Articles by Andre Edmunds

The Subaru XV has created quite a stir in the market since being introduced, it’s aggressively striking -- but is the beauty only skin deep? Some would argue this is an ugly car, but during our test drive more people expressed a love for the design and colour than loathed it – although apparently there is no middle ground.The tangerine orange is bright and garish, like most Lamborghinis, but that’s where the similarities end. It’s a hatchback on steroids, almost like a mini X6, but more bulldog WRX and a little less BMW.The interior is dark and functional. Being the L model, it has the black cloth interior with no heated seats, but it does have the full multi-function display unit and a comprehensive easy to use in-dash satellite and audio system, while the dual zone air-conditioning works very well.Boot space is a challenge if you have young kids and a pram/stroller of any “normal” size - definitely try before you buy.  Having said that, the boot height is perfect for loading, compared with most SUVs which require an extra lift and push to get the pram in.  If you are planning on taking the mountain bikes touring, best get a tow bar or roof rack. There is plenty of headroom in the rear for kids but I would be a little concerned for anyone taller than 6’ in the front seats – with a 5’ 9” frame, my head was almost touching the roof.Thankfully, none of the safety features were tested first hand, but just in case, it comes fully equipped with airbags in every conceivable corner and gets the full 5-star ANCAP crash rating. The rear reverse camera is clear, useful and unobtrusive.The Vehicle Dynamics Control (VDC) system works beautifully. Our driveway is awfully steep and twisty, challenging and overwhelming the finest of 4WDs, yet even with two opposing wheels in clear air, the XV simply selected the right mode and floated up the drive - impressive. The ABS proved to be a bit overzealous, kicking in when gently braking from tarmac to gravel and juddering the brakes unnecessarily.For the eco-friendly, the XV certainly packs plenty of features.  The multi-function LCD unit displays every conceivable measure; economy, VDC status, trip measurement, temperature, clock and many others.  The XV excels with fuel economy, I struggled to exceed 10 L/100km even with excessive spirited driving and frequent manual override. The in-dash satnav and audio system is wonderfully effective and high quality, providing a welcome relief and audio shield from the hideous engine and transmission noise. The only really annoying feature of this car is the engine Automatic Stop Start.  Every time you stop at a red light -which is every second block in Sydney- the engine shuts down.The real issue is when it starts up again, the whole car shakes for a split second and that irritating noise returns. Without doubt, I would permanently disable this feature.  I had a little trepidation about the 110kW engine output. The XV drove easily through city traffic, the automatic CVT transmission being smooth and slick between shifts -- almost unnoticeable. But as soon as it was on open road, that all changed. The CVT gearbox disappointed, struggling to cope with fluid driving conditions with open roads and tight bends proving too challenging, regularly switching gears at inappropriate moments and taking too long to respond. The moment -- and with it the corner -- had gone.After many days trying several different driving modes and styles, I settled on the best way to get the most out of the CVT.  Leave it in “Drive” mode and simply use the flappy paddle to “downshift” a couple of times before the bend, the CVT switches to manual mode (for five seconds) and provides engine braking, then accelerate as normal out of the bend, after which CVT switches back to drive mode. Works perfectly!The chassis is impressively capable for a crossover firmly planted to the road, even when I turned off the Vehicle Dynamic Control (VDC) system and deliberately unsettled it on wet, twisty and bumpy country lanes. The tyres are a low enough profile to provide excellent grip as well as comfort and low noise.But something was missing – the wail of a tuned engine!  At best the XV sounded like a muted diesel with extra transmission whines. It’s moments like these you remember how important the soundtrack is as background music to a car’s dynamics.

Could the Jeep Grand Cherokee be the best value large SUV on the market today?  Depending on what you want from an offroader - and as long as that doesn’t include blistering  performance -- it has a lot to offer,  and competes well with its rivals on price.The latest rendition of the Jeep Grand Cherokee Limited sits higher and wider than its predecessor, is more elegant and less boxy, with a more modern, yet blander design. The 7-bar Jeep radiator grill remains as distinctive as ever, bordering on intimidating for smaller vehicles in their rear view mirrors.The Limited is a big vehicle by any standards measuring in at almost five meters long and 5cm shy of two meters wide. Yet, even though the design is very macho, it still appeals to the ladies - a favourite with my wife and her friends. However, the ride height is just a smidgen above perfect, requiring a stretch on every entry and exit.From the driver’s seat, everything is at hand through the comfortable leather bound steering wheel controls - all major menus including stereo, phone, cruise control and on-board computer. Driving at night is quite the calming experience, with a gentle green glow emanating from various feature points around the cabin.The seats are super-supportive and comfortable, wrapped in thick leather and double stitched. They are fully electrically manoeuvrable, but the best bit is the electric lumbar support which can be moved vertically and with varying intensity.“Daddy, it’s got hot seats in the back”, another all-important feature for some - and certainly to my five-year-old son. It goes without saying the fronts are also heated. This really is a super comfortable sofa on wheels.Four stars are awarded for ANCAP Safety, with front, side, head and knee airbag protection.  Really, Jeep should be aiming for five stars with a car at this level.  The usual safety features abound: electronic stability control, ABS and forward collision warning, but more importantly, it now comes with a host of new features which didn’t appear to be fitted to our test car, including adaptive cruise control, blind spot monitoring and rear cross path detection. The forward collision warning sensors are slightly too sensitive, frequently alarming when buses and trucks pulled up next to us in traffic - but useful nonetheless. The mirrors are superb and three quarter visibility is excellent for such a large vehicle, but it was let down by the large A-pillars which obscured little old ladies and children at zebra crossings.Taking the Grand Cherokee Limited for a drive is a lethargic experience, almost so relaxed you could fall asleep on the road. The steering is light yet accurate, but bland and devolved. Luckily the main computer has a host of features to play with, to keep the experience more involving.Trying to overtake can be frustrating, with a mild depression of the throttle yielding no results. When more aggressive throttling, it takes a full second to respond in “Auto” mode and about half a second in “Sports” mode. It’s akin to pushing your foot into soft custard and hoping for a reaction at the other end. You might get a little sticky, but not a lot more happens. Remember, the Grand Cherokee Limited is carrying at least 500kg more than the Wrangler Sport powered by the same engine, so it’s no real surprise that it’s quite the slouch.  Interestingly, the CRD diesel engine option has phenomenal torque and is able to tow 3,500kg, a huge plus for those wanting to trail a float and two horses or a large caravan.On our undulating test roads, the cruise control proved close to useless. When set to exactly 60kph, going downhill the speedo managed to reach 75km/h before the lower gear was auto selected to reduce speed, and going uphill it dropped to 55km/h before changing gear to accelerate back to 60km/h. That’s a 20km/h variance in speed at 60km/h - enough to lose your licence.  With the active braking feature installed this may now be resolved.Efficiency is not the petrol Limited’s strong point. Over a week of light cruising and commuting, we managed just 13.9 L/100km compared with the quoted 11.2 L/100km. It’s a big heavy vehicle whichever way you look at it, so if you’re worried about economy get the diesel.The Limited is incredible value at a pinch over $60,000 drive away in NSW, coming fully loaded with all the trimmings.  I particularly loved the black metallic paint of our test car, with a stunning blue/green fleck which enhanced the deep rich colour and firm stance.It’s not a “drivers” car, being all about functionality, comfort and elegant understated style - the perfect large family car, commuter or open road cruiser. The daily commute was never more relaxing, like putting your feet up and visiting the spa, letting the heated seats and lumbar support do their work, arriving at your destination fully relaxed and ready to go.The Jeep Grand Cherokee Limited is the smart man’s Range Rover Sport. Save the extra $50,000 and use it to buy a Wrangler for weekend fun, or a Toyota 86 sports coupé, and still walk away with change.

Think off-road, think Jeep Wrangler. The Jeep Wrangler is steeped in history and has been synonymous with off-roading since 1941.  The original prototype was designed in 1940 and hand built in just 49 days for the US Army. During World War II, more than 700,000 were built, making them instantly recognisable by soldiers and civilians alike.  It has since become a legend in its own right with a massive global following. And with good reason, for those who want to venture off sealed surfaces.The Wrangler is unique on the road, barely changed in 70 years, and with a bright yellow Dozer paint job it stands out in traffic even more. The approach and departure angles are steeply raked, giving great off-road clearance and the cab sits high for excellent visibility.The design still allows the doors to be removed and the windshield to be folded down for open-air driving freedom – and untrumped hipster style.Although is well-equipped compared with its ancestors, the Wrangler is still spartan by modern standards.  It sports a leather steering wheel, clear instrument cluster, a modern stereo with Bluetooth connectivity and the usual comforts of air conditioning and electric windows, although I found the location of the electric window switches particularly awkward in the centre of the dashboard. The ‘U-connect’ stereo system is awful, requiring double confirmations on some basic actions such as dialling a number.  The voice recognition is hit-and-miss, and the audio streaming crackled and distorted.  I would have the system replaced with a quality third-party option before even taking delivery.Nowadays it almost goes without saying that all new cars should come with an ANCAP 5-star safety rating.  Not so the Wrangler.  There's not much in the way of crash test ratings for this car - but other Jeep vehicles have fallen well short of five stars in European NCAP tests.  It comes with front driver and passenger airbags as expected, however very little else. Not even pre-tensioners for the seatbelts which felt pretty slack when braking in heavy traffic.  It does have Electronic Stability, Traction Control and ABS and you have to pay more for optional side airbags for front occupants only.As an on-road vehicle, the short wheel base Wrangler is dire.  It drives like a diesel truck.  The steering is light and loose, the nose pitches up and down during acceleration and braking, and the body wallows and rolls from side to side every time the engine is blipped. It feels like sitting in the rear of a light aircraft experiencing “dutch roll” and is guaranteed to make your passengers sick.  Ironically, I was expecting the ride to be soft and comfortable due to its off-road design, but the suspension setup and solid axles make every bump felt.After a couple of days of road driving, I avoided driving it if I could, finally deciding to take it off-road before losing all interest. I felt the Wrangler release a quiet jump of joy - back to its roots and over terrain for which it was originally designed.Within 100m of entering a rocky and sandy trail, it was immediately obvious the Wrangler relaxed and opened up.  The steep rocky inclines, soft dunes and sandy beaches were devoured with ease and in fantastic comfort.  What a turnaround, the Wrangler suddenly came alive!Even on relatively rough ground, with four wheel drive high gear engaged, the Wrangler didn’t miss a beat.  The low gear set is only really required when driving over steep dunes and soft sand, with the short wheel base and high clearance giving it a huge advantage.  Our afternoon was filled with fun and laughter, but I began to dread the prospect of the two hour drive back home.Under light commuting and general urban driving, the Wrangler struggled to better 13 L/100km, no matter how light footed, significantly higher than the quoted 11.2 L/100km combined cycle for the manual transmission.  On the freeway, we managed 12.4 L/100km using cruise control, but you should plan for 16 L/100km when off-roading.There is probably no more capable off-roader for the price.  The Wrangler represents fantastic value with prices starting a tad over $36,000 on the road. But - let’s be clear - the Wrangler is not a daily driver or a commuter.  This vehicle is a toy car, a weekender, for throwing the surfboard in the back, with a couple of mates and heading to those hard to reach locations normal cars envy.  It’s great fun off-road and simply awful on-road.Take it off-road and keep it there.

Do you really need to take out a second mortgage to afford a super sedan? If you’re looking for a muscle car without the brash looks, a super sedan without the GT price tag, Volvo -- with Polestar's help -- has the answer.DESIGNThe S60 Polestar looks subtly butch from every angle. From the quad exhausts and raked rear venturi, to the diamond cut 19-in Heico rims and wide open mouth -- ready to devour everything in its path. There is no doubt this is a headturner, and the test car’s fiery red finish further turned up the heat.INTERIORThe interior is very Ken with no hint of Barbie. Sporty, yet quietly understated. The seats are über supportive and comfortable, double stitched leather with an almost techni-fibre feel, fully electric with driver memory, and complemented by the rally-inspired steering wheel -- perfectly sculpted for fast driving.The instrument panel is clear and focused with the looks of a well-engineered sports watch. The only downside was the integrated audio satnav system. It’s typically Swedish with a menu for every setting and control, but is awkward to use without reading an entire manual. Entering a simple address proved quite a challenge. Best option: leave it off and enjoy the drive.VALUEWith a list price starting at $82,990 (incl. GST & LCT) and every feature under the sun, this presents a truly awesome value proposition. For build and exclusivity, it’s a cut above the FPV and HSV ranges, and sits very competitively against the BMW M5 and AMG models at almost half the price. Although not quite as quick as the others, it would be very hard to beat the S60 Polestar on value.SAFETYThe S60 gets a full five-star ANCAP crash rating. It has a distinguished list of non-invasive driver aids and safety features, being careful not to detract from the driving experience, yet providing that extra level of Swedish sensibility.From the active bi-xenon headlights bending round the corners, to the crash sensors all round to prevent those little knocks and scratches, I found them all useful at the right times, and invisible when not required. The traction control system proved to be well calibrated, only kicking in when pushed beyond reasonable limits on wet and twisty country lanes, unlike some others which are constantly spoiling your fun.DRIVING AND PERFORMANCETaking the S60 Polestar for a drive is an emotional all-sensory engaging experience. Squeeze, growl, push-push-push, change, whoosh. Repeat. And again. The never-ending stream of torque and power is relentless, all the way to the red line before the next gear is mercifully engaged, and the rush starts over again. Once the throttle is wide open, this car is brutal. Its power delivery is savage, corners arriving in mere moments and suddenly demanding immediate engagement of the anchors.Turn-in is a dream, with full confidence in the all-wheel drive system and oodles of traction from the P-Zero tyres to glide you round the corner onto the next straight, ready for the orchestra to kick off another explosive earfull of delight.  The drivetrain delivery is so well sorted and efficient, it feels like it has a lot more than the 242kW and 480Nm of torque quoted. The chassis dynamics are smooth and glued to the road, contrary to some reports, even on the bumpiest and roughest of country surfaces. The S60 Polestar is equally capable and comfortable just running around town as a daily driver.VERDICTThe Volvo S60 Polestar is all about driving, for the sheer indulgence and exhilaration. For a large super saloon, it felt like a mid-sized rally car. I was like a kid in a candy store and never wanted to leave it or put it down, just wanting to take it out for another drive and do it all over again. I hate traffic lights, but I found myself begging for reds.Only 50 have been built as a local experiment by Volvo Cars Australia in collaboration with Polestar, so exclusivity is guaranteed for some time to come. When I think of Lamborghini, Ferrari and Maserati, to a lesser extent this almost equates to AMG, BMW M and the Volvo S60 Polestar. This one's a keeper.Volvo S60 PolestarPrice: From $82,990Engine: 3.0-litre 6-cyl turbocharged 242kW/480NmTransmission: 6-speed automatic, all-wheel driveThirst: 10.2L/100km; 243g Co2 per km

Is a crossover too big a compromise? I was a bit perplexed by the Subaru Outback 3.6R Premium – was it a station wagon, an SUV, a performance car, family oriented or adventure oriented?  Does the crossover try to offer something across all aspects -- and fail to excel in any one of them? It takes a few days to find out.DESIGNFace facts: this is not an attractive vehicle. The styling is subtle but grey – our test car was charcoal, but it was also grey in every other sense of the word. It could easily be lost in a supermarket car park, forever. I found myself hoping the looks would grow on me, but they didn’t.The interior is like a small lounge with big leather furniture.  The seats are flat, wide and hard – and won’t serve well for long trips where you need a hugging contour and medium firmness for support.  I was already in need of a good stretch and massage after a short one hour commute.The highlight is the stitched leather, which looks classy and tough. Perfect for letting kids or a  slobbering dog loose without having to worry about damaging the upholstery.  Opinion was divided on the plastic brushed aluminium look dashboard and surrounds.  I thought they looked and felt cheap, my wife thought they looked classy.  But otherwise, the dashboard is very clear, well laid out and a pleasure to use at night.Visibility all round is great -- with a relatively high position, and no major blind spots, even for a wagon – and the large mirrors meant all but the smallest of cars or motorbikes were in your peripheral vision. EQUIPMENTAs usual with Subaru, everything you expect is on hand: full climate control and electric everything.  Initially, the media-navigation system was a little painful to operate, but does have touchscreen which is a small bonus. Although the head unit does have Bluetooth connectivity, this is acceptable for telephone conversations (and worked really well) but the quality is not high enough for music. It would be better to see an iPad/iOS type head unit installed in a car of this type – which is likely to be doing some long recreational trips. The only other real omissions at this level are heated seats – which risks leaving wives very unimpressed (trust me on this) – and tyre pressure sensors, which are not expensive and should be considered a must have safety feature.SAFETYThe Outback meets the ANCAP five-star rating, with an arsenal of airbags, anti-lock brakes and all the expected safety kit. But it also has a special system called EyeSight -- in short, an extra pair of eyes permanently glued to the road in front of you, alerting and taking appropriate action probably before you even think of it. This is a level of technology that comes not just with an instruction manual but a DVD to guide you through the introduction.At first, I was dismissive, believing in better driver education and not building a reliance – let alone dependence  -- on technology.  But after two days of using it, I was impressed with a couple of key features.  The adaptive cruise control allowed me to set the cruise at 60km/h in morning traffic, and -- unless I stopped completely -- Eyesight kept me a safe distance from the vehicle in front, adjusting my speed up or down, even automatically braking to a halt if required. It was surprisingly smooth and accurate.  It does get a little confused if another car enters the lane and into it’s field of view, and takes more abrupt action, but it works amazingly well. The feature I wanted to kill was the lane sensor alert.  Initially, I couldn’t help myself, playing with the system on the way home.Other drivers must have thought I was drunk or had lost my marbles.  In clear space, I drifted side to side across lanes, not once or twice, but at least 8 to 10 times, testing when and how EyeSight would alert me.  I’m surprised nobody called the police, but then again if they had, in the Outback I’d have just blended into the traffic and they’d never spot me. But in daily driving, after a while the lane sensor is annoying, beeping every few minutes, general moving in and out of traffic, entering and exiting freeways, and normal city driving.  I can imagine on a lengthy motorway cruise, it would be a useful safety feature, but in everyday traffic it drove me to the point of distraction and annoyance.Although it took a while to get used to getting the best out of EyeSight, after a couple of days, I’d built a beautiful symbiotic relationship, driver and technology in perfect harmony.  I’m a passionate believer in full driver training and education -- and driver control -- however (and I can’t believe I’m writing this) I now think  the adaptive cruise and pre-collision braking should be mandatory on all new vehicles.  It would prevent 90 per cent of those pointless rear-enders, and force drivers to leave the appropriate space between vehicles.Interestingly, EyeSight had a maximum setting of 2 seconds gap, and I would rather have had this as the minimum, with the ability for the driver to increase the gap if it was still a little too close to the car in front.  Imagine the reduction in insurance premiums and time saved in morning traffic without those dumb accidents.DRIVING AND PERFORMANCEThe first drive in the Outback was particularly eventless -- even boring.  I left the CBD office in peak hour traffic and arrived home 45 minutes later.  Interestingly, I did notice I had arrived stress–free – which probably says something.The engine and gearbox were quiet and smooth, the ride was firm and understated, quietly satisfying. But after driving the Outback for a couple of days, I was wondering if this “premium” version actually had any guts and was generally feeling quite let down.  I read the specifications again, 3.6 Litres, 191kW, 1600kg. Where? Was I missing something?  Where was all this performance hiding?I dedicated some quality experimental time to locate that all important “GO” button. Found it. Right there on the centre console dial.  Switch over to mode and leave it there. Wow, what a massive difference.  I pulled out into some fast moving traffic and let it rip.  Everything stiffened up, and with an elegant poise and quiet, rapid acceleration, I was well over the speed limit before I had realised. Again… wow.To put it into numbers, this car actually has more horsepower per tonne than a Mini Cooper S (146hp/t vs 159hp/t), which translates into considerable performance for what does not appear to be a quick car.  The Outback 3.6R Premium is a classic case of a “wolf in sheep’s clothing”.In terms of economy, even though on paper it says it’s quite economical at 14.7L/100km for the urban cycle, a sixth gear wouldn’t go amiss.  I was struggling to get the computer to show less than 16L/100km -- even before I discovered the Outback’s inner wolf.VERDICTSo back to the original question, who would buy the Outback? During the test drive, I have switched my image of the target buyer from WRX upgraders, to older retiring country gentlefolk, and back to mid-40s family man, looking for a quiet life, but with a growler under the bonnet when he wants it. Then I thought of the adventurer who wants to carry an ocean kayak and/or hang glider on the roof, and still use it to commute. I even thought it would be the perfect getaway car for bank robbers: rapid, plenty of room to carry four henchmen and all your loot --  and it’s cloak of blandness means it would simply disappear in the traffic.Finally, I settled almost back where I started: the  Subaru Outback 3.6R Premium is ideal for the grown up ex-WRX owner who now wants practicality and comfort, hidden performance and some extra safety measures built in.  It is perfect for taking the whole family, mum, dad, two leggy teenagers and a couple of dogs to the country camping for the weekend.At more than $63,000 on the road, this is not a cheap prospect. However, considering the number of categories it covers very well, it does present solid value for money. The Subaru Outback 3.6R Premium is a car that can fulfil many roles at a reasonable price.Subaru Outback 3.6R PremiumPrice: From $57,490Engine: 3.6 Litre, 6 CylinderOutputs: 191kW/350NmTransmission: Five-speed Sports automatic.Economy: 10.3/100km combined. CO2 Emissions: 242g/kmCrash rating: 5 stars ANCAP