the 60/40 seatback down onto its cushion and then tumbles forward in a fast, almost violent, manner.This "feature" will not operate unless a rear door or the tailgate is open, but there is no occupant or impediment sensor to avert a nasty accident (we tested it using a kid's toy, which got pulverised). Returning the heavy seats back to their original position is also a cumbersome job.Without the "occasional use" third row installed, which is a $2800 option, there is plenty of luggage space — a volume of about 1000 litres with the rear seat up and 2000 litres when down. A retractable blind, tie-down hooks, a power socket and small-item storage areas are all provided, however a temporary spare wheel is located under the vehicle.Rather than hang a full-size spare on the tailgate, Mitsubishi has developed a twin-section tailgate comprising a conventional hatch and a lower fold-out ledge that creates a low, flat loading (and sitting) area.Design features like this leave a positive impressive with the new Outlander. The question is, can Mitsubishi build more quality into the vehicle while hanging on to its current level of pricing and equipment?

But the Allroad never had the great size, voluminous interior and elevated driving position which affluent suburbanites in Australia and America prefer in this sort of SUV. Given that the Yanks are the world's most powerful and influential consumers of these vehicles, the German marque had little choice but to defer.The Q7 is late on the scene with its most obvious rivals, the American-built Mercedes-Benz M-Class and BMW X5, now into their second generations. Yet it could have been much worse.Once the consequences of its mistake became apparent, Audi managed to secure an SUV platform from parent Volkswagen and project partner Porsche. Then, as if to prove a point, it created a bigger vehicle than either the Touareg or Cayenne, which all roll down the same production line in Bratislava.Just as there were accusations early on that Porsche and Volkswagen had lowered their standards in the pursuit of US market penetration — based largely on poor quality survey results and a couple of embarrassing recalls — the Q7 has also suffered from a disappointing four-star Euro NCAP crash-test result. This is a rung below the standard expected in this class. In 2004 the Touareg scored a maximum five stars.Judging from the Q7 order bank in Australia, that controversial crash test — which forced Audi to take corrective action — and other extraneous factors such as rising interest rates and higher fuel prices have not dented sales.And little wonder. While the vehicle fails to break new ground in this segment, the Q7 is a strong alternative to its main rivals — including the class-leading X5 — with a powerful road presence, luxurious appointments, quiet and cavernous cabin, a third-row option and, in the TDI model tested here, a marvellous V6 common-rail turbo-diesel.A bit more powerful than the version used in the Touareg, the Q7's 3.0-litre TDI produces 171kW at 4000rpm and 500Nm from 1750-2750rpm. The engine's diesel origins will be obvious to those outside the vehicle, but for those within it manifests a quiet, smooth and flexible nature that has no trouble with the 2.3-tonne kerb weight and never leaves the driver aching for more acceleration or responsiveness.In this regard, the six-speed automatic transmission works in wonderful concert with the engine, shifting gears with smoothness and cleverness in accordance with driver demands and the prevailing road conditions. There is also the means for gear shifting in a sequential-manual fashion, although the diesel's muscle at low and medium revs tends to negate the need for it.The Q7 is not as lean on fuel consumption as its government rating indicates, returning 12.3 litres per 100km across our test. But, like the NCAP result, this is probably not a figure that will terminate a prospective sale.Indeed, this is true for most facets of the Q7.Not a new breed of prestige-sports SUV as Audi would have us believe, the Q7 still proves to be a competent, composed and well-rounded vehicle. It is a cinch to manoeuvre around shopping centres, effortless to drive on the open road, undisturbed across broken bitumen and controlled around corners.A monocoque construction with independent double-wishbone suspension front and rear, the Q7 does not feel as sporting to drive in standard form as the Allroad or X5 — the value of which is disputable in a high-riding, two-tonne SUV — but it does feel stable and secure in most situations.It keeps a level head during quick directional changes and, with the combined efforts of Audi's Quattro permanent 4WD and 255/55 18-inch Bridgestones, maintains a great deal of adhesion to the road. It also has accurate steering, and all-wheel disc brakes offering outstanding resistance to fade.Things come undone a bit in accordance with deteriorating road conditions. On corrugated dirt and gravel, the Q7's electronic traction nannies become intrusive, cutting power and braking (and emitting a horrible noise) in the quest to maintain control. A less-than-impressive emergency-braking exhibition on loose gravel and sand also brings into question ABS calibration for dirt roads.Off-road, the confidence the vehicle exudes on bitumen erodes further. Short overhangs, decent ground clearance and a full-size spare wheel on the five-seat model are all beneficial, but the braking assistance offered with the ESP-related off-road mode provides nowhere near enough control, often forcing the driver to take corrective action.Up steep gravel inclines the Bridgestones can struggle to maintain traction, while the parking assistance system goes berserk when it detects wheel ruts or even long grass. It can be turned off, but re-engages of its own accord whenever the driver selects reverse.For all the attention to detail and hi-tech gadgets and passenger comfort that Audi has built into the Q7, the interior also has some drawbacks.For instance, the TDI driver must contend with a foot-operated park brake (which did not disengage properly on our test car), an unconventional high-mounted ignition slot on the left-hand side of the steering wheel and, worst of all, distracting reflections on both exterior mirrors from the chrome-look trim surrounding the dashboard air-vents.There is no electric front seat adjustment, no lumbar support and no rear-seat automatic seatbelt locking retractors for securing child restraints properly. If the optional panoramic sunroof is fitted, there's a sense of never being able to escape a blazing sun (despite perforated blinds). The optional electric tailgate is convenient and detects obstacles, but can also cause minor injuries before grinding to a halt.Accommodation and amenities are excellent in the front and rear passenger compartments, and further astern in the five-seat version there is more than enough luggage room. The floor-mounted guide rails and attachments in the cargo area are also useful, although the flimsy "telescopic retention bar" left something to be desired.Again, irritations like these are unlikely to halt the Q7 queue. Standard TDI features include a reverse-parking camera, dual-zone climate-control, a beaut 11-speaker stereo, eight airbags, leather trim and Audi's MMI computer interface.Combine these with the requisite size and looks, a splendid engine and an $85,700 asking price, and Audi has at last got itself a sure-fire SUV success. Even with an all-new Allroad coming soon, "all roads" now lead to the Q7.

Those at Peugeot who terminated its long and celebrated union on coupes with the famed Italian coachbuilder Pininfarina, and insisted that the successor to the 406 Coupe would be bigger, fatter, heavier and — from where we stand — much less attractive, have a lot to answer for.Granted, the in-house-designed 407 Coupe is still a striking car to behold, and we understand the need for it to have a closer connection with the 407 sedan than with the 406 Coupe.There are also trace elements of the Pininfarina-penned Ferrari 550 Barchetta — often quoted as a source of inspiration for the 406 two-door — such as the menacing grille and new shark's gill detailing.But this is not beautiful, elegant or radiant like the 406 Coupe. Instead, the 407 version embodies a "shock and awe" doctrine and, it seems to us, the false belief now rampant among most of the world's car manufacturers that with each new generation a vehicle must be bigger and plusher to be deemed better.An argument often metered out is that this sort of action is required to make the vehicle safer, and in the case of the 407 there is no doubt it is streets ahead of the 406 on this score. A maximum five stars from the independent European NCAP crash-test program bear this out.The thing is, it is not a better driver's car. Whereas the 406 Coupe offered one of the best front-wheel drive ride and handling combinations of its time — something that was once a Peugeot trademark — the 407 returns to the field in this department.It also has insufficient rear-seat room for its size, which seems incredible when the move from 406 to 407 increased its dimensions 200mm in overall length, 88mm in width, 45mm in height and 25mm in wheelbase.Instead, the 407 Coupe relies on a strong value proposition compared to other European coupes and a unique selling point with a hi-tech — and quite exceptional — twin-turbocharged diesel engine in the range-topping HDi model variant tested here.The result of Ford/PSA Peugeot-Citroen collaboration (and used across several brands including Jaguar and Land Rover), the 2.7-litre common-rail direct-injection V6 in this application develops 150kW at 4000rpm and 440Nm at 1900rpm.Making a delightful combination with the clean-shifting standard-issue six-speed automatic transmission (with a pseudo-manual shift mode), the engine is smooth, muscular and, above all, whisper-quiet.It fails to turn the sports coupe into a fireball from a standing start — indeed, at a claimed 8.5 seconds over 0-100km/h it is quite a bit slower than its exterior demeanour suggests — but there is no real sense of deficit for the driver who can revel in the diesel engine's flexibility and strength at the all-important low and medium revs.This occurs despite the fact that the 1850kg kerb weight of the HDi is up to 112kg heavier than the 155kW/290Nm 3.0-litre V6 petrol model also available.It remains effortless to drive, supremely refined and economical at all times. Indeed, in one of the few occasions we've ever achieved a lower figure than the government fuel consumption rating, we returned an 8.4l/100km average (compared to Peugeot's claimed 8.5l/100km) over a long-distance tour that covered a range of mountainous, free-flowing and dead-straight terrain.Take out the snaking roads and our lasting impression of the 407 Coupe might have been different. But in tight situations, the extra weight of the vehicle — a considerable 365kg more than the 406 Coupe, much of it hanging over the front end — makes it feel less agile than its predecessor.The coupe is stiffer than before, has a wider front and rear track, sits a little lower and uses electronic “active” dampers with its double-wishbone front and multi-link rear suspension. It rides on hard-gripping 18-inch 235/45-series Z-rated Pirelli P Zero rubber.It should be much, much better. Sadly, it isn't. Across troubled road surfaces the firm ride can turn crass and uncomfortable and the steering can give rise to some undesirable jiggling. The variable-assistance steering feels too light at speed and the turning circle is a cumbersome 12.0m.The brakes on our test car were prone to squealing and should have shown more resistance to fade in arduous conditions. The headlight performance is outstanding — and unsurprising considering the package includes bi-Xenons and a cornering function — but the Pirellis rumble across coarse bitumen.The doors are very heavy (which some will consider a sign of quality rather than a burden), some of the satellite controls should be moved from on the steering column to the tiller itself and the rain-sensing mechanism takes up an inordinate amount of windscreen space.The large and heavily bolstered leather driver's seat is fabulous for its comfort and support, while position memory and electric adjustment for all directions (bar lumbar) are welcome. The steering wheel has a full range of manual adjustment.Access to the rear compartment is excellent thanks to the electric front seat mechanism, but legroom is poor and the sloping roofline restricts headroom for taller people.The 400-litre boot is simply cavernous, and contains a full-size alloy spare wheel and a six-CD changer. There is a ski-port and a split-fold rear seat. Standard equipment includes seven airbags, traction and stability control, a tyre pressure monitoring system, trip computer, dual-zone climate control and front and rear parking sensors.Hindsight is hard to ignore. This incarnation has lost the beautiful looks of the 406 and, to a certain extent, its soul.Verdict: 3.5/5 starsGOOD:Refined and muscular diesel engine. Smooth transmission. Superb headlight performance.Cavernous boot. Full-size spare wheelBAD: Sensuous 406 Coupe looks have gone. Lacks agility of its predecessor. Big turning circle. Cabin niggles  

We all like to think of ourselves as individualists, able to make up our own mind about a product - whether it's a new vehicle or something else we're interested in buying - rather than succumbing to social pressures around us.Remember how Mark "Wacko Jacko" Jackson - the former Aussie Rules footballer-cum-singer-actor-author-boxer - struck a chord with the nation in the late 1980s with his smash-hit I'm An Individual (you can't fool me, an in-da-bloody-vidual ...)?We sent him to number one on the Australian singles charts, but not for his voice or his looks. We related to, and laughed out loud at, the lyric - and were kidding ourselves at the same time.In truth, the extent to which we act as individuals isn't nearly as great as we think. We listen to others, and conform. We bow to social pressure. And this is a huge problem for Ford with its brilliant new Territory Turbo.No matter that the high-performance Turbo is easily the best 4WD wagon ever built in Australia and, even with Holden's fabulous VE Commodore now on sale, stands from our vantage point as one of the most appealing vehicles this country has ever produced.Social pressure rather than sound reason virtually guarantees that the $65,490 Territory Turbo Ghia tested here will never be a serious alternative for people considering the likes of the Porsche Cayenne S or BMW X5 V8, despite having engine performance, vehicle dynamics and cabin amenities that are in the same league.The Ford badge, the made-in-Australia status and a sticker price half that of European "rivals" all count against it.At the other end of the scale, voices of reason are shouting down the monolithic, 2.0-tonne-plus Territory Turbo on the basis of its higher-than-average fuel consumption - which, let's face it, becomes exorbitant when driven hard - in these times of heightened fuel price awareness and uncertain future oil supplies.The vehicle must be run on expensive 95 octane premium unleaded fuel to deliver its best. And although this performance in overall terms is outstanding for an SUV, it's not as proficient as a passenger car built with the same sporting intent. Falcon XR6 Turbo anyone?But, boy, the huffed Territory is good.With its force-fed 4.0-litre straight-six producing 245kW at 5250rpm and 480Nm at 2000rpm (as it does in the XR6T), Ford Australia's very own "TT" impresses no end with its responsiveness under foot, its clean and authoritative acceleration from standstill - which can take it to 100km/h in around 7.0 seconds - and the exquisite combination the engine forms with the deliciously smooth, smart-shifting and German-sourced (as if it mattered) ZF six-speed automatic gearbox.We've got to (again) take issue with Ford's counter-intuitive sequential-manual modus operandi, which requires a push forward for a downshift and vice versa. And, of course, the fuel consumption gauge on the central LCD screen serves, through no fault of the interior designers, as a constant source of distraction for the driver.Driven with enthusiasm, the Territory Turbo's average fuel consumption lingered around 20 litres per 100km - well above Ford's official 14.2l/100km figure. But on the open road we returned 11.2l/100km and across long and varied road conditions we averaged 14.9l/100km, which was a far better result than the normally aspirated Territory Ghia AWD (with a four-speed automatic) we tested in 2004.Back then we remarked upon the wagon's excellent refinement, absorbent ride and the ease with which it handles fast bitumen and dirt stretches alike. All of this holds true with the SY-series AWD Turbo, although the low-blow turbocharger itself takes "effortless touring" - whether on straight or snaking roads - to a whole new level.Chassis revisions, which include minor suspension mods, beefier front brakes, recalibrated electronic handling aids and bigger 18-inch wheels with 235/55-section tyres, also make the Territory Turbo a more composed and confidence-inspiring vehicle on tighter roads than the standard model.Inside, the rather hard-to-stomach extra $11,500 involved in securing the Ghia over the $53,990 base-model Turbo is demonstrated by a useful reversing camera (which became useless after a dirt-road stint), metallic-look instruments (which can be difficult to read at a glance), dual-zone climate-control airconditioning, leather trim, a high-grade six-CD stereo (with subwoofer), elegant detailing across the dashboard and doors, and a label denoting the fitment of curtain airbags.Even with this on board, there are issues with which customers used to much more expensive European brands could take umbrage. With the sports driver's seat, for instance, there's a requirement for manual backrest angle and seat lumbar adjustment, despite an electric switch for seat height and travel. There's no electric adjustment for the front passenger's seat. No nice, soft damping to all the lidded areas. And no glovebox lock.Nor is there the same level of fit and finish we've come to expect from prestige marques. These can be seen as minor details considering the value that comes with the pricing, specification and the first-class packaging and accommodation common to all 4WD wagons built at Ford Australia's Broadmeadows plant.As a blistering Ghia Turbo, the Territory becomes something else again - something true individuals are sure to find seductive.

This was the same ambition the company held for the previous Grandeur, which languished in showrooms for almost four years before a new management team removed it late in 2003. Blame was apportioned to a lack of promotional funds, a sullied brand image (still tied with the discount-fuelled "Excel era") and a sales force unused to selling cars on their merit.But there was more to it than that. Hyundai's first attempt at "grandeur" relied more on large dimensions and a high level of standard features than any sense that engineering excellence and driving finesse were integral to its development.To this end, not a great deal has changed with the new model. Hyundai might have more marketing dollars, a better reputation and smarter-trained salespeople, but its greatest vehicle still has marked deficiencies deeper than the state of suspension tune.As before, the Grandeur has a muscular V6 engine (now out to 3.8 litres), a silken automatic transmission and a comfortable ride when the road surface is billiard-table smooth. There is some numbness in the steering, but overtaking out on the open road is a cinch, road and wind noise are well suppressed and the brakes have no trouble hauling in the 1645kg sedan.Indeed, settling back into the soft leather-faced seats, and slotting some music into the tape deck or CD/MP3 slot, the driver can be lulled into thinking that the Grandeur is more like a grand tourer.But, truth be told, it is not.In more demanding conditions, character flaws are soon revealed. At night the headlights lack effectiveness on high beam. In hillier terrain the five-speed auto tends to hunt around for the appropriate gear, while the sequential-manual shift mode places limits on the amount of driver control (shifting up a cog of its own volition, for example).Under hard acceleration the front wheels tend to scrabble for grip, the transmission can sometimes hesitate between first and second gear and, on uneven roads, torque-steer is evident as the steering wheel tugs at the hands. On rougher surfaces the ride quality deteriorates and noise and vibration rise through the steering column — reaching a crescendo in corners. Tighter bends cause the Kumho tyres to howl in protest, while a mid-corner bump can move the car off course.There might be a trifle more poise, and a bit more balance, than in the previous model, but this new version falls well short of the standards expected in this class of vehicle. It does little to inspire driver confidence, its behaviour deteriorates in accordance with the road conditions and it relies heavily on its electronic stability control system to keep its untidiness in check.It also consumes more than the government fuel consumption standard indicates, returning an unremarkable 16.3 litres 100km on our test.There are other aspects of the all-new Grandeur that leave it behind. Most disconcerting on our Limited test car was the buckled plastic trim on the lower dash section in front of the driver, overshadowing the excellent work done in creating a high-class interior ambience.The exterior doorhandles feel cheap and the doors themselves feel insubstantial. The rear headrests are restricted to a single position when raised from their hunker-down position. The centre-rear seatbelt has an awkward twin-buckle mechanism and none of the rear seats has an automatic belt locking mechanism for better securing child restraints.Otherwise, the facilities and features in the Grandeur are up to the knocker.The Limited tested here has eight airbags, reverse-parking radars, front and rear foglights, rain-sensing windscreen wipers, high-intensity discharge headlights (for low beam), an alarm, sunroof and "solar controlled" windows that alter as the external light conditions change.The driver is furnished with comfortable seats (with heating), electric steering wheel and seat adjustment (including lumbar and two-position memory), stereo and cruise control switches on the tiller, an auto-dipping rearview mirror, illuminated footwell, backlit instruments, a trip computer (with large screen) and simple-to-fathom controls for the powerful eight-speaker stereo and dual-zone climate-control airconditioning.Hyundai's interior designers have shown great restraint in the use of chrome and fake wood veneer, creating instead an attractive and elegant cockpit. There is a good range of storage and two power outlets up front.The back seat has plenty of room in all directions and useful amenities including air vents, door bins, maplights, a power outlet, rear sunshade, pull-down centre armrest with cup holders, and two grab-handles at each window-seat position. The centre position is hard and rather uncomfortable.The boot is huge, fully lined and contains a full-size spare under the floor. Smaller items can be held with a cargo net or within a small recess, while larger items can be accommodated via the 60/40 split-fold backrests.On paper, and from the showroom floor, the all-new Grandeur looks like a true prestige contender — and hard to beat. But as our drive illustrates, Hyundai still has plenty of work to do before threatening more established members of the big league.