Articles by John Parry

Sports and hybrid are words not usually seen together. And while the F Sport version of the second-generation Lexus GS 450h is not exactly stimulating and involving to drive in a sporty sense, it does live up to its claim of performance without penalty.VALUEAt $111,900, the F Sport is $10,000 less than the Luxury Sport version, which comes with features such as a heads-up display, a tyre pressure monitor and eight parking sensors, even polyurethane-coated paint that repairs scratches when exposed to sunlight. The F Sport adds all-wheel-steer hybrid, sports suspension settings, bigger brakes, automatic high-beam, 19-inch wheels, an 18-setting driver's seat, pre-collision and cruise control systems.DESIGNYou expect Lexus quality inside and you get it. The materials, the finish, the layout and even the stitching are flawless. Not so attractive is the angular and aggressive lower lip spoiler included in the sports body kit.TECHNOLOGYPowered by a 254kW hybrid drivetrain, it accelerates from 0-100km/h in 5.9 seconds yet has a combined fuel use of 6.3l/100km, a 20 per cent improvement over its predecessor at 7.9l/100km. Emissions of CO2 have fallen to a class-leading 147g/km.And the benefits continue. A more compact hybrid battery helps expand boot space by 45 per cent to 465 litres and the redesigned chassis provides more interior space. The chassis is also stiffer and with the battery mounted lower the weight distribution is close to an ideal 50:50, which improves handling. The 3.5-litre V6 engine is now an Atkinson cycle, which has improved efficiency by 20 per cent while retaining the previous engine's 254kW output and lifting torque from 317Nm to 352Nm. An Atkinson Cycle engine has a higher compression ratio than a conventional Otto Cycle.DRIVINGMost of the time it feels as if you are guiding the F Sport rather than driving it. The first thing you notice is the lack of starter-motor noise. Push the start-stop button and the dash lights up and signals “Ready''. Flick the gear selector into drive, press the accelerator and off you go, the petrol engine kicking in only when needed and shutting itself down when coasting or stationary. There is no noise on idle and just a slight shudder when the petrol engine kicks in. A low whine when slowing indicates regenerative braking. Driven sedately it potters around without fuss, switching at will between electric and petrol. Bury the right foot and it launches itself with enough thrust to chirp the wheels on a damp surface and delivers enough seamless punch to keep you pinned back in the seat. Power application is silky smooth and linear. Acceleration is strong, even on light throttle, such is the electric motor's high torque at low revs. But the driving experience is all a bit remote; the engine note is so well muted it's barely audible, the steering feels lifeless on the straight and then there is the quirky nature of the switching between petrol and electric. Despite myriad micro-second decisions going on internally, there is no need for the driver to intervene. All the swapping and sharing is done automatically.VERDICTIt’s a large car with flat, agile cornering and a comfortable, well-controlled ride.Lexus GS 450H F SportPrice: $111,900Warranty: 4 years/100,000kmResale: 57 per centService interval: 10,000km/6 monthsSafety rating: 5 starSpare: space-saverEngine: 3.5-litre V6 petrol 215kW/352Nm; 147kW/275Nm electric motorTransmission: CVT auto; RWDBody: 4.9m (L); 1.8m (w); 1.5m (h)Weight: 1910kgThirst: 6.3 1/100km; 91 RON; 147g/km Co2

If you are in the market for a small car here is one not to miss. The new Hyundai i30 hatch is proof of how rapidly the company has grasped the art of making a sophisticated and zippy not-so-small car.Prices are sharp, ranging from $20,990 for the petrol manual to $32,590 for the premium diesel automatic.Standard equipment is impressive for the price. It includes seven airbags, stability control, brake assist, rear parking sensors, a 125mm colour monitor with Bluetooth, iPod, MP3 and USB connection, cruise control and trip computer, power windows, three settings for steering, but a temporary spare. All models come with a five-year unlimited kilometre warranty fully transferable to subsequent owners.Styling is eye catching with strong sculptured lines and a distinct Euro flavour, enhanced by a long wheelbase and short overhangs. Inside there is generous head, leg and shoulder room, abundant storage and a generous load area. The interior is tastefully styled and well finished with clear and easy to use controls, comfortable seats and generous head and legroom.New for this year is a 1.8-litre petrol engine replacing the previous 2.0-litre petrol and an upgraded 1.6-litre turbo diesel, both delivering more power while using less fuel especially in automatic models, where a six-speed transmission replaces the previous four-speed.On test was the six-speed petrol manual, the engine now producing 110kW -- a gain of 5kW -- although torque is down from 186Nm to 178Nm. With the help of continuously variable valve timing, fuel use drops by almost 10 per cent to 6.5L/100km in the manual on the combined cycle and on test averaged 7.2l/100km.The flexibility and smoothness of the engine and the quick and slick gearbox has to be one of the silkiest around. As expected the engine does best with a few revs on board; there is not much pull below 2500rpm, but with a broad spread of ratios and linear power delivery, it gets off the line smartly, has plenty of punch mid-range and settles down to cruise quietly pulling a leisurely (for a small petrol engine) 2250rpm at 100km.So quiet is the engine at idle, due in part to the hydraulic engine mounts, you need to blip the accelerator to make sure it is still alive. The suspension is up with the best in class delivering a firm yet compliant ride, confident and sporty handling and well weighted and accurate steering.The savvy second-generation i30 hatch is styled in Germany, built in Korea and tuned for Australian roads and the combination delivers on all fronts in both petrol and diesel.

If the Australian large car industry is looking for a swan song as it struggles to remain viable, then Ford has a hot contender.Its four-cylinder EcoBoost Falcon is proof that a relatively small engine is no handicap in a large car. The EcoBoost engine is available on the XT, G6 and G6E at the same price as the 4.0-litre six-cylinder engine, starting at $37,235.Smooth, quiet and responsive, the 2.0-litre turbocharged, direct injection EcoBoost engine pumps out an impressive 179kW and 353Nm. While this is 16kW and 42Nm less than the Falcon's venerable 4.0-litre six-cylinder engine, it has more torque than the rival V6 Commodore and Aurion, so there is no doubt about its performance.Matched to the standard six-speed automatic transmission, fuel use is 8.1litres/100km and on tests averaged 8.6litres/100km, which makes it the most frugal large petrol-powered car made in Australia. And, while it needs 95 RON fuel to achieve this 18 per cent gain over the six-cylinder version, Ford says it will run on 91.The same engine is used by Volvo in the S60 and V60, and no one questions their performance. And the Falcon produces 2kW more power and 30Nm more torque, yet is similar in weight.The EcoBoost gets a five star ANCAP safety rating. Side curtain airbags and rear parking sensors are now standard on the XT.Turn the key and there is a different cranking sound from the auto cranking system (flick and release the key) than the six. The engine sounds more refined and the steering feels lighter. Off the line, the EcoBoost is punchy and flexible. After a slight pause as the turbo spins up, the thrust is strong, smooth and linear all the way to the red line.Driven normally, it barely raises a sweat and does most of its work well below 3000rpm -- yet when needed it will spin eagerly and smoothly to 6500rpm. Rolling response is instant and willing, and it cruises at a relaxed 1900rpm at 100km/h and easily holds the taller gear ratios in hilly terrain, pulling happily from as low as 1500rpm.It is also quieter than the six, thanks to additional noise insulation. Towing capacity drops from 2300kg to 1600kg, so there is still a role for the six. Ride, handling and steering have been tuned to match the lighter engine and the ride height is lower by 13mm on the entry-level XT. The six-speed automatic transmission is smooth, intuitive and linear in its response.There is a little more low-speed patter from the 16-inch low rolling resistance tyres, as fitted to the XT (on test), but it is minimal and overall the ride is compliant and composed on all surfaces. Handling is confident and sure-footed, with good body control, and the steering is light and direct. Official figures show the sprint to 100km/h comes up in 7.5 seconds, just a fraction of a second behind the 75kg heavier six-cylinder version.

Not so long ago you would have been considered daft to compare a car made in Korea with one made in Europe. Not any more.The Hyundai i40 Tourer has the latest fuel-efficient engines, and a range of affordable prices. With the i40 Tourer, released late last year ahead of the i40 sedan out in June this year, even the most expensive of the eight models is well under $50,000.The Active petrol costs $32,490 (auto $34,490), the Active turbo diesel costs $34,490 (auto $36,490), the Elite petrol auto $39,490, the Elite diesel auto $41,490, the Premium petrol auto $44,490 and the Premium auto diesel $46,490. The same trim levels are available in the $2500 cheaper i40 sedan. We drove the 1.7 litre, which has an output of 100kW and 320Nm (330Nm in the manual) and combined fuel use is 5.6l/100km that, when combined with a 70-litre fuel tank, gives a range of up to 1200km.Standard features are six-speed manual or automatic transmissions, a rear camera, 16-inch alloy wheels, a single CD audio with MP3, iPod, USB and Bluetooth, cruise control with speed limiter, adaptive front lights, day lights, electric park brake, paddle shifts and a sequential mode on the automatic, and a five-year warranty.The Elite adds a six-CD premium sound system, 17-inch alloy wheels, luggage rails and front and rear parking sensors. The Premium adds a panoramic sunroof, rear-view camera, 18-inch alloy wheels, heated and ventilated front seats, heated rear seats, automatic demisting, a load net and privacy glass.Styling is sleek and swoopy from its chiselled eagle-eyed front to its sculptured flanks and tapered tail. And the interior has a stylish layout, quality trim, easy controls, copious storage and snug seats front and rear. More a sports wagon than a load lugger, the big cargo area includes a full-size spare tyre.Standard safety features are nine airbags, stability control with emergency brake system and cornering brake control,On test, the turbo diesel proved to be frugal and willing. It accelerates smoothly, has respectable mid-range thrust and cruises quietly. If you could drive Hyundai's i40 blindfolded you could be forgiven for thinking you were in a premium European car. It's not surprising considering it was designed in Germany. Gripes are few. The high waistline and small rear window impair rear vision, the base model needs rear parking sensors, and there's no sat-nav.The i40 has that secure, warm and inviting feel expected of a Euro brand and has a smooth ride and confident handling.

The CX-5 is proving yet another hit for Mazda with nearly 8000 sold since its launch in March, almost as many as the Toyota RAV 4 has sold since January. About 40 per cent of them have been diesels.There are many model choices. Entry level is the Maxx FWD petrol manual at $27,800 (auto $29,800, then comes the Maxx AWD petrol auto at $32,300, the Maxx Sport FWD petrol auto at $33,540, Maxx Sport AWD auto petrol at $36,040, the Maxx Sport diesel AWD at $39,040, the Grand Touring AWD petrol auto $43,200 and the Grand Touring AWD diesel auto at $46,200.Standard equipment includes six airbags, stability control, a reversing camera, a 5.8-inch touch screen, cruise control, Bluetooth, single CD audio with iPod, USB and MP3 connection, keyless push-button start, tilt and telescopic steering column, tyre pressure monitoring, a 60-40 split flat-folding, rear seat and a temporary spare wheel.The Maxx Sport adds 17-inch alloy wheels, satellite navigation, dual-zone climate control, auto headlights and wipers, fog lights and a 40-20-40 split rear seat. The GT adds a sunroof, leather seats, 19-inch alloy wheels, Bose audio, front and rear parking sensors, bi-xenon adaptive headlights, day lights, power driver's seat and heated front seatsThe two-litre petrol engine might be frugal but it is not exactly punchy, developing 114kW and 205Nm and mated to either a six-speed manual or automatic.Its forte is frugality, using a combined 6.4l/100km in the front-wheel drive (FWD) version and 6.9l/100km in the all-wheel drive (AWD). Output from the two-litre turbo diesel is 129kW and 420Nm, making it the most powerful in its class. Fuel use on the combined cycle is just 5.7l/100k, not much less than the petrol so the $3000 premium for the diesel is hard to justify on fuel alone.The CX-5 replaces the CX-7 and although it is shorter and narrower, it has more useable interior space, more hip and legroom and a bigger boot with a lower load height. It is also lighter by about 50kg.Styling has that Mazda family look although the protruding wombat-like nose is not its best angle. The interior is spacious. There are numerous storage options and the finish is impressive. The front seats are supportive, with ample adjustment travel, and the spacious split-fold back seat folds flat in one motion.The automatic on test was at best pottering around town or cruising on level to undulating terrain, but showed a dislike for hills due to its modest torque and need for higher revs. Not helping is the transmission which is programmed to pick up higher ratios as soon as possible, so it constantly hunts between ratios under load and needs constant coaxing on the throttle to maintain cruising speed.In line with Mazda's sporty image, the suspension is on the firm side of comfortable -- compliant enough over big bumps and smooth roads but fidgety over secondary surfaces. Handling is accurate and involving with minimal body roll, the brakes are strong and the rack-and-pinion steering is accurate and well-weighted. Noise levels are low apart from tyre roar on coarse chip surfaces.Despite limited wheel travel, underbody clearance is sufficient for modest off-road forays. But it's the case of economy at the expense of driveability. The diesel, available in AWD auto only, is a much better prospect.The payback comes in performance. With more than twice the torque, it leaves the petrol in its wake for composure and flexibility. And for those who live in the hills, tow or regularly drive with a full load, it will be the preferred option.

When it comes to owning a ute compromise has always been the order of the day, a trade-off between cabin space and load capacity.Holden has added one more to the equation with its new dedicated gas Commodore and it's all to do with the spare wheel, or lack of it, as the case may be.PRICE AND EQUIPMENTLPG prices have dropped again to lows of 60c a litre and below, or less than half that of 91 RON petrol. At 60c a litre, the cost of LPG to travel 10,000km in a dedicated gas Commodore ute is about $750.The base Omega is priced at $37,990 and the SV6 is $41,990 and comes with a tyre inflation kit (a can of sealant and an air compressor) instead of a spare tyre as standard equipment or an optional (no cost) full-sized spare. Neither are entirely satisfactory.Clearly a tyre inflation kit is a worry in a vehicle expected to cope with everything from back paddocks to building sites and from multi-lane freeways to outback tracks.The can of sealant is suitable for small punctures of up to 6mm in the tread, but useless for anything larger or damaged sidewalls. Cracking a sidewall brings instant immobility.Holden says that once inflated the patched tyre should travel for 8km to distribute the sealant evenly and should then be repaired or replaced as soon as possible. None of these issues affect the optional full-sized spare, but location does.DESIGNThe switch to dedicated gas from the previous dual fuel system has come at a cost because of the redesign and relocation of the fuel tank. The new system has two parallel cylinders located under the floor of the tub at the rear axle where the spare wheel used to sit.The 16-inch steel spare (17-inch alloy on the SV6) bolts to the front floor of the tub where it takes up about half of the width of the tray and limits the types of loads that can be carried. But it does come with a security cap and can be removed to increase load capacity. The rival LPG Falcon still has a full-sized spare wheel under the rear floor of the tub.TECHNOLOGYDedicated gas engine is available with the 3.6-litre V6 Commodore engine in either base Omega trim or as an SV6. Engine output is 180kW and 320Nm, or 5kW and 3Nm more than than the previous dual-fuel engine, but 30kW and 30Nm less than the petrol 3.6-litre.Peak torque kicks in at 2000rpm, a useful 800rpm lower than the petrol engine, and peak power comes on at 6000rpm or 700rpm lower. The ute's official combined fuel consumption is 12.4l/100km, or about 1.6l/100km less than the previous dual-fuel engine.The economy gains come from tuning the engine to suit one type of fuel and the addition of a six-speed transmission replacing the previous four-speed. It is also cleaner, emitting 189 grams of CO2 a kilometre, easily passing the latest standards and scoring 4.5 out five in the Green Vehicle Guide.DRIVINGPerformance is close to the petrol version. Turn the key and the starter motor gives a couple of extra cranks before the engine fires. Step-off response is not quite as urgent as the petrol and it sounds a little coarser under load, but it is still a quick and lively performer. Most will be hard-pressed to tell the difference under the right foot.VERDICTDrivers will smile when refueling the 84-litre tank at current LPG prices, as long as they are wary of the extra weight behind the rear axle.Holden Omega LPG utePrice: from $37,990Engine: 3.6-litre V6 gas engine, 180kW/320NmTansmission: six-speed autoThrist: 12.4l/100km, 189 CO2 emissionsRIVALSFord Falcon LPG Ute EcoLPiPrice: from $31,490Engine: 4.0 litre, 6 cylinder, 198kW409NmTransmission: 6-speed sports automatic, rear wheel driveThirst: 13.9L/100Km, 226 CO2 emissions   Ford Falcon - see other Ford Falcon verdicts Holden Omega UtePrice: from $35,490Engine: 3.0-litre; V6 petrol; 190kW/290NmTransmission: 6-speed autoThirst: 9.6L/100km   Holden Commodore - see other Holden Commodore verdictsFord Falcon UtePrice: from $31,095Engine: 4.0-litre; 6-cylinder petrol; 195kW/391NmTransmission: 6-speed manual; 6-speed autoThirst: 10-7-11.7L/100km Ford Falcon - see other Ford Falcon verdicts  

If you are looking for a new one-tonne ute, you couldn't have picked a better time to go shopping. All of the main players have been upgraded within the past 12 months, most of them with new-generation models, so competition is fierce and prices are sharp. Holden's new Colorado range is a good example. Value & Models

Shush, can you hear that noise? Toyota's local flagship, the Aurion, has long been known for its silence and the latest model is quieter still, by about 10 per cent.Of course detecting the difference on the road is subjective, but there is no doubt the Aurion is a serene carriage. Comparisons with its premium partner Lexus are valid.VALUEThe price has been capped at $50,000. Prices start at $36,490 for the AT-X (up $500), then comes the Prodigy at $41,490 (unchanged), the Presara at $49,990 (unchanged), the Sportivo SX6 at $40,990 (unchanged) and the Sportivo ZR6 at $47,990 (up $4500 to cover equipment similar to the Presara).This more muted Aurion is well packaged for the price and has an impressive list of safety features, plenty of power and a smooth six-speed automatic transmission.Additional features on the AT-X include a driver's knee airbag, dual-zone climate control, reversing camera, audio display, a split rear seat and a full-sized alloy spare wheel. The Presara adds blind-spot monitoring, automatic high-beam switching and a JBL digital audio.TECHNOLOGYOutput from the 3.5-litre V6 engine is unchanged at 200kW and 336Nm, but a taller final drive accompanies the six-speed sequential-shift automatic transmission. This improves fuel efficiency by 6 per cent to 9.3 litres/100k on the combine cycle, and exhaust emissions are down by 8 per cent.DESIGNBut it is up against the shift away from large cars and, on the road, still needs a second glance to pick it from a Camry. Toyota argues it is not simply a V6 version of the Camry, although both share the same platform and cabin and, apart from the grille and bumpers, have similar styling.Rear seat comfort gets a boost with new cushions and seat backs and more head and legroom. Fit and finish are impressive with quality seat trim and a stitched leather look on the dash.The dash layout is clean and clear with large and legible main dials, logical steering wheel buttons and a 1990s cruise control stalk that remains a lesson in simplicity and finger-tip touch. Small but effective changes include a lower load lip for the boot, more storage in the centre console and a 60:40 split folding rear seat back rest now on all models.DRIVINGInside the Aurion feels more comfortable and secure and although still short of an enthusiast's choice, it is more involving to drive with an improved driving position, tighter and more confident handling and better steering and brake pedal feedback.The front seats are taller and wider, with more back and lower body support, the steering column has a more natural angle and the relationship between the driver's seat and the accelerator has improved.The engine is punchy, silky smooth and quiet with just enough exhaust note filtering through to reflect its V6 status. And it is complemented by the seamless and intuitive six-speed automatic. However the inherent tug of 200kW driving the front wheels remains as does the irksome foot-operated parking brake remains.VERDICTLighter and slightly larger, but with a similar silhouette to its predecessor, the focus in the 2012 Aurion is on improving comfort and interior space, reducing fuel use, refining the ride, sharpening the handling and fine-tuning the steering and brakes.

With hybrid sales continuing to spark little more than a fleeting interest, you've got to hand it to Toyota despite the obstacles its commitment to hybrids is unswerving.This year it has tripled its Prius model line-up by adding the Yaris-sized Prius C in late March and seven-seat Prius V a month ago. The Prius C appears to have hit a sweet spot, chalking up 652 sales in two months. Toyota is confident the Prius C will advance the cause by aiming it at Gen Y singles, couples and, at a stretch, young families, who it believes will be more prepared to pay for the technology.VALUEAnd the interest has rubbed off. Mainstream Prius sales are up almost 70 per cent so far this year to 443, no doubt helped by a $1000 price cut in late March and a return to full supply out of Japan.There are two models, the base model at $23,990 and the i-Tech at $26,990. This makes them the cheapest hybrids available at up to $6000 less than the larger Honda Insight. Within the Toyota ranks, the Prius C automatic costs about $4600 more than a 1.5-litre Yaris automatic five-door hatch with comparable power output.Standard features include seven airbags, stability and traction control, brake assist, a reversing camera, keyless entry and start, automatic air-conditioning, 6.1-inch touch-screen display audio, CD player, Bluetooth, USB and iPod connection, a 3.5-inch information display, cruise control, fog lights and power windows and mirrors.The i-Tech adds satellite navigation with live traffic updates. The hybrid has some more features than the Yaris but is burdened by a lower retained value, partly due to the cost of replacing the battery pack.TECHNOLOGYThe C's hybrid system is similar to the Prius, and delivers a peak output of 74kW from the combination of a 1.5-litre four-cylinder petrol engine and electric motor driving through a constantly variable transmission. It will travel for short distances (up to 2km) in electric mode and comes with a clever trip computer that encourages economical driving.Fuel use is a frugal 3.9l/100km on the combined cycle or 2.4l/100km less than the Yaris. But at a petrol price average of $1.50 a litre, that's about the price of a cup of coffee for every 100km travelled. At that rate it would take more than eight years to recover the price premium if you drive 15,000km a year.DESIGNThe C is shorter, lower and narrower than Prius but has more leg room and hip room than a Yaris. It will seat five at a squeeze and has the battery pack and fuel tank under the rear seat, so the boot is a decent size and accommodates a full-sized spare wheel.The interior is disappointing. The cabin has a budget car feel with a cheap finish and hard plastics. The main instruments are poorly placed in the centre of the dash like the old Yaris, not in front of the driver like the new Yaris.DRIVINGPerformance is brisk and linear under full throttle but like most hybrids, the driving experience is far from involving, due mainly to shudder when the petrol engine cuts in and the drone of the CVT under load. It also requires constant throttle adjustment to maintain cruising speeds on the open road.Handling is competent and secure at normal speeds and the ride is comfortable enough on smooth surfaces, but there is some suspension thump over rough edges and the tyres react to coarse chip surfaces. The electric power steering is light but remote and the disc/drum brakes are confident if a touch aggressive in pedal feel.VERDICTUnless you're motivated by the environmental benefits, there is still no great incentive to switch to a hybrid.

The savvy second-generation i30 hatch is styled in Germany, built in Korea and tuned for Australian roads, the i30 comes in petrol and diesel and is priced from $20,990 to $32,590.Styling is sleek and sculptured with strong lines and a distinct Euro flavour, enhanced by a long wheelbase and short overhangs. Inside there is more head, leg and shoulder room, more storage space and a bigger load area.A new 1.8-litre petrol engine replaces the 2.0-litre petrol and the previous 1.6-litre turbo diesel has been upgraded. Both deliver more power and use less fuel, especially in automatic models, where a six-speed transmission replaces the previous four-speed. Power output in the petrol is up from 105kW to 110kW, although torque is down from 186Nm to 178Nm.Combined fuel use drops by almost 10 per cent to 6.5l/100km in the manual and 6.9l/100km in the automatic. Emissions drop 30 per cent. The engine has dual continuously variable valve timing, hydraulic engine mounts and a maintenance-free timing chain.The diesel produces 94kW and 260Nm, up from 85kW and 255Nm. Fuel use is unchanged in the manual at 4.5 litres/100km, but drops 3.4 per cent to 5.6 litres/100km in the automatic.Prices are up by $400-$500 on the entry models, offset by more equipment. The 1.8-litre Active is $20,990 (auto $22,990), the 1.6-litre diesel Active is $23,590 (auto $25,990), the 1.8-litre Elite is $24,590 (auto $26,590), the Elite diesel is $27,190 (auto $29,190) and the auto-only Premium is $29,990 in petrol and $32,590 in diesel.Standard equipment includes seven airbags, stability control, brake assist, rear parking sensors, a 5-inch colour monitor with Bluetooth, iPod, MP3 and USB connection, cruise control and trip computer, power windows and three settings for steering.The Elite adds dual-zone climate control, 16-inch alloy wheels, a 7-inch monitor and satellite navigation. The Premium adds a full length sunroof, 17-inch alloy wheels, heated front seats, power driver's seat, xenon headlight, keyless entry and start and an electronic park brake.