Articles by Stuart Innes

That was the image portrayed by actor Roger Moore, who played the role of Simon Templar in the 1960s TV series The Saint. And Martin Hamilton-Smith has something in common with Moore — a white Volvo P1800 S, which is arguably the best-shaped car Volvo has built.“I remember the car as a kid, watching the (TV) program,” Hamilton-Smith says. “I was captivated by the style of the car. I searched for this model for almost two years and I wanted a cream example. I searched the nation but I opened the paper one day and there it was.”The Saint made the Volvo P1800 famous, giving it a sales boost as Jaguar rued its decision not to supply an E-Type for the program. From the early 1960s, the P1800 body was made in Scotland and the car assembled by Jensen in England.But then production switched to Volvo's home in Sweden, with the P1800 S model.Hamilton-Smith bought his 1965 model about four years ago.“I drive it once or twice a week,” he says, adding that the Volvo was a good entry point into the classic car scene — despite being pricey when new, the model is not highly priced now.“I paid about $19,000 for it. They were an extremely sporty car before Volvo went down the road of being a safe family car.”Hamilton-Smith says some people remember the car from the TV series and others are attracted by the shape of the two-door coupe and are surprised to discover it's a Volvo.The P1800 has a four-cylinder engine and had fair performance in its day. Volvo's involvement in The Saint extended to updating Templar's cars as the series continued — and Moore also getting one for his private use. Simon Templar's on-screen Volvo had the number plate ST1, uncannily a link to the STi version of a Subaru WRX which is Hamilton-Smith's everyday car.Since buying the Volvo, he's also bought a 1959 Mercedes-Benz 190SL silver sports car in close to original condition.Then there are two motorbikes, a 1997 Moto Guzzi 1100 Sport and a Honda VFR 800, the latter of which he races at club meetings.“The WRX STi is good on dirt roads because it's all-wheel drive, so I have all the bases (driving and riding) covered,” Hamilton-Smith says.However, he says the beaut little Volvo P1800 S remains the pride and joy of his collection.

The long summer holiday season starts this month and many reasons can be found for stepping to the garage or carport to start the big trip instead of heading to the airport.You have great flexibility of destinations with a car, on the drive you get to see the real Australia, being able to stop and explore at little towns or attractions which you don't do above cloud at 36,000ft and when you arrive you have your own car to use for local exploring.Modern cars are airconditioned, have good brakes, tyres, engine cooling and cruise comfortably. Some even have DVD screens in the back so the tin lids can watch movies or play games.BUT any car should be checked before it hits the highway for the Big Trip. It's a trap to pile luggage and family into the family car that's done service all year as a runabout and expect it to to do the long, hot trip heavily laden. Heat will find any weakness, so the car must be checked if not serviced before leaving.Tyres must be in good nick. Pump up the tyres to pressures for high speed and heavy load (see the placard on the car) and the spare wheel. (Oh the joy of getting a puncture, pulling out all your luggage on to the side of the road in 40C heat only to find the spare is down, too).If the brake fluid has not been changed in the past few years, get it changed or you risk brake failure on long downhill runs.If the wheel alignment or balance is dodgy, get those attended to. Check the condition (and level) of the engine coolant and radiator hoses. For top-ups, carry a small bottle of the appropriate coolant for your car (but keep it out of reach of young kids because it can look like soft drink).Top up windscreen washer fluids, check and clean wiper blades and properly clean the inside of the windscreen to reduce glare when looking into early or late sun.If luggage space is tight compared with the number of people travelling in the car, the captain of the ship must make clear any luggage limitations well ahead. Have a practice run to find which suitcases and bags fit best in the boot or wagon so you know how to stack them on the day.Some cars have self-levelling suspension. Others can sag at the back when heavily laden and headlight aim might have to be adjusted for night driving.If travelling with younger kids, have ready some games or activities for them to more happily pass the time.If music is to be played in-car, have a mature discussion about what type and what volume so no person on board is disaffected.If having an early morning departure, pack the car the night before if it's secure. The driver doesn't want to start the trip with a crook back, grumpy from being delayed and sweaty.Take plenty of spare drinking water in case of breakdown. And carry bottled water or drinks and some munchies in the car to have while on the go.If bugs (such as locusts) are likely to be encountered, consider fitting flywire mesh over the grille and air intakes (fitting the mesh behind the front numberplate is a good way of securing it). But keep an eye on engine temperatures as such mesh can stop a lot of cooling air getting in.Carry a chamois or other means of cleaning windscreens and lights.Have suitable maps. The driver and chief navigator should study the maps and route first so they know what signs to look for when en route.On the road, have a break every few hours for a stretch and drink. But plan stops for efficiency: toilet breaks, having or replenishing food and drinks and refuelling the car can all be done at the one stop.Don't attempt too much distance in one day. Holiday season (extra traffic, caravans) makes the trip slower and travel times longer so be conservative when calculating where to stop overnight. Because it's holiday time book ahead. You don't want to arrive somewhere just about wrung out to find the only motel room is another 100km down the road into the sunset.If the car does not have daytime running lights, think about having headlights switched on in the day, especially if you are in a dull or dark colour car with the sun behind you. You do want other drivers to know you are there.If it suits, refuel first thing each morning (the fuel is cooler, therefore more dense and you'll get more for your money and effectively more into the tank). Check tyre pressures then before the tyres heat.Above all, drive safely. You've got your most precious cargo on board.IDEAL CAROn our latest family holiday long-distance road trip we took the Subaru Forester with diesel engine. It was ideal for the four adults with luggage.It easily stroked along at 110km/h just 2050rpm in sixth gear. This latest Forester has fair room for rear seat passengers, so no complaint about legroom from them, and headroom is generous, too.Seats are comfortable yet supportive, which helps handle the long hours inside. It's important if at the wheel for a long time that the driver is well positioned: the Forester allows this with adjustable height seat, adjustable reach and height steering wheel plus a left footrest.Forester has a full-size spare wheel so there's no need to creep along at low speed as when a space-saver is fitted after a puncture in the Bush. There's room around that spare wheel, under the cargo floor, for a few tools.Cargo space is fair. We benefitted by trying permutations of suitcases in advance . And it has tie-down hooks on the floor. It has a roll-out horizontal cargo blind for partial loads but we left it at home, covering everything with an old blanket which doubled as a picnic rug or tablecloth.For hours in the car you need drinks at hand and the Subaru Forester starred. Large bottles can be carried in the door pockets. And smaller ones in the centre console. Even the rear seat has a fold-out centre console with cupholders.The rear seat back has a slight recline facility for snoozers. And it has a three-point seatbelt in  the centre rear should there be five on board.Forester has five-star ANCAP occupant protection rating and it has stability control. Being an SUV with all-wheel-drive and 21cm ground clearance, it is sure footed on wet roads and can take to a dirt track for visiting off-highway spots much better than a regular car of similar size. Only quibble is it's lack of engine temperature gauge.It has only a (six-speed) manual gearbox, but little gear changing is needed thanks to 350Nm of torque at 1800-2400rpm and 340Nm coming at just 1600rpm. Power is 108kW at 3600rpm.Forester diesel has self-levelling rear suspension to keep the stance level despite weight in the back. Cruise control is handy for the long hauls and its fog lamps can be useful.Official fuel consumption for Forester Diesel, from $35,990, is 6.4 litres/100km (and highway at 5.7). We averaged 6.6 litres/100km on a haul to Broken Hill and back, much of the time with a slight headwind and with aircon switched on for part of the trip.SUBARU FORESTER 2.0 DIESELPrice: from $35,990Engine: 2L/4-cylinder 108kW/350Nm turbodieselTransmission: 6-speed manualEconomy: 6.4L/100km (official)

Small cars and SUVs are the segments to be in and Mitsubishi will have two new combatants as its headline act.

It's anticipated announcement will be made today that the German prestige car maker will join Ford, Holden and fellow newcomer Nissan in Australia's most popular motorsport category - a boost to its international following.V8 Supercars' “car of the future” that come in at the start of next year allows for more manufacturers but with much under the skins shared between cars to keep down costs.A four-door sedan is required and it's understood Mercedes' E-Class model will be used as the basis for the race car. Some of the road car versions of the E-Class come with V8 engines. Well-funded race team in the Australian GT category, Erebus Racing, currently uses the SLS Mercedes-Benz and leads that 2012 championship with Peter Hackett driving.It is known that Erebus has examined getting involved in V8 Supercars. But it would need to do a deal with one of the restricted number of licence holders to have a spot on the V8 Supercars grid. Motorsport sources yesterday suggested that could be Stone Brothers Racing, until now a Ford outfit.Interestingly for South Australian fans, Adelaide driver Tim Slade is in the Stone Brothers camp. Erebus Racing runs its SLS AMG models under AMG's “customer sport” system. AMG is the high-performance arm of Mercedes-Benz. A similar AMG customer sport system could be in place for the V8 Supercars. The AMG race team, HWA, leads the German Touring Car Championship, using a C-Class coupe.AMG cars have won that championship six times since 2000. V8 Supercars already has rounds in New Zealand and the Middle East and will add a round in Texas next year - the US and the Middle East being big markets for Mercedes-Benz. A Mercedes-Benz Australia-Pacific spokesman had no comment and the principals of Stone Brothers Racing could not be contacted. If the Clipsal 500 is again the opening round of the V8 Championship next year and the Mercedes is on track for that, it will bring enormous interest to the Adelaide event, already growing due to Nissan's 2013 debut in the Kelly Racing team.

What's the point of paying thousands of dollars extra for a diesel engine in a baby car when the petrol-engine sister car is pretty frugal in the first place?Perhaps the buyer wants to enjoy the torque character of the diesel engine, take pride in the ultra-low fuel usage and CO2 exhaust emission and hope the resale value in a few years might also help make up the gap in the extra paid for the diesel car when new.In medium-size and large cars, especially heavier SUVs, a diesel engine can make sense in the money saved in fuel bills. But what about a baby car - such as the latest WT Ford Fiesta?PETROL VS DIESELThe entry-level for diesel is the Fiesta LX. The LX petrol costs $18,990. The diesel is $21,490. That is $2500 or 13 per cent more. The official fuel consumption figure for the petrol engine Fiesta is 6.1 litres/100km and for diesel 4.4 litres/100km.So, yes, the diesel buyer will get his money back. How long that will be depends on the price of each fuel and the distance driven. If petrol and diesel are each, say at least $1.40 a litre, the petrol Fiesta will use $85.40 worth in 1000km while the diesel will use $61.60 worth of fuel.That's  $23.80 cheaper in the diesel every 1000km, so to recover the extra $2500 paid when buying the car, it will take 105,000km. If diesel prices are cheaper than petrol (rarely), it could take less; but if diesel costs more a litre than petrol (likely) it will take longer.Taking the above example of 105,000km to get your money back, a baby car might average 12,000km a year so that's nearly nine years. To be fair, a diesel buyer could well be a higher-than-average distance driver so that amount of years will reduce.TECHNOLOGYIn almost every respect the Fiesta LX diesel is the same as the LX petrol. The difference in their 1.6-litre engines is 89kW power and 151Nm torque for the petrol while the diesel gives 66kW power and 200Nm torque. Diesel Fiesta has a taller final drive ratio (our diesel test car cruised at 2500rpm at 110km/h). Diesel Fiesta comes with only a manual gearbox. Petrol Fiesta can have that five-speed manual or an automatic.RESALEGlass's Guide research editor Richard Plumb says this will affect resale value. "The lack of automatic is a significant sales obstacle as consumers seeking economy are not always willing to sacrifice the convenience the automatic offers, especially in city driving which is where diesel offers the greatest benefit," he says.He says a large SUV with diesel will have a better resale than with petrol; but on a small vehicle the fuel savings are less and the diesel option is a greater percentage of the new price. Glass's Guide expects petrol and diesel Fiestas to have similar resale percentage - 58 per cent after three years and 40 per cent after five years for the petrol, while the diesel would be 60 per cent after three years and 41 per cent after five years.SERVICINGServicing costs of the Fiesta petrol and diesel can be expected to be about the same, each at 15,000km/12 month intervals, each A-service listed at 1.3 hours and consumables such as filters about the same price. The diesel of course does not need spark plugs.DRIVINGThe diesel Fiesta weighs just 30kg more than the petrol. We still enjoyed its handling: for a sub-4m hatchback on 185-size tyres, Fiesta doesn't mind a twisty hills road. Diesel Fiesta LX has no stop-start and, like the petrol version, no spare wheel but is hard to fault otherwise.Ford Fiesta LX hatch diesel (petrol)Price: from $21,490 ($18,990)Engine: Turbo 4-cyl sohc 1560cc (4-cyl, dohc 1596cc)Power: 66kW @ 4000rpm (89kW @ 6300rpm)Torque: 200Nm @ 1750rpm (151Nm @ 4300rpm)Fuel use: 4.4 L/100km (6.1 L/100km)CO2 emission: 117g/km (146g/km)Size: 3950mm (L), 1722mm (W), 1454mm (H), 2489mm (WB) (same for petrol)Weight: 1133kg (1138kg)Final drive: 3.37:1 (4.07:1)

Sure, Euro SUVs are seen more double-parked outside private schools or in carparks at posh shopping centres than they are covered in dust and belting along a rough dirt road in the Bush. But they need to be able to handle the latter scenario if they are to have credibility. After all, it's what the original "crossover" vehicles tried to achieve - a foot in each camp. The BMW X3 indeed is a good allrounder: it has the badge respect to be seen among the upper demographic, it is comfortable and has enough gadgets and technology to impress. Its various versions have weird names. We drove the X3 xDrive 20d, which in English means all-wheel-drive, two-litre diesel. As a mid-size luxury  SUV wagon where fuel economy is a criteria, it's a good 'un. Bluetooth connection and USB interface you'd expect, and get. The xDrive is an all-wheel-drive system with variable torque distribution. An eight-speed automatic Steptronic transmission is a highwater mark in this field. Hill descent control underlines this car can get its wheels grubby. The 135kW power and 380Nm torque also impress from a two-litre diesel that is frugal (helped by stop-start) and low emission. It has keyless go. The $62,200 tag makes this the entry level for the X3 series and includes cruise control with downhill braking function, park distance control front and rear, rear view camera, dual zone auto aircon, personalisation of key controls and six-speaker sound system. And the BMW badge. As always BMW hurts with the cost of options, on the test vehicle $2350 for 1in larger diameter wheels, $1900 for metallic paint, $3000 for sunroof, $2000 for sat-nav etc.Leather is not standard on this version. Power seat adjustment adds $2700. Maybe buyers of this X3 are not choosing the diesel because it saves a few bucks at the pumps.When the X3 first came out, observers wondered why, because it was close in size and format to the X5. So what did BMW do for this second-generation X3? Make it bigger - to allow room for the smaller X1. X3 has no feeling of being the X5's poor kid brother.It's an SUV wagon shape with good space inside, though the centre rear seat passenger gets shortchanged. The tailgate is a bit of  reach and struggle to pull down for shorties. Under the car is flat for aero gains. It has no spare wheel - worrying for going off bitumen in the big land. X3 has airbags for driver and front passenger, head airbags front and rear plus side airbags for driver and front passenger. It has stability control, a flat tyre indicator, active headrests, ABS, hill-start assist,  all-wheel-drive grip, rear-view camera and cornering brake control. The new model has not been ANCAP crash tested (the original X3 scored four stars). On a flowing bitumen road the driver forgets it's an SUV, the vehicle responding more like a semi-sporty sedan. In top - eighth - gear, it settles at just 1700rpm at 110km/h; good for just a two-litre. Claimed fuel economy is 5.6 litres/100km but we averaged 7, still not bad for a 1725kg AWD wagon.Yet 0-100km/h in 8.8sec is tidy, too. Stability control tames off-bitumen cornering but switch out the DSC and some wheelspin can be achieved to aid on softer surfaces. The diesel engine is just evident on cold start and idling but at constant throttle remains well behaved. You rarely need to go above 2500-3000rpm. On gravel, this X3 is well poised and exudes confidence.A decent-sized BMW SUV giving all-wheel-drive without paying stupid money, though watch out for costly options. It does the job of luxury family wagon and will eat up a graded dirt road. Performance belies the size of the diesel engine, yet it remains frugal.

Two things you especially notice: the sounds, such as birds singing, and the aromas, for example when you are near a woodfire chimney. These are just a few of the joys of driving with the roof down. Driving is more alive in the open air compared with being cacooned in fabric-and plastic-lined steel. Mark Webber chooses to do it for a living, doesn't he? The very first motor car as we know it - the Benz of 1886 - was an open carriage. Ever since then open-top cars have existed, despite the demands of safety, practicality and mankind becoming softer and less adventurous.  That's not to say the convertible of 2011 is unsafe, impractical and takes a hardy adventurer to operate it. The modern convertible has a weather-proof roof for the heaviest rains. Manual soft-tops can be opened or closed in a few seconds. The automatic, press-button soft or hard-tops are a wonder of articulation and on some cars can be opened even as you approach the car. Some convertibles have little rollover hoops that pop out if the car senses it's tipping over. And they have the full safety kit of their fixed-roof cousins - ABS brakes and stability control to help avoid a prang in the first place and airbags to help if there is one.  I once owned a Moke, the utilitarian runabout based on the BMW-Leyland Mini. Why? Because it was the cheapest open-top reasonable car I could get. The fun of driving in the fresh air has not waned.  When I joined the classic car brigade, the first criterion was that it had to be an open-top sports car - so a Bugeye Austin Healey Sprite it was (and still is). Then when I bought a brand new car a few months ago, guess what? It's another convertible sports car.  In the time I've had my latest sports car, I have driven it with the roof up only when it rained. Even on the chilliest of winter nights, it's roof-down open motoring.  A little bit of heater, a warm jacket and, if particularly cold, a neck scarf and hat is all you need. More expensive sports cars even have warm air directed around the neck, as well as having heated seats and steering wheel. I keep sunscreen, hat and sunnies in the car for other days.  Even in the suburbs you hear the birds chirping. Get beyond the suburbs and there's the sweet smell of the countryside on a fresh morning or at sunset. Even the alluring waft coming from a country bakery. You get all those joys, even in a four-seat convertible cruiser. But if you get a decent little two-seat sports car, there's the driving joy as well. Their light weight brings nimble handling and braking, the low centre of gravity aids strong G-force cornering and that peppy exhaust completes all the sensations and dimensions of driving as it should be. Are you converted?

Four-wheel-drive vehicles that rival prestige sedans in terms of technology and luxury equipment can retain impressive off-road credentials.  A range of manufacturers has developed luxury versions of dinkum 4WDs with all types of driver and comfort aids; the Toyota Prado Kakadu as tested here being a shining example for someone with $90,000 to put into a vehicle that covers the two scopes of luxury car and serious off-roader.VALUEPrado is a big seller thanks to equipment, ability and reputation. The Kakadu is the top-of-the-range Prado at $87,990 when having a four-litre V6 petrol engine (202kW power) or $1000 more for the three-litre turbocharged diesel engine we tested.Our Prado had a $2500 option pack that includes radar cruise control allowing the driver to nominate a distance from  the car ahead on a motorway, the vehicle automatically beginning its braking if getting too close.  Prado diesel (in any guise) is a formidable 4WD with 32-degree approach angle and 220mm ground clearance. Even on standard tyres it has good off-bitumen abilities.DESIGNPrado Kakadu luxury touches include a leather interior, sat-nav, rear camera and reversing guide, rear seat DVD with fold-down screen plus headphones, multi-information display touch screen to set up vehicle functions (hours of fun here with owner's handbook on your lap), power sunroof, a 14-speaker premium sound system, three-zone aircon plus a large centre console bin that can be used as a 'fridge, heated front seats, memory position driver seat plus a steering wheel that folds out the way automatically for entry and exit.A forward facing camera helps in parking and having a squiz at the terrain immediately in front of the vehicle (we'd like this to have an adjustable lens, the standard one being a very wide angle).TECHNOLOGYPrado Kakadu justifies its price with all the gear. As well as hill-start assist and downhill control it has height adjustable rear suspension controlled by a dashboard knob. It raises 40mm to give the body extra clearance (reverting to normal at 50km/h) or lowers 20mm to aid rear loading (returning to normal at 12km/h).Push buttons allow the driver to select a locked centre differential, turn off the stability control and select between comfort, normal and sport for shock absorber settings.  It is constant 4WD. Low range is selected with a dashboard rotary knob.Toyota claims the ABS system will "read" the sort of surface the Prado is on and adjust accordingly.  The diesel engine works away without complaint and is pretty well matched to the five-speed automatic transmission with sequential shift.DRIVINGThe computer showed an acceptable 10.5 litres/100km in suburban driving. By the end of our holiday driving it read an average 8.4 litres/100km, an excellent figure given it included 110km/h freeway running and a beach drive in a 2.5-tonne wagon.VERDICTKakadu stands out little from a $60,000 GXL Prado on the outside. But once your friends are inside, you'll dazzle them with its goodies.TOYOTA PRADO KAKADU DIESELPrice: $88,904Engine: Four-cylinder, turbocharged diesel, 2982ccPower: 127kW @ 3400rpmTorque: 410Nm @ 1600-2800rpmEconomy: 8.5  litresd/100km; on test 8.4.Transmission: Full-time four-wheel-drive, switchable to low range; five-speed automatic; 2100rpm at 110km/h 4WD ability: 220mm ground clearance, 32 degree approach angle, 25 degree departure angle, 70mm wading depth, 22 degree ramp over.Dimensions: 4930mm long, 1885mm wide, 1890mm high, 2790mm wheelbase. 2435kg kerb weight; tows 2500kg.

Peugeot's new medium-large wagon is a pretty good place to be, once you've come to realise a European does not have to be a pin-sharp sportster.The French automaker has got it spot-on by naming the wagon "Touring" and it should well satisfy owners and drivers who want some Euro prestige with lots of tech and toys, a stylish lifestyle vehicle, comfort and safety for (whisper it) less than 50 grand.So far in Australia, there's only one version of the 508 wagon - having a turbo-diesel engine and equipped to Allure trim level. A 1.6-litre turbo petrol engine (115kW/240Nm) is on the way.VALUEAt $45,990 the 4.8m Peugeot 508 Touring has few direct rivals, the obvious being the VW Passat Highline diesel. The Passat's lesser-known cousin, the Skoda Superb, is $2000 less and the fellow French Citroen C5 Tourer is $49,990.Which means the Peugeot is priced well under the luxury Swedish and German marques for this type of vehicle. If you're prepared to do away with the Euro image and some of the gadgets, diesel motoring can be found in a Mazda6 wagon for $36,250.This Peugeot 508 Touring stands up in the value equation: keyless entry and start, front and rear park assist, electric park brake and hill assist, eight-speaker sound, Bluetooth and USB, quad-zone climate control, power front seats and leather trim. A capped service program at $990 for the first three years/60,000km is offered.DESIGNPerhaps the most stylish Peugeot wagon ever seen. It's fresh, sleek, elegant yet has more space than the predecessor 407 wagon. The wagon space is large (612 litres with rear seat up).There's a ski port, the rear seat folds flat 60, 40 or all with the flick of levers by the tailgate, it has chromed tie-down hooks plus two upper hooks, elastic side straps and a cargo blind. There's a wide rear bumper to reach over but the load height is reasonable.Points lost for tiny glovebox and centre console bin sizes. A feature is the full length panoramic glass roof, which can be covered to various stages by a horizontal electric blind. Rear side windows have roll-up sunscreens/privacy blinds.TECHNOLOGYThe engine is what you'd expect from a Euro, which means quite OK. The 120kW of power and 340Nm of torque is par for a two-litre turbo-diesel. It feeds to a six-speed automatic transmission that has a sequential manual control with paddles behind the steering wheel and a Sport setting. Official diesel consumption is 5.7 litres/100km. We saw as low as 6.2 thanks to a country drive but ended with 6.6 in mostly gentle throttle use: it's warming to see 538km covered and still 520km to go on the tripcomputer (tank is 72 litres).Peugeot boasts of good aerodynamics and the 1544kg weight is commendably low for this size diesel wagon, aided by an aluminium bonnet. The tailgate has assisted opening and electric closing. SAFETY Six airbags, all the acronyms for braking, collapsible steering column and brake pedal, three rear child seat restraint anchorage points, flexible cargo net and five-star ANCAP crash test score should assure buyers.DRIVEKeyless entry and start is not just a party trick but very practical. The power seat has plenty of adjustment although, as is the way with many modern cars, the driver must peer around the A-pillar at intersections. Rear seat passengers get comfort and separate vent controls (and love the full glass roof).The flat-bottom steering wheel is leather-clad but the driver lacks direct feel with the road. Yes, it safely gets around corners but this wagon is no sports car. Notably, the GT sedan version gets a different front suspension. Slip the auto shifter across to the S setting and the car becomes more willing (0-100km/h in 9.5sec) and even in normal D mode the paddle shift can be used to invoke engine braking down a hill.Engine noise is well suppressed. Passengers might never know it's a diesel - unless a window is down at cold start-up. But tyre roar and road noise are there, although we drove a Touring with lower, 45-profile tyres on optional 18in instead of 17in standard rims. It's not the only Euro car to let you know you're on a coarse Aussie road surface.VERDICTThe real plus in this stylish wagon is to enjoy the comfort, the fair value and space plus the prestige of a Euro car badge. Don't expect it to be a German-like sportster wagon in nimble handing and steering. But do cash in on the diesel engine's frugality and range. This Touring is a good tourer.

…this time to further relationships with its component and materials suppliers.The $2.03 million confirmed yesterday by federal Innovation and Industry Minister Senator Kim Carr is under the Automotive Supply Chain Development Program. It came less than a week after he visited Holden's plant at Elizabeth to hand over $39.8 million from the Green Car fund to help develop a more fuel-efficient Commodore.The grants follow the $149 million of federal taxpayer's money that went to Holden over three years to help get the Cruze small car into production at Elizabeth.Senator Carr yesterday also announced $1.16 million to Ford and $2.37 million to Toyota along with the $2.03 million to Holden “to foster even closer collaboration with their own key suppliers.'”He also handed $125,000 to Futuris which has a manufacturing facility at Edinburgh Park next to Holden's to supply it with car interiors, this grant so Futuris can better relate to its suppliers.Holden corporate affairs spokeswoman Shayna Welsh said the new $2.03 million funding would be critical to strengthen the local supply base important to the future of the industry.“Thanks to the grant, we can keep on a dedicated in-house supplier development team,'' she said of the Holden unit that had worked hard with suppliers to improve their daily operations.That in turn had helped the suppliers be more competitive and secure more local work.Senator Carr handed over $4.09 million to the Advanced Automotive Technology Cooperative Research Centre to mentor and support firms in the auto supply chain.