Off road

Because the Altitude Blue Navara out front looks that bit bigger and bolder than the black dual cab D40 that lives around here. Sure, this upgraded version is a little longer in the nose with revised grille and front bumper adding 80mm to the length. Sure, these ST-X versions now sit on 17-inch wheels and theres more

The mainstream Camry is set for a complete re-make, the baby Yaris will be renewed and the funky FJ Cruiser will add some Gen-Y impact to local showrooms.But there is much more in 2011 - including the preview of the production version of the make-or-break FT-86 sports car - from Toyota.Among the likely previews are a set of Prius hybrid spin-offs led by a people mover and a coupe - and perhaps including a pickup - and a late-year showing of the next Corolla, most likely at the Tokyo Motor Show."Toyota policy is we don't comment on any potential future product," says Mike Breen of Toyota Australia. "We have three major launches next year."He stonewalls on anything beyond the big three, even though leaked plans from the USA highlight the amount of new product coming from the world's biggest carmaker.The RAV4 is set for a remake in 2012 following a preview in '11, probably with some sort of hybrid drive system, while the Kluger could also get a facelift later next year."The years following 2011 will see us start to introduce new models. it's not going to all come at once, it will happen over a couple of years in a gradual process," says Breen."The only model we can talk about is FJ Cruiser, which will be launched in March next year, that's already on the record."The update on the Yaris will bring a six-speed automatic gearbox and probably a 1.5-litre starter engine, with a hybrid model also on the cards.The Camry will be completely new and much bolder than the current car and will continue to be build at Altona in Melbourne, with a hybrid model.The other crucial model is the next Corolla, set for a preview late in 2011 and sales in 2012. Toyota extended the life of the current model so the next change is likely to be a big one.

Australia's love for SUVs already has blurred the border between what is a four-wheel-drive vehicle and what is not. Compact SUVs which are more car-like in their driving character and lacking low-range gears are not deemed serious, off-road 4WDs but that hasn't stopped them selling like cold beer at the end of a hot run on the Strzelecki Track.These "soft roaders" at least have reasonable ground clearance compared with a Corolla or Commodore and they have all-wheel-drive. Mitsubishi has added yet another model, the smart looking ASX and virtually created another sub-sector, for it's hard to find an all-wheel-drive SUV five-door available in petrol or diesel in its less than 4.3m length. Mitsubishi says ASX sits between its Lancer small car and the Outlander SUV and that ASX stands for "active smart crossover."Lower cost versions of ASX have two-wheel-drive but we are in a 4WD version and the highest-equipped, Aspire, model at that and with diesel engine. It costs $36,990 but includes climate control, cruise control, tilt and telescopic steering column, front fog lamps, leather seats, rear park sensors, a Rockford Fosgate premium audio system (nine speakers enough?), a 7in screen communications system with touchscreen and sat-nav, reversing camera, power driver's seat, keyless entry and start and 17in alloy wheels.The 1.8-litre turbocharged diesel engine feels bigger. It putters about gently and quietly at low engine revs but once the tacho needle passes 1800rpm there's a strong surge to push along the 1525kg car. Mitsubishi has put its variable valve timing into the diesel intake system and the turbocharger also has variable geometry so excellent fuel economy is there as is performance if you want it.The diesel is available only with a six-speed manual; the shift is light if not quick. Body lean on corners certainly is there if it's rushed. Its 4WD credentials include a good departure angle, hill-start assist and a dial that selects between front 2WD, 4WD (which gives from 98 per cent front/2 per cent rear to 50-50 torque split) and 4WD Lock for more slippery stuff. It uses a viscous coupling centre diff.It means ASX will go along a muddy or dirt track where you wouldn't want to take a Lancer. But it's no Pajero, as the crashing rear suspension reminded us over a few ruts and pot holes. It has a space-saver spare wheel and bitumen-biased tyres but with 60-aspect sidewalls. It needs that reversing camera and park control because there is little rear three-quarter vision.The diesel engine is quiet, attributed to a lower compression ratio, which means engine braking is not brilliant (though better than a petrol engine's). Cargo space (416 litres) is as much as you'd expect in a compact.

I have just arrived back from a trip to the Simpson desert in my 2007 Toyota Hilux diesel auto ute, which was packed to the brim with extra fuel, water, camping gear etc. We encountered very tough driving conditions with an incredible number of tracks washed, water logged and muddied tracks, sand dune after sand dune including Big Red. This trip was a real test for the vehicle as far as I was concerned and at no time did the transmission or any other part of the car cause the slightest worry. Remarkably, the fuel consumption went from 11.0 L/100 km city driving to just 11.2 L/100 km. The secret I believe is that I drive the transmission as if it were a manual. While the transmission might be suspect, if you use the transmission as mentioned above, it may prevent the over-heating problem that some have experienced.

... with the opening of the first truly national Australian International Motor Show.  A total of 60 new vehicles, including 12 world firsts led by the Ford Ranger and Mazda BT-50 pickups, headline the new-age show at Darling Harbour.More than $15 million worth of cars and light commercials is on display at a show that runs for 10 days in the harbourside city.  Just as importantly, it points to a new future for shows, with July set to become the biggest month in Australian motoring.The date for the 2011 running of the AIMS is now locked in from July 1-10 in Melbourne as the Victoria and NSW capitals alternate their hosting of the event."This show is different. It's time for a contemporary approach," says Doug Dickson, chairman of the organising committee and the managing director of Mazda Australia.  "It presents the very best the global motor industry has to offer."Dickson says 45 brands are displaying at the show, representing 27 countries.  He also pays tribute to the local manufacturers and their contribution to the whole industry, which contribute $5.6 billion to the Australian economy with production up 20 per cent through the first nine months of 2010 and exports growing by 55 per cent over the same period in 2009.

HALF a day of driving through sand dunes stands between Craig Lowndes and victory in his first off-road race.  The V8 Supercars driver extended his lead to about an hour in the penultimate leg of the Australasian Safari in Western Australia yesterday."We had a great day," he said.  "That is how I expected to the Safari to be; open and fast roads through forestry."Today, Lowndes and co-driver Kees Weel of the Gold Coast tackle two tough stages in the coastal sand dunes near Esperance with their Holden Colorado.  "There's only one more day to go, but apart from the first bit which is rocky, it's all sand," Lowndes said."There are three small stints and we have to navigate right and keep our momentum.  The bikes set off first and will set a rough course and I think we will be the first car off, so navigation will be the ultimate component tomorrow."We've been lost and found our way back before. Kees is pretty experienced at this; it's his 13th Safari."  Lowndes said he wasn't thinking about how they would celebrate if they won tomorrow."We'll celebrate by getting back on the plane and thinking about Bathurst," he said.  Lowndes and Weel were followed by Victorians Darren Green and Wayne Smith in their Nissan Patrol and Bruce Garland and Harry Suzuki in their Isuzu D-Max, the first diesel-powered vehicle.The order changed in the bike section yesterday when third-placed rider Rod Faggotter of Longreach pulled out after the first leg suffering with a broken thumb from a fall the previous day.That leaves a trifecta of KTM riders at the front lead by Bathurst rider Ben Grabham heading for his third victory.  He is followed by Todd Smith of Condobolin, NSW, and Matthew Fish of Kyneton, Victoria.RESULTSPos Veh Crew Vehicle Cat/ SS15 SS16 SS17 SS18 Pen Total No Class1 100 LOWNDES - WEEL 2003 Holden Colorado A5.2 25:00 03:06 02:57 24:38 30:54:592 122 GREEN - SMITH 1999 nissan Patrol A2.2 30:12 03:31 03:18 27:47 32:11:383 102 GARLAND - SUZUKI 2010 Isuzu DMAX A5.4 23:36 02:55 02:58 23:33 32:42:424 105 TURLEY - TILLETT 1996 Nissan Patrol A5.3 25:16 04:48 02:58 25:46 33:41:135 101 FLOOD - VAN KANN 1992 Mitsubishi Pajero A5.1 27:07 05:35 03:53 30:24 34:35:466 177 DI LALLO - MASI 1999 Mitsubishi Pajero Evolution A1.1 30:11 03:43 03:18 31:48 38:18:387 106 MULDREW - EARLE 2004 Mitsubishi Pajero A1.2 31:47 03:40 03:32 36:31 39:02:378 112 MUIR - WALKER 1998 Mitsubishi Pajero EVO A1.1 39:44 03:42 03:17 31:26 41:52:179 110 KNOWLES - VILLANOVA 2008 Hummer H2 SUT A5.2 25:11 03:55 03:01 29:30 43:30:59 10 109 WALKDEN - LONG 1998 Mitsubishi Pajero EVO A2.1 28:13 03:18 03:17 27:21 43:35:3111 137 YUAN DE - TAIGUANG 2005 Quang Qi Chang Feng CFA2 T2.1 47:15 03:42 03:39 34:37 45:09:3912 103 TWADDLE - TWADDLE 2000 Mitsubishi Pajero A0.2 01:01:44 05:00 04:54 MCf 01:30:00 45:44:5113 115 OWEN - CAIRNS 2004 NISSAN GU PATROL A5.3 27:39 03:03 03:03 26:05 47:35:0214 127 YOUNG - MCBEAN 2002 Mitsubishi Pajero A1.5 52:14 03:48 03:31 32:41 47:41:3315 136 WEI YU - MIN 2005 Guang Qi Chang Feng CFA2 T1.2 44:46 03:25 03:19 25:54 47:59:11104 HARRINGTON - HARRINGTON 2007 Nissan Patrol A5.3 24:45 03:01 03:03 DNF DNF107 DENHAM - DENHAM 2003 Mitsubishi Triton A5.2 DNF DNF DNF DNF DNF108 OLHOLM - DOBLE 2004 Mitsubishi NM Pajero A5.2 DNF DNF DNF DNF DNF111 DUNN - DUNN 1998 Nissan GU A5.3 DNF DNF DNF DNF DNF113 WATMAN - WATMAN 1998 Mitsubishi Pajero EVO A1.1 DNF DNF DNF DNF DNF129 QUINN - FEAVER 1995 Mitsubishi Pajero A5.2 DNF DNF DNF DNF DNF142 HOFFMANN, Glenn 2010 Dirt-Buggies Superlite A4.4 DNF DNF DNF DNF DNF 150 PINSON - DENBRINKER 2002 Ford ba rtv A3.4 DNF DNF DNF DNF DNF155 MONKHOUSE - MONKHOUSE 2006 suzuki vitara A5.1 DNF DNF DNF DNF DNFMCx2 - Missed Start and Finish Controls, MCf - Missed Finish Control, - Time recorded but Out of Late Time Date 9/25/2010 22:10:50.145 Form No:205 Page 1 

The rotary dial for selecting drive — 2WD, 4WD High and 4WD Low — is off to the left, alongside the cavernous glove box.  And the footwell for the driver is cramped to the left so there's no distinct rest, though there's plenty of foot room atop the transmission hump.They are small signs that this was originally a left-hand drive US of A-bred machine. But the signs, unlike the vehicle, are small enough to overlook.  The F350, along with a few other F-Trucks from the F250 to F450, is imported with the steering wheel on the wrong side and then converted by extensive engineering and clever cabin work.The utes come into Melbourne brand new and are immediately pulled apart. The dashboard gets junked and a new right-hand drive version installed. Other components, such as the steering system, are also replaced.  The result is a vehicle that assumes all the poise and character of a machine that was originally engineered as a right-hand drive.DrivingIt sits confidently on the road because of its steering and suspension alterations and because it's 2m high and 2m wide and weighs 3.6 tonnes.  And the wonder of it all, from the eyrie-like cabin, is that once you accustom yourself to the ballroom dimensions behind you, it is as easy to drive as a Falcon.The engine sets the theme. The stater motor winds up at frightening speed and promptly kicks the monster diesel alive.  There's no mistaking the diesel growl at idle but click the column shift gear lever into Drive and it settles into a lazy, muted rumble.Maximum torque hits at 2000rpm so there's no need to keep prodding the accelerator.  It'll run with some of the best utes from the traffic lights and every upchange brings another kick forward.Freeway cruising is an easy 100km/h at 1700rpm with plenty left to squirt past slower traffic.  It becomes so confident that, for a moment, you forget what you're driving. I easily slid into a roadside park bay and nonchalantly eased my age from the cabin.I thought I did a pretty good job until I saw that the ute was hanging over the end of the bay's white painted perimeter by a good 2m. Nothing in the street could accommodate the F350, so I set off in search of an unmarked section of street.More caution was exercised in the dirt. The 4WD writing on the flanks of the ute indicated this has potential in the dirt but I was only about 2km into a dirt route when fear drew over me like a cold blanket.I was by myself. I was in a 4WD area but it was mid-week and I was alone. The ute was starting to find difficulty and I was already in low range.  And I figured that it would take about six days and a couple of heart attacks for me to dig out this 3.6-tonne thing if it sank. So I carefully reversed out.Back on the bitumen the ute continued to surprise. The agility of the F350 isn't expected. Neither is the comfort and quietness of the cabin.  The Lariat model tested gets full leather upholstery and wood garnish. It seats five adults with all the room any rear passenger could want.That back seat also folds up and a steel panel beneath becomes a cargo floor for storing stuff that needs the security of the cabin.  This is the top-spec F350 and standard features include electric telescopic and folding side mirrors for towing, 6-disc CD audio, rear sliding window, electric front seats with heating, dual-zone airconditioning, cruise control, rear camera (screen in mirror) and a sunroof.There's also a trailer-brake controller to keep in check the 5.7 tonnes of mass that you're hooked up to.  Out back the bed has handy fold-out plastic railings — called a bed extender but more like fences — to either extend the cargo area over the opened tailgate or reversed to create a smaller, safer area to store goods.And to get up onto the tray, the tailgate contains a slip-out, extendable step and a hand rail that locks into position. There. You're done now.Ford F350 LariatOrigin: USAPrice: $154,990Engine: 6.4-litre, V8, twin-turbo-dieselPower: 261kW @ 3000rpmTorque: 885Nm @ 2000rpmFuel: DieselFuel tank: 143 litresEconomy (tested): 19 litres/100kmEmissions: n/a (Corolla: 175g/km)Transmission: 5-speed automatic; part-time 4WD; 2-speed electric transfer caseBrakes: 4-wheel vented discs, ABS, EBD, traction conrolTurning circle: 12.2mSuspension: Front _ Live axle, coils; Rear _ live axle, leaf springs, staggered shocksWheels: 18-inch alloy, 275/70R18 tyres; full-size spareLength: 6155mmWidth: 1998mmHeight: 2023mmWheelbase: 3900mmGround clearance: 195mmWeight: 3608kgTow (max): 5200kgWarranty: 3yr/unlimited kmService: 15,000kmRivals: none

Cayenne is no longer a VW Touareg with a Porsche badge. Despite sharing its chassis, a diesel engine and its first hybrid petrol/electric powertrain with VW, Porsche Cars Australia managing director Michael Winkler says the two models are "totally different"."On the last Cayenne you could exchange the doors with the Touareg. Now you can't," he says. "Every panel is totally different."PRICING AND DRIVETRAINSThree new Cayenne models have arrived in Australia: Turbo V8 at $239,900 (up $2700), Cayenne S V8 at $147,900 (up $1000) and S Hybrid at $159,900. They will be followed shortly by the V6 at $103,500 (up $1000) and Diesel at $104,500 (up $800).For those extra dollars, the customer gets 20 to 23 per cent better fuel economy with increased or similar power figures, more equipment, more cabin space and an eight-speed tiptronic transmission with stop/start technology that switches the engine off at idle.Winkler says the Cayenne is such an important seller for the company they flew powertrain manager Stefan Fegg from Germany to Brisbane for the national launch this week.Fegg says they worked with VW to develop the parallel hybrid system which uses a 3.0-litre supercharged V6 petrol engine (245kW/440Nm) and an electric motor (34kW/300Nm) that produces fuel economy of 8.2L/100km. Not bad for a two-tonne truck, but still not as good as the new Diesel which is down from 9.3 to 7.4L/100km.However, Fegg points out that city drivers will be able to squeeze more economy out of the hybrid and can even choose to run in electric-only mode for up to 3km if they don't go faster than 60km/h.Fegg says the massive fuel economy savings across all models are due to weight saving, reduced friction in the engine and transmission, low-rolling resistance tyres, recuperative power from the brakes used to charge the battery, two overdriven gears on the eight-speed tiptronic with 50 per cent faster changes, and stop/start technology.In Europe, the stop-start function defaults to the switched-on position, but in Australia, the driver must select it, although it then defaults to whatever setting it was on when the engine was last switched off.While Porsche added 65kg to the vehicle for structural safety and extra features, 103kg was shaved from the body by using lightweight materials, 74kg from the chassis, 63kg from the engine and 10kg from the electrics. Overall, vehicle weight is down 250kg.However, the Hybrid unit adds 165kg, of which 80kg is the battery. That makes it top weight at 2240kg, compared with the S at 2065kg and Turbo at 2170.APPEARANCE AND FIT-OUTStyling is now more svelte and less of a big-bottomed tank largely due to the less chunky and much lighter one-piece tailgate design. There is now no separate window opening, so dust penetration should be reduced.PCA training manager Paul Watson says the bonnet has been extended forward allowing the Porsche badge to be relocated. "Every Porsche now has the crest on the bonnet. It's back in its rightful place," he says.It also now features a front air intake that has been inverted from the previous smile to a more menacing grimace. Cayenne is 48mm longer and 11mm wider with a 40mm longer wheelbase, increasing cabin legroom. The rear seats also move forward and back by 160mm as well as folding and tilting.While the space-saver spare tyre is under the cargo floor, in the Hybrid it takes up a chunk of the cargo area because the battery is under the floor. Watson says customers can choose to swap the tyre for a can of goo to patch punctures. Tyres can be re-inflated by an on-board nitrogen compressor. The Cayenne cabin is almost identical to the new Panamera with its sloping centre console, cockpit-like clustered instruments and driver-oriented feel.MECHANICALDriving dynamics feature highly in the new Cayenne with a range of acronyms such as PASM, PTV Plus, PDCC and PTM.PASM is the Porsche Active Suspension Management which adjusts the dampers for sport, normal or comfort setting as selected by the driver.PTV plus is Porsche Torque Vectoring that brakes the inside wheels and varies power delivery via an electronically controlled cross differential on the rear axle in corners. It basically helps prevent understeer which is endemic in most SUVs. It is optional on the Cayenne, S and Turbo.PDCC is Porsche Dynamic Chassis Control is a hydraulic system that operates active anti-roll bars to keep the body flat in corners. It is standard on the Turbo and available as an option on all air suspension models.PTM is Porsche's Traction Management system. In active form on the Cayenne, S and Turbo it uses an electronic clutch to distribute torque up to 100 per cent to either the front or rear wheels. In "reactive" form in the Diesel and S Hybrid, PTM splits torque up to 40 per cent to the front and 60 per cent to the rear."Two-wheel drive isn't an option for the Cayenne, it's an SUV and will always be four-wheel drive," says Fegg.There are three modes for off-road driving. Mode 1 recalibrates electrical systems such as traction control and ABS for slippery terrain and in the air suspension models it raises the ride height. Mode 2 locks the clutch for better traction and Mode 3 locks the rear diff.Brakes in all models have been uprated with larger discs up to 410mm in the Turbo and stronger calipers. All models also feature a recuperative system that uses kinetic energy from braking to charge the battery. It's called a "micro hybrid" system.There is a vast range of options available including lane-change assist and adaptive cruise control that operates down to 20km/h.Cayenne is a combination of elements built in various locations. Its chassis is made in Slovakia, the engines are made in various locations in Germany and Hungary and the final vehicles are assembled in Leipzig, Germany.Winkler says S Hybrid represents about eight per cent of their 250 orders so far, but he expects to sell about 15 per cent after customers have test-driven it. "Hybrid customers will live in the city and buy it not only for economy, but for social acceptance," he says.Diesel will continue to represent about 40-45 per cent of sales. Winkler says there is no confirmation of GTS or Turbo S models.DRIVINGA quick strop across Mt Glorious and its 40-odd kilometres of gloriously winding tarmac reveals a car that is more lively and lithe in its handling, although still short of the BMW X5 benchmark. Despite load shedding, it still feels its weight and relies on the fancy electronics to keep things together. There is a moment of impending understeer at turn-in, but a smooth and predictable flick to oversteer.Road noise is substantially reduced which turns your attention to the wind noise around the wing mirrors and bottom of the windscreen. The S Hybrid deserves its S badge for the potent driving force when both the electric motor and petrol engine are working.It emits a typical Porsche growl as it stomps bucketloads of torque through its wheels. The V8 feels less powerful at the low and mid end than the Hybrid, but comes on song when revved out.The Turbo is simply stunning with lightning delivery of great globs of power for rapid overtaking that will leave you breathless and licence-less unless you are careful. Brakes tend to be too sensitive in initial bite, especially in slow-moving traffic, but offer great confidence when looming up on a hairpin turn.OFF THE ROADPorsche rounded out its country road strop with a short demonstration of off-road abilities at the Mt Cotton Training Facility. Here it was the turn of the mechanical diff and all the associated electronic trickery to strut their stuff.While low ratio has been tossed out to save weight, Cayenne retains hill descent with the speed now controlled by the cruise control stalk down to 3km/h. Wheel articulation is limited, but the traction controls work miracles on steep and uneven surfaces to produce more forward momentum than most luxury softroaders.Wade depth is limited by the air intake, so a bow wave will snuff the engine. However, it is fine for most off-road duties Porsche owners will require.Winkler admits only 20 per cent of Cayenne owners will ever get their wheels dirty.

BANKRUPTCY could be the best thing that ever happened to Chrysler Corporation, judging by the new Grand Cherokee from Jeep.

It would be easy to say that the new Grand Cherokee is better than we expected, but then we expected a significant improvement over the outgoing model.  Significantly, the model charged with leading Chrysler out of the wilderness of bankruptcy delivers the goods both on road and off.  This new model is the fourth generation of the Grand Cherokee and should land Down Under before the end of this year.Pricing is likely to start around the $55,000 mark, making the big Jeep a very competitive contender.  Two variants — Laredo and Limited — have been confirmed for Australia with a fully loaded third one — Overland — also a possibility.  For the US market, the Overland model features a leather-trimmed dash and steering wheel, full-length sunroof, and 20-in wheels.What started as a joint project with previous parent company Daimler has been finalised by Fiat under the new ownership platform. That means the mechanical underpinnings are basically those of the Mercedes ML, which is no bad thing.From the outset, better on road performance and dynamics were targeted, improved quality and refinement, but no diluting of Jeep's legendary off road ability. Chrysler has the BMW X5 and Range Rover/Land Rover marques in its sights with the new Grand Cherokee.The new V6 engine is the main story here, and it generates an impressive 210kW of power and 347Nm of torque. Displacing 3.6 litres, it’s also an efficient powerplant, allowing for a cruising range of up to 850km from one tank.The V6 engine is a willing performer but it won't live up to the ultimate power of the Hemi V8. It needs to work harder to achieve the same result on road, but off road the V6 worked well in really tough terrain and low speed work where torque delivery is key.The first thing you notice when you take your place behind the wheel is the feeling of quality in the cabin. There's a level of fit and finish not previously seen on a Chrysler product. There's almost no road noise transmitted through the cabin.We sampled both the fully-loaded Overland and the entry-level models and all delivered a sense of quality befitting a more expensive vehicle, which is exactly what Chrysler is aiming for.All switchgear is simple to negotiate, where it should be placed and easy to operate. The hill descent control and terrain selection controls could not be any easier to use.  In short, the interior is simple, elegant, well appointed and free of any annoying rattles, squeaks or evidence of poor fit and finish.Chrysler claims a serious improvement — up to 140 percent — in rigidity through the body and you can certainly feel that increased torsional stiffness on road. Select `Sport' on the driving dynamics dial and the Grand Cherokee can be pushed through tight corners at a rapid rate.There's no scuttling or tram-lining over broken or bumpy surfaces.  Handling is safe and assured and the Grand Cherokee always feels planted.  It might not be quite as taut as the class leading BMW X5, but if you don't want to drive your 4WD like a racecar — you'll be impressed.Steering feel is excellent. Turn in is impressive even at licence-endangering speeds and the brakes feel strong.  The most significant story off the beaten track is an improvement to the already legendary Jeep offroad performance.The Selec-Terrain system — similar to that already fitted in Land Rover models — is a winner. It's easy to understand and easy to operate. And it works.The Quadra-Lift air suspension available on some models makes an enormous difference offroad. There's one level of lift for all off road modes, then another higher level of lift in `Rock Crawl' mode that will see you clambering over even the nastiest obstacles without bottoming out.Off road you can also remove the lower front valance with a few simple clips to give better approach angles and reduce damage from rocks. This saves expensive repair bills and means once back on road, you're Grand Cherokee won't look like a scarred bush basher.Low range is genuinely impressive, as is the hill descent control system, which saw the big Jeep negotiate a fearsomely steep descent over powdery dirt without raising a sweat.