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Off-roaders and soft-roaders abound in 2010.

Buyers of luxury models will take note of BMWs all-new X1 and Porsche’s updated Cayenne. Budget buyers will also have options, with the release of Hyundai’s Tucson replacement (ix35), and Kia’s new Sportage. A couple of new commercial offerings should shake up the utility market, including VW’s new Amarok.

BMW X1

The most anticipated arrival from the German stable is the new X1, which will appear between April and June. BMW’s new smallest X-model luxury SUV is based on the 3-series Touring platform, and is likely to receive a number of variants, with two already confirmed: the xDrive20d (2.0-litre turbo-diesel all-wheel drive) which should start below $50,000; and an xDrive23d (2.3-litre). Also expected is at least one rear-wheel drive model.

BMW X3

The second generation X3, which will be bigger than the current model to further differentiate it from the X1, is billed for release in Europe in late 2010 – Australian release dates are unconfirmed.

CHERY TIGGO SUV

One keen-eyed Drive team member has already spotted a Chery Tiggo SUV in Sydney during 2009, though there has been no confirmation of it going on sale in Australia.

FORD KUGA

Ford’s Kuga, the potential replacement for the brand’s ailing compact SUV, the Escape, is still being researched by Ford Australia.

FORD ESCAPE

Ford has said that they will continue with the Escape in 2010, despite low volume sales.

FORD TERRITORY

Diesel engine range was touted to be available by 2010, but now to be released in 2011.

GREAT WALL MOTORS V240 UTILITY

The focus on the commercial sector will ramp up with the V240 utility now offering options for those looking for a ute with less than four doors. A single cab well-back ute and a one-tonne cab-chassis will appear in the second quarter and there should also be turbo-diesel engines offered across the range of the commercial vehicles.

GREAT WALL MOTORS X240 SUV

The X240 SUV should also see more interest, with the introduction of an automatic transmission option sometime after June.

HONDA CR-V

Honda will update the CR-V soft-roader in 2010. The mid-model refresh will see both specification and cosmetic changes. It will be on sale by June.

HYUNDAI ix35

Early in the New Year, Hyundai will release the replacement for the best-selling Korean car of all-time, the Tucson. The ix35 SUV will bring dynamic new styling for the soft-roader, and is vastly different to its forerunner. The ix35 is likely to come in front-wheel- and all-wheel-drive variants, and will offer a choice of turbo-diesel and petrol four-cylinder engines. These are expected to be matched to a new six-speed transmission. No word on a replacement V6 model yet. The new iX35 will be out in early 2010, and although pricing is yet to be confirmed, expect the entry level model to come in close to the current model’s $29,990 price tag.

JEEP GRAND CHEROKEE

There are no confirmed releases from Jeep in 2010, but it is rumoured that the all-new Grand Cherokee may be available from late 2010.

KIA SPORTAGE

The all-new version of Kia’s platform-sharing Sportage will, like the Hyundai ix35, be a big change from its former model. The Sportage will gain dramatically different styling and specifications. A 2.0-litre 135kW turbo-diesel engine and six-speed automatic transmission are likely, with a V6 option also rumoured for Australia. The new Sportage will be on sale in the third quarter of the year, with pricing likely to start just under $30,000.

Land Rover DEFENDER 90

Land Rover will bring back the short-wheelbase Defender – the Defender 90 – in February. After finishing up in Australia in 2006, the new Defender 90 will use the same six-speed manual gearbox as the longer wheelbase Defenders, and will also get the same 2.4-litre turbo-diesel four-cylinder engine. While producing a slight 90kW of power it will have a hefty 360Nm of peak torque. The price-tag will be $44,990 plus on-roads.

LAND ROVER LRX SUV

The anticipated LRX SUV was originally slated for a 2010 release, but delays mean that the smaller Land Rover isn’t expected until 2011 or 2012.

Mini CROSSMAN

Mini’s new pumped-up SUV version will be out in the global market in 2010. The car has been named both the R60 and the Crossman, though the exact production name is still uncertain.

Details on the big-boy Mini are vague, though an educated guess would put both a 1.6-litre turbo petrol and 1.4-litre turbo-diesel engine in the line-up. There are also whispers of a high-performance JCW version of the Crossman. Mini’s offroader should be out in Australia sometime in either very late 2010 or early 2011.

Mitsubishi RVR

An all-new small SUV will be out in Australia in the third quarter of 2010. Called the RVR in Japan, the new sub-compact soft-roader will likely be renamed for the Australian market.

Powered by a choice of 2.0-litre petrol and 1.8-litre turbo-diesel engines, it will also offer both front- and all-wheel-drive variants. The Nissan Dualis rival carries over the styling cues of both the Lancer and Outlander, and should be priced at about $25,000.

NISSAN PATROL

A new Nissan Patrol could squeeze in to the Australian market in 2010. According to Nissan it will be out in some countries in 2010, but as for Australia, it remains to be seen. If the Patrol does make it here, it’ll be very late in the year.

Porsche CAYENNE

An all-new Cayenne will replace the German brand’s best-seller. It will be based on the new Volkswagen Touareg platform, and will sport a new look, with a higher rising beltline and lower grille and air intake making for a more aggressively sloped bonnet-line. Word is that the engines for the new Cayenne will be the sourced from the Panamera – a choice of two 4.8-litre V8 engines, and a twin-turbo 4.8-litre V8. There is also talk of a 3.2-litre and 3.6-litre V6, and Australians can expect a replacement diesel option too. The new Cayenne range will be on sale in Australia in late 2010, and a hybrid-electric Cayenne will appear in the line-up too, but it’s slated for 2011. Pricing should remain relatively stable, starting at just over $100,000.

PROTON JUMBUCK UTILITY

The new Jumbuck is coming soon. The most economical and affordable ute on the road has seen its last days on the 1990s Mitsubishi Mirage platform. Proton Australia say that a new, more technologically advanced, safer and possibly larger Jumbuck should arrive in late 2010.

RENAULT KANGOO

An all new kooky-looking Kangoo van will be out in the second quarter of 2010. The Kangoo will be powered by a choice of petrol and diesel engines, and will likely be available in both an MPV configuration and a small load-carrier van (called Express).

RENAULT KOLEOS

A facelift for the Koleos SUV will be out in Australia during the first half of 2010. A change of looks, and other equipment upgrades could appear.  

RENAULT TRAFIC

There will be a model facelift in the first half, with a new look and equipment upgrades expected for the commercial van.

SKODA YETI

There is talk of a new compact SUV from Skoda. The Yeti is a compact off-roader, and it gains some goodies as a result of the sibling sharing agreement with VW.

The Yeti will come with a variety of engines and gearboxes, including turbo-petrol and turbo-diesel mills sourced from the Golf range. Also available is the clever DSG twin-clutch automatic transmission. The Yeti will come in both two- and four-wheel-drive variants, and though it is not confirmed for Australia, Skoda are on the verge of sealing the deal to see the small soft-roader on our roads in 2010. The Yeti range will start below $30,000.

Ssangyong C200

There may be an appearance from Ssangyong’s all-new compact SUV, the C200. Due in February, this could be the game-changer for the Korean commercial vehicle and large SUV producer, with appealing looks and the marketability of a smaller all-wheeler. The C200 will likely make use of a 2.0-litre turbo-diesel, and also offer a 1.8-litre petrol powered version. The good news is that the new Ssangyong looks nothing like the old ones.

SUBARU FORESTER 2.0D

The biggest news for Subaru will be the arrival of a diesel Forester SUV, after what seems like years of anxious waiting. The Forester 2.0D will be out in June 2010, and will utilise the same 2.0-litre turbo-diesel horizontally-opposed engine as featured in the current model Outback. The 110kW/350Nm engine will be matched to a 6-speed manual transmission, and as with the Outback there won’t be an automatic option available. Pricing for the Subaru Forester 2.0D is expected to put it about $2500 higher than the base model 2.5-litre petrol X model ($34,590 RRP).

SUZUKI SX4

Suzuki’s small SUV, the SX4, will receive an upgrade in the first three months of 2010. 

VOLKSWAGEN AMAROK UTILITY

The HiLuxes and Tritons of the world better watch out: the new Volkswagen Amarok utility is out in the second half of 2010. Initially to be released as a four-door, diesel powered manual ute, the Amarok will offer an alternative to the Asian-produced utes on the market. The Amarok will be launched with a choice of two engines: a 120kW/400Nm 2.0-litre four-cylinder turbo diesel, and a 90kW/340Nm four-cylinder turbo-diesel. A six-speed manual transmission is standard, and the 90kW option can use as little as 7.6 L/100km, 7.8L/100km for the 120kW engine. Price details are scarce, but an educated guess would see the Amarok needing to enter the market somewhere around the $40,000 mark.

VOLKSWAGEN TRANSPORTER RANGE

The T5 Caravelle, Mutlivan, and Transporter range will see an update in March 2010. A more attractive front façade and new range of engines are expected.

2010 HSV GXP

It’s softer than others in the HSV range, but the US-inspired HSV GXP still has the essence of an HSV.

Subtle styling, softer suspension and more affordable than ever – the GXP is an HSV with a difference, although would-be owners will be glad that the V8 performance is identical to most of the range.

The GXP uses parts from other HSV models but aims to incrementally grow sales and attract new buyers to the brand known for its V8 performance.

With a name inspired by the same car sold as a Pontiac in the United States, HSV has created a limited edition car that undercuts the ClubSport R8 by about $10,000 and makes it the most affordable V8 from the muscle car brand in almost a decade.

And while HSV says the combination of more restrained styling and more affordable price will appeal to a different buyer to the rest of the HSV line-up (including the volume-selling ClubSport R8, Maloo R8 ute, luxury Senator and flagship GTS), buyers will be glad to learn that the core of the car is unchanged.

The 6.2-litre V8 still delivers 317kW and 550Nm and can accelerate the large sedan to 100km/h in a little over five seconds.

With four exhausts and a raucous sound and feel, the HSV ClubSport GXP delivers the essence of any other HSV.

The V8 rumble is always in your ear, even at low revs, acting as a constant reminder that the GXP is something special.

The HSV GXP has no launch control system, as with the ClubSport R8, although in everyday driving it’s a moot point for those looking to hold on to their licence.

The HSV GXP will still jump from a standstill with amazing ease, with the V8 roaring boldy in the foreground.

A small beep from the gear change warning helps maximise performance with gear changes.

The six-speed manual (a six-speed auto costs another $2000) has a chunky feel that’s in some ways complementary to the muscular feel of the V8.

Steering is responsive and decently weighted, those as with all current Commodores the windscreen pillars cut into through-corner vision.

While the rear tyres are smaller, our brief drive demonstrated the HSV GXP still has excellent cornering grip, with electronic stability control on hand to help control a skid.

And while HSV has stuck with the softer suspension chosen for the GXP sold in the US, the HSV GXP is still firm in its response to bumps and lumps, albeit with more compliance that removes the sharper edge of the ClubSport and GTS, the latter with adjustable shock absorbers that HSV calls Magnetic Ride Control.

Inside, the GXP is identical to the ClubSport R8 or Maloo R8 ute, although neither can be had with leather seats. HSV decided to simplify the model range and encourage those looking for leather to splash out more for the ClubSportR8 or Maloo R8.

While a colour screen, dual-zone climate control air-conditioning and the trio of gauges mounted on top of the dash help liven the otherwise plasticky dash, there’s still plenty of Commodore in the overall look and feel.

The cloth seats look classy, though, and do a decent job of keeping you located as the road gets twisty.

As with all Commodores, space is generous, with good rear leg room and a large boot concealing a tyre repair kit and inflator (a temporary spare tyre costs extra).

Matt Campbell gets behind the wheel of the all-new Nissan 370Z Roadster in New Zealand.

Queenstown is the adventure capital of New Zealand and, arguably, the world. And it’s here in the land of jetboating, white-water rafting and bungee jumps that we find ourselves at the wheel of the latest thrill-seeker from Nissan.

The release of the Japanese brand’s drop-top version of the 370Z loosely coincides with the Z-car’s recent mid-life milestone. So what better way to celebrate a fortieth year on the road than by hitting the sweeping scenic roads of New Zealand – topless.

And lowering the roof is easy, with the 370Z Roadster’s simple electro-hydraulic folding fabric roof. Just press and hold the button (provided you’re travelling at less than 5km/h) and within about 20 seconds the top is down, and you’re ready to feel the wind in your hair.

That’s not exactly what Nissan wants, though. The company says it’s spent a lot of time and energy trying to reduce wind buffeting for the two occupants. And, well, their work seems to have paid off… to an extent.

Cruising at 80km/h, the wind does seem to go straight overhead. But at any quicker than that, you can expect some breeze to intrude, particularly behind the occupant’s heads. It’s not enough to blow your hat off, but if you get a bit of a crosswind it is definitely noticeable.

On the topic of wind noise, when the lid is on, there is quite a bit of it. At highway speeds you can really notice it, but that’s not the most intrusive sound in the cabin. That distinction comes, regrettably, from those stunning 19-inch wheels with their low-profile tyres.

At most speeds the roar of the tyres is clearly audible, and that’s putting it politely. On coarse-chip surfaces, however, the noise tends more towards deafening than silent. It is unfortunate that you can’t hear the 370Z’s potent engine inside the cabin – until you plant your right foot. On loose surfaces, the 370Z’s bugbear of wheel-arch noise remains, even with the bigger wheels filling the arches.

The 370Z Roadster, although 65kg heavier than the coupe when fitted with the manual gearbox (55kg for the automatic), has plenty of power to help the extra bulk along.

The 3.7-litre V6 engine is certainly not a subtle-sounding engine, producing 245kW at a throaty 7000rpm. The car’s 363Nm of torque is helpful to pull you up even the steepest of hills with hardly any effort.

One of the fun features of the 370Z Roadster is the SyncroRev feature (fitted to both the auto and manual versions), which gives the throttle a blip for gearchanges that even a professional would applaud. It also lets out a feisty little whirr when you back off using the gears only (the pick was the change from 4th to 3rd in the auto using the paddle shifters).

The seven-speed automatic gearbox is intuitive enough, and thankfully doesn’t override the driver when it’s being driven in manual mode. The paddle levers are great fun, and sit nicely on the column, rather than the wheel. The six-speed manual box feels fantastic, with quick, clean and smooth up- and down-shift ability to make almost anyone’s enthusiasm-meter hit 10.

The 370Z Roadster feels planted – but not in a ‘too heavy to move’ way. The weight distribution is ideal, and the car feels balanced at pretty much any speed. Fling the 370Z into a corner and floor the accelerator, and you’re bound to be surprised by the way the car grips. Like King Kong with a banana – but much more graceful.

The car’s looks are bolder than its 350Z predecessor, and the convertible roof looks more coupe-like in profile. The bulging rear guards and higher rear-deck combine well to give a muscular, more masculine look.

Inside the car, you feel well and truly secure. The sporty bolstered leather seats hug you in place, and although the inside of the car has definitely got the sports-car vibe, it manages to feel classy at the same time.

There are a few detrimental elements, though. The oversized and oddly-shaped steering wheel can’t be adjusted for reach, and the otherwise top-quality interior is let down slightly by a cheap looking automatic gearstick surround.

With the roof up, the 370Z Roadster, like many cloth-top convertibles, struggles for decent rearward vision. With the lid down, however, all-around vision was much better.

After a couple of days driving some of the most scenic roads in the world, it is easy to see why Nissan chose New Zealand to release the Australian 370Z Roadster. It doesn’t matter that a mid-life crisis car was released in one of the youth-travel capitals of the world, because whether you’re young or, perhaps, young-at-heart, you’re guaranteed a good time in Nissan’s 370Z Roadster. And that’s the best thing about it.

TOBY HAGON

The second generation Porsche Cayenne has added a dash more sports to the controversial 4WD formula.

The second generation Porsche Cayenne off-roader has shed its challenging look for a sleeker, more stylish design that’s almost 10 per cent lighter and up to 23 per cent more efficient.

Sitting lower than the controversial original Cayenne, the new Porsche Cayenne trades some off-road prowess for on-road driving manners in an effort to better suit the tastes of the predominantly city-oriented drivers.

The new Cayenne will also have a frugal petrol-electric hybrid model in its line-up – although it’s the entry-level, volume selling V6 diesel that will be the most economical variant of the new Cayenne range (with a 176kW 3.0-litre turbo-diesel V6), using a claimed average of 7.4 litres of fuel per 100km.

Fuel consumption savings have been key to the design of the new Porsche Cayenne, which uses variants of the same V6 and redesigned V8 engines (as used in the four-door Panamera) in the original model but mated to a new eight-speed automatic on some models.

The flagship Cayenne Turbo – with a twin-turbocharged 4.8-litre V8 – produces 368kW of power and uses 11.5L/100km.

The V8-powered Cayenne S delivers 294kW and uses 10.5L/100km, significantly less than V8 versions of the Ford Falcon and Holden Commodore. Like the Panamera S, the Cayenne S can shut its engine down when the car is stopped to save fuel.

The Cayenne Hybrid S get a new 245kW 3.0-litre supercharged V6 mated to a 34kW electric motor. Combined, the petrol engine and electric motor can deliver a maximum 279kW of power and 580Nm of torque.

The Cayenne Hybrid S – which uses a more conventional hybrid system rather than the innovative system in the Porsche 911 hybrid concept – can drive on electric power alone up to 60km/h.

The Porsche Cayenne Hybrid S uses an average 8.2L/100km and is claimed to be the cleanest Porsche in the entire range, emitting just 193 grams of carbon dioxide (CO2) every kilometre.

That’s 17 per cent less than the Cayenne V6, which makes 220kW of power and uses 9.9L/100km.

As with the outgoing Cayenne, the new model uses Volkswagen-sourced V6 engines tuned to Porsche’s specifications.

The new Cayenne sits lower than the original, helping mask its size and make it look more compact.

More organic styling does without the stilted shape of the original and gives it a sleeker look, particularly at the rear.

The overall shape is similar to the Volkswagen Touareg, with which the Cayenne shares some body panels and many underbody components (Porsche has always had a close relationship with Volkswagen and is now part of the Volkswagen Group, which also includes Audi, Skoda, Bentley and Lamborghini).

Inside the new Cayenne borrows styling themes and some switchgear from the four-door Pananmera sports car. It’s characterised by a long array of buttons between the seats.

The new Cayenne is due in Porsche dealerships in late July. The V8 models and the Hybrid S will be the first Cayennes to arrives, with V6 models due by the end of 2010.

Once again the Cayenne Diesel – the first ever Porsche diesel – is expected to be the most affordable in the lineup and the volume seller.

It is also expected to be the only Cayenne with a dual range transfer case, something that adds to 4WD ability thanks to super low range gearing for slow speed work and steep hills.

While all Cayennes will feature four-wheel-drive, Porsche is expected to position the Cayenne Diesel as the more off-road-oriented model, in much the same way as its mechanically similar ‘twin’, the Volkswagen Toaureg.

Pricing has not been revealed yet, but sources suggest there could be minor price increases that could be offset by additional standard equipment, along similar lines to what has happened to the latest versions of the sporty Boxster, Cayman and 911.

The current Porsche Cayenne range is priced from $102,500 to $281,400, plus on-road costs.

The original Porsche Cayenne was designed to shield the relatively low volume sports car maker from the drop in sales that often happens to sports cars in economic downturns.

The first Cayenne was extremely controversial because it was Porsche’s first ever off-road vehicle; many enthusiasts claimed it wasn’t a proper Porsche.

Early Cayennes were also struck with some quality issues.

The arrival of a diesel late in the Cayenne’s model cycle further fuelled the controversy because it heralded the arrival of an engine type Porsche previously said it would never use.

JEZ SPINKS

Geneva concept reveals Japanese brand’s idea for the future of environmentally friendly commuting.

You won’t mistake this three-wheeler for a Robin Reliant.

Honda will showcase this radical-looking battery electric vehicle concept at next week’s Geneva motor show as part of its vision for the future of zero-emissions urban motoring.

The 3R-C seats one driver in a near-vertical position, with the clear canopy covering the cockpit when the vehicle is parked but turning into a protective windshield when the vehicle is moving.

Honda says the vehicle includes a flexible cover that protects the occupant from poor weather and improves comfort.

Directional movements are controlled by a motorbike-style handlebar rather than a steering wheel, and momentum is generated by an electric motor that Honda says has been mounted low for greater stability.

The 3R-C, which was designed at Honda’s Research and Design facility in Italy, features a lockable luggage compartment ahead of the driver.

Honda has yet to release details regarding the 3R-C’s range or speed.

Hummer, the off-road vehicle that once symbolised America’s love for hulking Sports Utility Vehicles, faces a shutdown after its sale to a Chinese heavy equipment maker collapsed.

China’s Tengzhong said it withdrew its offer to acquire the iconic Hummer brand from General Motors because it could not obtain regulatory approval from Chinese authorities.

Sichuan Tengzhong Heavy Industrial Machinery Co said it was “disappointed” that it was unable to pursue the “tremendous opportunity” to help transform the gas guzzlers into greener vehicles.

GM said earlier it was unable to complete the deal and would wind down the brand of military-style sport utility vehicles.

GM said it will continue to honour existing Hummer warranties.

“We are disappointed that the deal with Tengzhong could not be completed,” said John Smith, GM vice president of corporate planning and alliances.

“GM will now work closely with Hummer employees, dealers and suppliers to wind down the business in an orderly and responsible manner.”

GM has been trying to sell the loss-making brand for the last year and signed a deal with Tengzhong in October.

However, resistance from Chinese regulators, who have been putting the brakes on investment in the fast-growing Chinese auto industry, created difficulties from the start.

Tengzhong said it was “unable to obtain clearance of the transaction from the Chinese regulators within the proposed deal timeframe”.

“Following talks with GM, both sides have decided to discontinue discussions on the transaction and terminate their definitive agreement,” the company said in a statement.

Last month, Tengzhong said it had agreed with GM to extend an original deadline of January 31 by one month to the end of February, as the company sought the go-ahead from Chinese regulators.

China’s commerce ministry reiterated on Wednesday that since October, when the two firms said the deal had been “finalised”, it had never received an application from Tengzhong to buy Hummer.

The Chinese company said it had “worked earnestly to achieve an acquisition that it believed to be a tremendous opportunity to acquire a global brand at an attractive price”.

It said its investment in the brand would have given the Hummer team “the ability to build greener utility vehicles that would have been attractive and useful in new markets such as China as well as the existing core markets”.

STEVE COLQUHOUN – BMW 5-Series Gran Turismo

Is the new BMW 5-Series GT a niche too far? Steve Colquhoun jumps behind the wheel to find out.

When does mainstream become niche? And what do you call a new niche that’s carved from an old one?

BMW’s new 5-Series Gran Turismo appears hell-bent on creating a segment all of its own, at least for now. It’s a four-door the company likes to refer to as a coupe that’s more practical than a Mercedes-Benz CLS, and more affordable than a Porsche Panamera or Aston Martin Rapide.

BMW itself is happy to point out that the GT – with its oddly elongated form, unfashionably horizontal hipline and abruptly squared-off nether regions – represents a niche upon a niche, an even wilder interpretation of the once-controversial rationale that spawned the now ubiquitous X5 off-roader.

A niche too far, perhaps? Intra-brand breeding gone slightly awry?

Clearly BMW doesn’t think so, pointing to steady sales of its other “niche-niche” car, the higher-riding X6 “sports activity vehicle”. The company reckons it’ll find homes for the 120 or so examples of the 5-Series GT it plans to import this year, across three model lines that kick off with the 530d from $143,400 (plus on-road and dealer costs).

Although the diesel-powered 530d is likely to be the volume seller in the GT range with its outstanding official fuel economy of 6.5 litres per 100km, BMW was unable to provide one for the media launch. Customers will be luckier when the GT goes on sale late next month, BMW says (subs: March 27).

Instead, we sampled the two petrol models, the 535i and the 550i. The former is motivated by a new 3.0-litre in-line six-cylinder petrol engine fitted with a twin-scroll turbocharger that provides almost seamless urge from a standing start. It’s as relaxed on a meandering drive through Melbourne’s Mornington Peninsula hinterland as it is surprisingly nimble on a snaking descent from scenic Arthur’s Seat.

Enthusiastically driven, the 535i’s impressive official consumption of 8.9L/100km ballooned out to around 12.0L/100km on our drive.

The 550i sits atop the range, packing the same twin-turbocharged V8 fitted to other top-end Beamers such as the X6, 7-Series, the new 5-Series and the coming update of the X5.

Gloriously sonorous at full throttle, its 300kW/600Nm output unleashes only after a moment of turbo-induced hesitation. It’s more than 100kg heavier than its six-cylinder sibling, though, and with most of that excess baggage positioned in front of the firewall, it’s noticeably more reluctant to change direction. Fuel economy again blew out under our testing, from 11.2 officially to around 15.5L/100km.

Inside the GT, cream-coloured perforated leather on the test cars teamed with the standard panoramic sunroof to create a light and airy ambience. BMW has clearly listened to criticism of its traditional lack of small item storage, endowing the GT with a plethora of lidded options led by a convenient tray that slides out of the centre console. The seats are plush, supportive and fully adjustable.

One of the big selling points of the GT, says BMW is the “semi-command” driving position – tall enough to see over most of the traffic, yet not an uncomfortably big step up. With the leading edge of the seat positioned just below my hipline as I stand next to the car, it’s noticeably easy to slide in and out of the car. Strapping children into the rear pews or loading bulky items into the rear is also likely to be that little bit less onerous.

It’s this in-between-ness that further reinforces the notion that the GT is the illegitimate offspring of some clandestine tryst – a broom closet pairing between a 7-Series and an X5, perhaps.

In fact, the 5-Series GT actually sits on the underpinnings of the BMW 7-Series, so is endowed with generous legroom for rear-seat passengers. They also get well cushioned electrically-operated seats with seat backs that recline up to 33 degrees – great if you’re the type to grab forty winks on a long journey.

A clever folding partition seals off the boot area from any wagon-like acoustical intrusion into the cabin, but can also fold near-flat to create a handy payload area that helps to offset the GT’s modest boot cavity. There’s also a twin-action tailgate that can operate like a car boot or a hatchback, with a simple one-touch operation.

The sloping roofline and thick c-pillars create a large blind-spot in the driver’s vision so it’s worth paying extra to get an electric warning system that vibrates the steering wheel if the driver attempts to change lanes when another car is overlapping.

It’s one among a raft of technological aids that help the GT to not only straddle the middle ground between its 5-Series, 7-Series and X5 forebears, but also attempt to carve out its very own niche – we’ll call it the “lower-prestige grand tourer hatchback” segment.

Ferrari boss confirms next supercar but says it will not be built in right-hand-drive.

Ferrari boss Amadeo Felisa has confirmed the company will build a replacement for the Enzo supercar, but it will not be sold in Australia.

The car, which will effectively replace the $1.7 million low volume Enzo, could cost as much as $2 million and is set to become the fastest road going Ferrari ever produced.

Like previous Ferrari supercars though – including the F40, F50 and Enzo – it will only be built with the steering wheel on the left-hand side of the car.

Ferrari’s CEO said it would cost too much to build a right-drive version of the hero Ferrari supercar.

“With the Enzo we only had left-hand-drive and we will continue with that because the numbers are too small,” said Felisa.

“Right-hand-drive is 10 per cent of our volumes, that means on the numbers of the Enzo it is 50 cars.”

Felisa said to convert a car to right-hand-drive is “a huge modification for such a low number of cars”.

The news will no doubt disappoint Australian multi-millionaires, although they’d be getting used to missing out on some of the world’s uber exotica.

Porsche’s Carrera GT was only built in left-hand-drive, as was the world’s fastest car, the Bugatti Veyron.

It’s a trend an unfortunate hangover of driving on the left-hand-side of the road, with most of the world – including mainland Europe and America – driving on the right.

Felisa says the Enzo will arrive within a few years but that details of the car had not been confirmed.

“We have not yet defined the plan (for the next Ferrari supercar) but it should be two, three years from now,” he said.

As with previous Ferraris, he confirmed the name would be new.

“We always change(names) … we never again (use) Enzo,” said Felisa.

Toyota’s environmental hero car is being investigated for reported brake problems, fuelling rumours it could be recalled. By Toby Hagon

The Toyota Prius hybrid car could be headed to an embarrassing recall, topping off a horror fortnight for Toyota that’s seen its reputation for reliability and quality battered by an unrelated recall of millions of vehicles around the world.

Rumours are circulating that Toyota’s environmental hero car and the world’s most popular hybrid could be headed for a recall due to reported problems of braking issues.

Toyota Australia has acknowledged the third generation of the petrol-electric car that’s ranked as the greenest on the market by the Government’s Green Vehicle Guide website is being investigated in an email sent to customers.

The statement said: “In certain current generation Prius vehicles, Toyota has received reports that some customers have experienced inconsistent brake feel when the vehicle is driven over potholes, bumps or slippery road surfaces.”

Toyota spokesman Mike Breen said there had been “a small number of reports” of braking problems with the Prius.
“Our technical services people are investigating those reports,” said Breen.

He refused to speculate on whether the issues would lead to a recall.

“It’s too early to say and the investigations are still ongoing.”

Toyota stopped short of saying the Prius would be recalled but said the Prius issues would be investigated further.

“Toyota is currently in the process of confirming these reports and investigating the vehicle driving conditions under which the reported condition occurs,” the customer statement said.

“Toyota Australia has a well established process to deal with matters such as this and will notify customers if further action is required. It is premature to comment until the investigation has been completed.”

Toyota’s Japanese headquarters is expected to elaborate on the Prius brake problems in a press release at 3.30pm Japanese time (5.30pm AEST) today.

The Prius uses an advanced regenerative braking system, which can capture some of the energy normally lost in heat and store it in a battery for later use by the electric motor.

Advanced electronics effectively reverse the electric motor to provide resistance and slow the car. The Prius also has regular brakes for emergency stop situations.