Articles by Bruce McMahon

The Range Rover Vogue and the Porsche 911 are always welcoming, and welcomed, vehicles. And a handful of utes, two- and four-wheel-drive, have grinability.These have class and character that extend beyond a simple collection of mechanicals.Now FPV's F6X 270, pictured, must be added to this list of vehicles which feel right from the get-go and encourage driving smiles.It is no secret that Ford's Territory is a favourite around here, a well-designed Australian wagon with ability on both good roads and bad while carrying a family in comfort. There is the option of seven seats and the option of either rear-or all-wheel drive.Some quibble about the Ford's fuel consumption — and a diesel power plant would be most welcome — yet for the breadth of its capabilities the Territory remains in a class of its own among home-grown vehicles.So a superhot Territory built by FPV has to be a bit special.Here it is not only about the extra power and torque of the remapped turbo engine, not only the sharp turn-in and great ride/handling balance of the F6X but also about the leather seats, the comfort, convenience and safety gear plus all those slick finishing touches.These add an ambience which lifts the Ford above the pack and this plushness plus refined driving dynamics put the F6X into exalted company.For the FPV F6X 270 is a worthy — and cheaper — rival for a number of European machines in the premium SUV set.There is more than enough go and stopping power here, more than enough finesse to the all-wheel drive and the Ford's chassis.All that and the attention to detail give the F6X a tonne of credibility; it brings smiles whether leaping off the line into a sprint, cruising around with big-time stereo working overtime or being hurled up a mountain pass with brio.Some may believe the F6X needs a little more cosmetic work to differentiate it from other Ford Territorys, some are happy to travel in a handsome, understated machine.This FPV wagon is based on the turbocharged Ford Territory Ghia, itself no slouch on the open road.Here that original turbocharged wagon's 245kW is taken out to a neat 270kW, thanks to recalibrated engine mapping, fuel delivery, spark timing and boost control. There is also 70Nm extra.This means that the F6X gets away that bit quicker than the donor machine.This is much appreciated just after the wagon leaves the line and lifts away under acceleration for a claimed 0 to 100km/h time of 5.9 seconds. Here there is a seamless rush of boosted power, quite refined and most pleasant with 550Nm of torque from 2000rpm coming into play.There is a determined.push and fine note to the exhaust; and all this brings the first round of smiles.The wagon's forward progress is aided here by a six-speed transmission with smooth and eager shift. While a driver can shift to sports mode and play with sequential gear changes, left alone the gearbox is quick enough for most moves.The exception is where there's the perception that quick downchanges are needed for overtaking or attacking particular corners.This is the next deal where the F6X can bring a big and wide smile.For the wagon likes to attack corners with a panache that, for the most part, belies the F6X's bulk.Indeed it is most easy to have those 18-inch tyres howling through the turn and then grabbing hard as the F6X straightens up and runs hard to the next turn.FPV engineers have left enough excitement in the electronic traction and stability controls for a driver to have a little fun.Now as much as a press-on driver will appreciate all this performance, as much will some appreciate the leather-clad luxury of a quite practical machine, the real clever work is on the suspension.Here the FPV F6X is ahead of some big-name German rivals.Here, while retaining the standard Territory's ride height, engineers spent a deal of testing time on returning the damper rates and the springs.The result is an excellent compromise, one of the best, between hard-core performance needs and ride comfort. Overseas engineers do not always understand the state of Australian roads or how some people may use their premium SUVs; some of these more expensive machines offer great dynamics on racetracks but a little too much lumpiness on local highways.This suspension work by FPV (on what was already a decent chassis package) steels the chassis and steering to the point where it betters any other SUV at this price point.Indeed the FPV F6X, with the backing of Ford dealers spread a little wider than imported products, could be the perfect hot-rodded SUV for this country.It has power, grip, balance and all-wheel drive. And it has a full-sized, matching spare alloy wheel, something not always found in European machines and yet another little pointer to the suitability of the FPV F6X as a great Australian sports tourer.FPV F6X 270PRICE: $75,990BODY: Four-door wagonENGINE: Four-litre, turbocharged, inline sixPOWER: 270kW @ 5000rpmTORQUE: 550Nm from 2000rpmTRANSMISSION: Six-speed sequential automatic, all-wheel-driveWHEELS: 18-inchTOWING: 2300kg 

Nissan's compact Dualis — the one backed by that left-field, two-faced television campaign — is more crossover vehicle than sports utility vehicle.The hatchback with all-wheel-drive capability is a handsome machine, maybe even pretty in parts such as around the rear. The body, more svelte than Nissan's boxy X-Trail, does not scream SUV or four-wheel drive; this is important in areas which do not understand the abilities and flexibility of the SUV.Even so the Dualis has a reasonable road presence. There's a sense of purpose to the high-riding style. For beneath the Dualis is a fair amount of X-Trail. Nissan is looking to have an each-way bet on this SUV business. The Dualis is the more sporting of the duo, more like a European hatchback than mud-plugging or gung-ho camping machine.The Dualis is the more cosmopolitan of the pair, a car to take to the local football game without concern about parking on a grassed slope. It is an “urban nomad” according to Nissan stylists.It feels smaller, snugger inside than the X-Trail. And it drives smaller.There is more sharpness to steering inputs and more zest to the driving. The trade-off is a little less ride comfort in pot-holed roads compared with the X-Trail.The other trade-off is a little less luggage space in the rear.Front seats are firm and supportive, occupants (four adults is best) sit a little higher than in a conventional hatch; instrumentation and dashboard layout are all tidy, well-organised and legible (though that strange “Olympic wreath” for fuel and temperature gauges may puzzle some).Standard gear in the ST (from $28,990) includes airconditioning, power windows and mirrors, cruise control and CD audio, plus the all-wheel-drive system to switch the front-drive car to all-wheel drive.The Ti models gain leather seats, alloy wheels, automatic headlights and wipers and trip computer. Also stability and traction controls plus side and curtain airbags.Both have 188mm worth of ground clearance, both run a 2-litre engine with 102kW and 198Nm of torque. There is the choice of six-speed manual or a continuously variable transmission with six steps.And despite that ride height, despite just those 102kW and 198Nm, the Nissan Dualis defies the numbers and provides a sporting, entertaining drive.There is less body movement and hint of understeer than in the X-Trail, there is sharper steering. Perhaps helped, too, by the sports-style interior, the Dualis driver is encouraged to press on with confidence.It does, however, need a firm foot and some working of the gearbox to make best use of the power and torque.It has some character this Nissan. Easy to use as a city runabout, easy and pretty refined down the highway and happy to wander down a dirt road.The only question will be whether the motorist understands the duality of that character; that is the Dualis's ability to attack both a tarred mountain road with some panache as well as head off to a private picnic spot down a sandy track.

The heritage goes way back to those lightweight LJ machines of the 1970s. These were no-nonsense vehicles of rare ability. Less weight and less bulk allowed four-wheel-drive Suzukis to drive where bigger off-roaders often foundered.This ability continues through to the new century and, while the Suzuki line-up is now a little more extensive and a little more civilised, that off-road ability remains. For today's Suzukis are a throw-back to the days when a four-wheel drive meant a robust off-road machine.The issue has been confused in the past by soft-roaders — machines with some ground clearance and drive to four wheels (via varying methods) but no low range and a bias towards on-road comfort rather than off-road prowess.Suzuki's Grand Vitara, the five-door wagon, has continued with an honest approach to the business of off-roading, continuing with a two-speed transfer case and some decent ability for running down beaches, slogging through mud or climbing over rocks.It is a compact four-wheel drive not always challenged by the newer crop of SUVs when the tracks get rough.To add to the Vitara's credentials there is now a diesel engine option. This gives the Suzuki extra character and clout in this part of the market.Now, for some drivers, the Vitara's 1.9-litre diesel engine, with five-speed manual only, may give the Suzuki too much trucking character.For others, the sounds and flexibility of this turbocharged diesel will add to the “go-anywhere, anytime” flavour of the wagon. Sourced from Renault, the common rail four-cylinder manages 95kW at 3750rpm and 300Nm of torque at 2000rpm. These are not big figures for a 1.6-tonne machine yet, even if it takes 13 seconds to get from standstill to 100km/h, the Suzuki is a comfortable cruiser.The factory claims a very decent 7.6 litres/100km on the combined cycle and for most ordinary commutes it should stay below 10 litres/100km.There are the sounds and extra vibrations of a diesel when the Suzuki is fired up; some vibrations may remain, giving off a little tizz through the likes of the gear shift, or hard objects in cubbyholes at times. This, for some, is a welcome sign that there is some substance to the wagon.The Suzuki has a comfortable and most usable cabin, a fine combination of design and materials which will not confuse users. Along with the usual array of CD/FM/stereo, airconditioning and power windows there are six airbags for secondary safety.Primary road safety is aided by the Vitara's full-time four-wheel drive, ABS, stability and traction control. This adds up to a handy package, a compact wagon with good town manners and four-wheel driveability with the bonus of a diesel engine. Maybe it's not as quick off the mark as a startled bandicoot but with a little practice at keeping the engine in the power/torque band — between 2500rpm and 3500rpm — the Vitara is not disgraced on the open road.Off road there is the advantage of the extra set of lower gear ratios which, allied with the lug of the diesel, makes for a decent crawler. Changes from four high to four-high locked to four-low locked are made with a centre console switch; there is also a neutral spot here for those who may like to tow the Vitara behind the motorhome.The Suzuki's gearing around town is not perfect — second gear feels too tall and will not lug around on low revs as well as it could. The gearbox on this particular wagon was also a little notchy; for some drivers there may be a macho comfort in feeling those lumps of cogs down below.Yet for many these “truck-like” qualities add character to a well-credentialled vehicle.

These turn out to be quirks for everyday driving, for the wrap-around front windscreen, the low belt line and big, big rear windows make the Roomster an easy, cheerful mode of transport.The design allows occupants a grand view of cities and countryside, allows a driver to place the wagon in traffic or in the car park with little fuss.But there is more to the Skoda wagon than smart style — the 101 ways to arrange the back-seat accommodation for one — but it remains rare to have a machine with such distinctive body language that works so well.The style becomes the vehicle, and for such a practical machine the Roomster attracts a good deal of attention on city streets — helped, no doubt, by a range of bright colour options.People are taken with the styling (if not always by the price for the diesel version, just a little too high, say some).This Roomster is a multi-purpose European machine with personality, whether out for a day's touring, carting children to school or picking up another load of whitegoods in these days of decadence.Built in the Czech Republic by a company these days owned by Volkswagen, the Roomster comes from Skoda's own engineering and design crowd rather than via the re-engineering of a German machine.It may be considered part-wagon/part-van but it is designed and built as an everyday family car, albeit one that's hard to match with any particular rival.The Skoda Roomster has a little niche of its own. (Just don't tell Toyota, ever keen to fill niches — real or imagined. Not sure why but it sent us searching for photographs of the Matra-Simca Rancho from the late 1970s, a valiant effort to create a faux four-wheel-drive wagon of difference).For all the differences today, the Skoda is backed by a five-star crash rating plus a three-year, unlimited kilometre warranty that includes roadside assist.These attributes should quell some fears about a marque that's not had a big run in this country.The differences on the outside continue through to a welcoming interior.The Skoda Roomster's cabin is light and cheery and inherently practical.The roof is tall and the seating arrangements clever to keep four big adults in comfort.The rear seat can be split 40:20:20 and the middle part removed if necessary. There are any number of arrangements for people and cargo; Skoda's VarioFlex rear seating system allows eight interior layout options, with the three separate seats able to be moved forward, back, sideways or right out of the Roomster.Up front, the driver sits tall with good visibility in all directions. Controls are neat, tidy and pretty ergonomic, although the stereo system can need some initial study.Also up here the squared-off centre console can annoy the driver's left knee and this Roomster had one minor issue with a bit of fit and finish around the dashboard.But there are no complaints about the drive.The little diesel has plenty of torque, even if the driving style needs to be adjusted a touch to spin that turbo up and get off the line with the traffic.Once on the move, the Roomster's diesel is smart and flexible. It will lug around without complaint, rolls on with the lazy driver and with few gear changes.The front-drive machine handles and rides fine, although here and there those 15-inch wheels feel a bit small on some lumps and through some holes.At the end of the day the Skoda Roomster is a fine European machine with enough differences to stand out from the crowd while offering a deal of practicality.Perhaps the only question is the pricing on this diesel version.At about $30,000 on the road it is being sold against more conventional, and very competitive, vehicles with more established trading history in this country. SnapshotSkoda RoomsterPrice: $28,990Body: 5-door wagonEngine: 1.9 litre, turbocharged dieselPower: 77kW@4000rpmTorque: 240Nm@1800rpmTransmission: Five-speed manualDimensions (MM): 4205 (l), 1684 (w), 1607 (h)Weight: 1260kgPayload: 515kgTowing: 1200kg 

The dramatic sedan, and its wagon sibling the Touring, is a money-maker as well as a brand flagship, helping lift the marquee’s awareness in this market.Launched in 2004, the V6 and V8 sedans were soon joined by the Touring and a diesel engine option in mid-2006. The 317kW SRT8 version arrived in late 2006.This is quite a family of premium sedans and wagons with striking style matched with a little muscle.These are not, in the long run, perhaps as sharp in dynamics as Holden's Statesman or the Europeans in this price bracket.Yet the American sedans' and wagons' style and substance make most of that irrelevant.For here is a machine that feels like a car and not just a well-polished collection of steel, plastics, glass and gadgets.Here is a car that feels as if it wants to be driven from here to Cairns and back down to Sydney and around the coast to Melbourne, but skipping Adelaide, then coming back up through the back of New South Wales.The 300C is big and comfortable. It soaks up bad roads with indifference if without quite the ride control a German vehicle may bring to the job.This feel-good character arrives from a number of sources – the distinctive styling, the effortless cruising and the handsome interior.That all this can be done with, among other engine options, a willing and responsive diesel engine returning under 10 litres for 100km is a bonus.The diesel is not slow with a 0 to 100km/h time around 8.6 seconds and a suggested top speed of 230km/h. This compares with around 7 seconds for the 5.7-litre V8 and a 250km/h top speed; the SRT8, according to the factory, runs low five seconds and a top speed of 265km/h.All these – sales figures and performance data – are useful numbers.And so, for season 2008, little has changed in the 300C range.All the sedans now have an integrated rear boot lid spoiler and high-mounted brake light.Inside, there's been a minor refresh with LED lighting added to front cup holders and map pockets, a Boston Acoustics eight-speaker surround-sound system and Chrysler's MyGIG multimedia entertainment system with 20GB hard drive.An iPod interface is added to the hands-free phone system.There are silver inserts for the instruments and more airbags with seat-mounted side airbags up front and side-curtain bags for the rear. Now standard on SRT8 models, optional on others, is adaptive cruise control, which adjusts the set speed to accommodate surrounding traffic.And the 5.7-litre version now offers a fuel-saver-mode display as part of the Electronic Vehicle Information Centre, allowing the driver to see when the V8 has dropped to four-cylinder mode to save fuel. (Chrysler's multi-displacement system allows the engine to turn from V8 to V4 in one stroke of the piston when less than 90 per cent of the engine's torque is required.)Prices for the 300C still start at $53,990 and $59,990 for the 5.7-litre V8. The diesel-powered Chrysler has crept up $400 to $58,390 and the SRT8, now with adaptive cruise and satellite navigation, is up $2000 to $73,990. Touring versions are $3000 extra.And all these Chryslers remain attractive cars at attractive prices. 

The wagon was deemed a touch odd in its styling and a touch underpowered. Despite Subaru's well-credentialled history in this business of SUVs — think Forester and Liberty — the big Tribeca was up against some considered competition in this larger, more premium corner of the market.The first Tribeca arrived here in late 2006 and, as elsewhere, was a slow seller.The second version arrived about 12 months later. Most agree it is better.Some of that may well be subjective, for Tribeca No.1, which did have a strange nose, inspired by parent company Fuji Industries' aeroplane heritage. The wagon's grille was loud, much unloved and perhaps turned away a customer or three.That point of contention disappeared in version two. Now the Tribeca has a face more Forester-style with grille slats plus new bonnet and headlights, it will not scare the kiddies or the Yanks.The all-wheel-drive wagon's rear was also reworked with wider tail-lights, bigger rear windows, new tailgate and bumper.So the Tribeca looks tidier, more conventional in today's bold style of a lump-sized piece of SUV.And the engine capacity was lifted from 3 litres to 3.6 litres, taking power up 10kW to 190kW. Torque is up 17.8 per cent from 297Nm to 350Nm. The five-speed auto transmission was also revised for smarter shifts.The result is a very handy handsome family wagon with five or seven seats.It is packed with safety and convenience although the sweep-around, fighter-pilot styled front cabin may be a little overdone with the bewildering array of switches and dials over the centre console, and in some contrast to the now-restrained exterior style.Little of this matters for the Subaru Tribeca handles the cut and thrust of city traffic well. Visibility is good and despite the bulk it parks with few dramas — helped here by a rear vision camera — and keeps pace with city motoring.Motor and transmission are smooth and competent.On the open road the Tribeca is quiet and comfortable over all surfaces.The big Subaru is not to be thrown around like a WRX but it has good road manners and good grip. It feels safe and sure, and that primary safety is backed by a five-star NCAP crash rating plus front, side and curtain airbags.Occupants sit high and with the five-seater test vehicle there's good cargo room when that third row is not in use.This is a solid and capable soft-roader, quite versatile and comfortable.Rivals here include the Ford Territory, Toyota Kluger and now Mazda's CX-9, and the Subaru Tribeca is not left behind.The Mazda CX-9 is the most likely rival; each has its own character and virtues — the Mazda's lower pricing structure is a plus yet the Tribeca's more restrained nature may better suit some.

There is, straight up, a great driving platform. The softroader's chassis is well-tuned to deliver a safe and secure drive with allowance for a little sporting flair; then there's the subtleness of the BMW's xDrive, an all-wheel drive system combined with stability control that delivers great grip and confidence.And now there is the option of this all-aluminium, four-cylinder engine that delivers a welcome combination of fun and frugalness.Allied to a fine six-speed automatic transmission, the common-rail engine also offers a cheaper entry price, at $62,900, into an X3 diesel.A three litre, six-cylinder diesel in the X3 will set the customer back $75,900 and that's beginning to look a tad over the odds; as fine as that bigger motor may be, this junior two-litre powerplant has quite enough charm for most.It is a mighty little motor, 60kg lighter than its big brother and producing a claimed 125kW at 4000rpm (62.7kW per litre) plus 340Nm of torque at 1750rpm.It, with only the slightest hesitation from a dead throttle, shifts the compact softroader with a surprising amount of verve.And, with some aid from that six-speed gearbox, the 2-litre diesel allows the X3 to be hustled along with more than enough speed over a mountain range to unsettle the most seasoned of passengers.There is precious little body roll or sway, bugger-all tyre protest.The problem is this Sports Activity Vehicle — as BMW would have it — is motoring through the mountains at a fair, still legal, pace and taking turns with a surprising amount of speed.This could upset some passengers while the driver may be looking towards connecting the next series of corners.Here there needs to be some ratio shifts (push forward to change down, back to change up) between third, fourth and perhaps fifth to make the most of the diesel's eagerness. It has a sporting sound and sporting edge; all the while the X3's chassis and 17-inch tyres keep the premium package unruffled.BMW claim a 0-100km/h time of 9.6sec for the wagon. This feels smart enough, certainly smart enough for attacking the flood-ravaged roads of the Border Ranges.Over there on the Kyogle side there was much evidence of walls of water shifting dirt and debris, underscoring river banks and bridge approaches, washing down fences and shifting boulders.Over there the BMW X3 was ideal for safe travel in comfort through the greens and browns of deluge-drowned valleys.With 101 fresh rocks and boulders littering the creek crossings there was little chance of tip-toeing into the paddocks.As good as the BMW's xDrive system may be, as much appreciated as 201cm of ground clearance may be, the X3 is best left to deal with mud-slopped roads and tracks. It continues to drive with confidence whether the surface is dry, wet, smooth or rough; it is also, with hill descent control, handy on steep descents.Besides, sill and sump damage to a full-on four-wheel drive is much easier to take.Yet the X3's engineering does blend excellent back track ability with fine bitumen road manners.And this new two litre motor makes the package that much more appealing.It is very flexible and always encouraging while managing some respectable fuel figures.According to BMW consumption on the EU test cycle is 7l/100km.Here, trawling around Brisbane town for a day saw the on-board computer register 8.5l/100km, climbing mountains and dodging along on flood-damaged roads saw 8.7 litres. And on steady highway and freeway runs that dropped to 6.3 litres.It is an easy machine around the city, quiet and useful on the highway though best to have the transmission in sport mode and drop from sixth to fifth for overtaking.There are no quibbles here with the engineering excellence. Or the amount of safety and comfort features from rain sensors to front, side and head airbags. But while the X3 received a little cosmetic makeover to the four-door body last season it could well be time for an interior rework.As fine as the materials used here are, as tactile as the knobs and buttons are, and as thankful some are that there's no iDrive (BMW's complicated control system for airconditioning to stereo and other bits in between), the X3 is looking a bit jaded in design, a bit drab around the dashboard.It all works, once the buttons and bells are learnt because some of these controls are not as intuitive or as clearly marked as in rivals. But it is all a bit old-school in a machine designed to appeal to a younger audience.And, while appreciating this is a compact SUV — sorry — SAV, the BMW's front cabin feels a tad cramped over a longer drive.Rivals in this area would appear to be a little more clever with finding oddment space.Here BMW could take a look at machines such as Hyundai's Santa Fe or Land Rover's second generation Freelander, much fresher inside and out. (A diesel Freelander at $57,990 is worth a good look if shopping in this area, the difference may be in resale values.)So, the two litre BMW X3 is a great driving machine in all manner of conditions. A great engine with excellent fuel figures. But at this money it's time for a major refresh of the packaging.  BMW X3$62,900ENGINE: Two litre, turbocharged dieselPOWER: 125kW @ 4000rpmTORQUE: 340Nm @ 1750rpmTRANSMISSION: Six-speed automatic with SteptronicDIMENSIONS (MM): 4569 (l), 1853 (w), 1674 (h), 2795 (w'base)KERB WEIGHT: 1750kgTOWING: 1700kg 

Nissan's 350Z roadster is the Porsche for those who can't afford a Porsche.The Japanese two-seater may not match a Boxster at the top end of driving dynamics.Any Porsche has a certain amount of breeding, a continuous sports car heritage hard to ignore. A Porsche, belted hard, retains an amazing amount of mechanical finesse from engine response to road balance.And, as with most German road machines, a Porsche has a certain amount of polished fit and finish. The Nissan Roadster, a little more raw in essence, is a very decent and desirable substitute for quite a few dollars less.At $73,990 for the six-speed manual, this is a sports machine of some substance and value.From the start, Nissan's 350Z Roadster looks the part, a rare soft-top machine that manages to look mean, menacing even, with roof in place. Both 21st century coupe and roadster Zeds have grace and muscle to body style, the soft-top's lower roofline adds further character to the low-slung stance.Yet snug down in a decent driver's seat this low roof and narrow rear window do not hamper good visibility in most directions. (Anyway, with the agility and performance of this Nissan Roadster there is little need to keep too much of a weather eye on rear view mirrors.)The cabin is comfortable, just enough room for two adults with electric adjustments on both seats, a couple of cubby holes and the usual array of comfort and convenience features.These include the push-to-drop button for the roof, decent stereo system that pounds the bass notes into your back and a neat set of three binnacle dials for oil, battery and digital read-out for road speed. This last is of some use for the 350Z's tachometer dominates the instruments ahead of the driver, there's a smaller speedometer off to the right, a little hard to read quickly. Speeds do need to be monitored around here.From the get-go the 350Z does not feel super, super fast, there is the hint of muscle but 1.5 tonne of car to get away. Maximum torque doesn't arrive until 4800rpm and maximum power until 6800rpm, which may help explain the Roadster's road speed becoming more linear as it rises.But as road speeds rise, as the driver flicks up though those six manual ratios and that V6 spins into its stride, things began to pass by at a fair clip. It is a grand machine to hustle along.The 350Z Roadster may not run through its paces with quite the finesse of the aforementioned Boxster, there is a little gruffness to the mechanicals at the high end of the revs, but it does the job with joy and accomplishment. (The coupe is a shade lighter which may help start-line jumps.)These 2007 model Zeds score a reworked V6 with almost 80 per cent new bits, from dual intake system to a wider range for the variable valve timing, bigger crank journals plus a little more compression.The VQ35HR weighs in the same as before but the centre of gravity is down a bit and the Nissan's bonnets now have a power bulge to better fit the powerplant. Power is up from 221kW to 230kW, torque lifts from 353Nm to 358Nm and maximum engine speed has increased by 500rpm to 7500rpm.So there is plenty to work with here as the Roadster crouches, sprints and bellows down the bitumen.The car feels rock solid, rides better than the first generation of this latest line of Zeds, turns in with feeling and hunkers down.Here and there on this Track version the stability control system (yes, it's switchable) kicked in to correct some over exuberance but (on a dry road at least) it takes a bit for the Roadster to lose its manners.Track versions also score four-piston calliper Brembo brakes for extra confidence.It is a car for belting down the bitumen, top up or down, with sweet responses to steering wheel and throttle inputs. It remains eager and involves a driver, rewards driver input with excellent point-to-point times across the back country.Conversely, this Roadster can be an easy shopping trolley (although two cartons of XXXX will fill the boot) and, apart from scraping low over some obnoxious speed humps, is easy to potter and park.And, whether out for a tour or out for a shop, the Nissan 350Z Roadster always looks right; those 18-inch wheels filling those flared guards, that simple crouch and that uncomplicated rear style. It always looks right, it always looks like it's ready to do the business.But a week with this car is long enough. It began to cost too many Lotto tickets, looking for those extra elusive dollars to add a 350Z to the garage. Snapshot Nissan 350Z Roadster Track Price: $73,990Body: Two-seat convertibleEngine: 3 litre V6Power: 230KW @ 6800rpmTorque: 358NM @ 4800rpmTransmission: Six-speed manualDimensions (MM): 4315 (l), 1815 (w) 1323 (h) 

This time around, Toyota's famed Cruiser series has eschewed the workhorse machines and started the four-wheel drive wagon range with the V8 petrol-engined GXL.That's made the entry level that bit higher in price, a bit more packed with gear and technology.It has also placed the 200 Series firmly in the premium SUV category, both in pricing and features.So while in the bush or on the beach it is hard to go past a LandCruiser's ability. There are some European marques offering some dirt track ability with a premium badge outside and luxury fittings inside.And if, having won Lotto, a family was setting off around Australia without concern about travelling budgets, the 200 Series LandCruiser would be the choice of vehicle.The Toyota is a big wagon not out of place in fancy digs nor bush camps, a comfortable rig for long highway hauls or exploring the roughest of country.There is the added benefit of understanding there should be a Toyota dealer or service point in just about every town from Brisbane to Bullamakanka.(And the nice folk at Toyota have given this new LandCruiser a fixed schedule at $180 each for the six standard services over the first three years or 60,000km.That doesn't quite take the sting out of the purchase price, especially that $10,000 premium for the V8 diesel engine, but it is a nice gesture to keep Toyota buyers coming back to Toyota service centres.)So climb aboard the all-new Cruiser and there's an air of familiarity.There is the all-new body but it does not stray too far from Toyota's current style DNA; it looks like a LandCruiser with hints of an overgrown RAV4 or Kluger.It is a big vehicle, 60mm longer and 30mm wider than before.And that size is noticed around the town and in the car park, particularly after a steady diet in recent times of new SUV offerings from the likes of BMW.The Cruiser body, though more aerodynamically efficient than its predecessor, fills out to the wagon's four corners where the Europeans have a little more swoop and curve.The Cruiser's 17-inch alloys look a little short-changed, which may add to the perception the Cruiser's is a big body.And so the 200 Series Cruiser's bulk is noticed in the traffic. It is quite manoeuvrable in tight spots but needs a little extra road room than some.With the GXL now the entry level model there is a wealth of cabin do-dads for comfort and convenience and safety.There is the keyless entry and engine start, trip computer, the extra two seats out back, leather upholstery, dual zone air conditioning and a quality stereo system. (Now it may be a bit sissy, but with all these buttons and dials why no audio controls on the steering wheel?)There is a deal of gear in here, decent instruments and a high and mighty drive position, aided by electric adjustments for the two front seats. There is a good deal of interior space (130mm more cabin length than before) and, as usual, fit and finish is to a decent standard. VX and Sahara models score a busload of airbags; front, side, knee, curtain and second seat.The 200 Series is quite refined for a large wagon that's eminently capable of tackling the worst of conditions.Here the V8 petrol engine is well muted, the five-speed auto transmission quick (and quite adaptive to driving styles).A long highway run, with light load, saw consumption at 14.3 litres/100km. Around town, that edged closer to 16 litres/100km.The VX petrol Cruiser weighs in at 2.6 tonne. As good as the new suspension is, this weight cannot always be disguised.The ride is soft, sometimes it feels too soft at suburban speeds with the smallest hint of wallow. Likewise on tighter turns; at street or highway speeds; there is a touch of body roll and steering response would appear a little slow.So it takes a little adjustment but soon enough the Cruiser fits like a (big) glove and there is always plenty of grip from the four-wheel drive, aided in VX and Sahara models by vehicle stability control and traction control.Switch off the VSC for attacking sand tracks and the petrol Cruiser loafs through deep and soft drifts, the V8 working away, transmission slurring through its shifts.Switch on the crawl control button for attacking nasty off-road inclines and descents in low range. This feature regulates engine responses and braking system to keep vehicle speed steady (there are three speed settings). This is much appreciated as it allows a driver to concentrate on the line of attack, feet off the throttle and brake pedals.It is a very comfortable, comforting machine in the real tough stuff, a big and comfortable wagon for touring tar or dirt roads with the family in safety.The 200 Series is a better riding, more advanced machine than the 100 Series wagon that came before. It is packed with technology and a load of comfort features. It remains one of the world's best four-wheel drives for serious off-road work, it remains a robust tow vehicle.But at these new prices there is now competition for the LandCruiser as a town taxi from some of those European machines and from cheaper, less-frills four-wheel drives (such as Toyota's own 70 Series wagon) for off-road work. 

There are now a couple of ways into the Sportage, the soft-roader compact from Kia.The latest of these Korean wagons offers two-wheel drive or four-wheel drive versions plus the choice of petrol or diesel engines for the four-wheel drive machines. And these revamped packages have some style and value appeal in a crowded part of the market.More than 1.5 million Sportages have been sold worldwide since the launch in 1992; 16,000 of those have been sold into Australia since 1997.But while the original machines were more a rival to Suzuki's four-wheel drive Vitaras, the new generation has eschewed the two-speed transfer box and full chassis. So today's Kia Sportages are more a competitor for the likes of Honda's CR-V, more the soft-road option where it once had some off-road 'heritage.'Around here the turbocharged, diesel-powered, four-wheel-drive version with six-speed manual is considered the best, and most versatile, of today's Sportages.But even that machine, held in first gear, runs a bit too quick for any semi-serious paddock crawling; it likes its engine revs and the gearing is a bit tall so for meandering through serious ruts a bit of clutch-slip may be neededThat's a pity because the original Sportage; with its low range was handy enough for a small four-wheel drive.No, this diesel-engined Sportage prefers more open, faster country; dirt, tar or sand.Indeed, the 2-litre Sportage EX CRDi wagon is a compact flyer and much fun to push along through the traffic, down a country road or over a mountain range.It is forever willing; with maximum power of 103kW arriving at 4000rpm and best torque of 304Nm at 1800rpm it works almost like a small petrol motor; second gear starts are out. And this CRDi is available only with the six-speed manual, which helps contribute to the engine's driveability.Kia's been in the diesel-engine business for some time (primarily on commercial vehicle applications) so have a reasonable head start on some others when it comes to producing refined oil-burners for passenger cars.This one is a little gem and features common rail direct injection plus variable geometry turbocharger where the vanes close a little to increase exhaust pressure, and then more turbo boost, at lower speeds.The torque is available from 1800rpm through to 2500rpm so there's a fair bit of flexibility here. Kia claim it should deliver 7.1l/100km but pushing it around can see that consumption run out closer to 9l/100km.And all this is done with a fair degree of fun, especially at a starting price of $32,490 for a machine of some sophistication.Ride comfort is good and this diesel four-wheel drive Sportage has a decent amount or road balance and grip to match that engine's eagerness.These days the four-wheel drive versions run front-drive until the electronics detect wheel slip and send up to 50 per cent of drive to the rear. For rough-roading at speeds up to 30 km/h the Kia system can be locked in 50:50 four-wheel drive with a dashboard switch.The current generation Sportage is maybe not as distinctive as the first. Most automotive stylists (leaving aside the Chrysler boys and girls for the moment) appear to have taken on this ubiquitous look for the compact SUV class and the Kia effort is more of the same (even if some of those lines toward the rear are contradictory).So after all that fun and excitement, the two-wheel drive LX version with two litre engine and the optional four-speed automatic was not quite the same.This Sportage wagon is happy enough doing the shopping chores, not so much the tourer.Pushed around, the front-drive Kia tends to understeer and kneel at the front in corners; the diesel version appeared to be better-balanced at the front; perhaps the extra weight of the diesel helps here. And with the petrol engine the automatic transmission takes the shine off most press-on drives.It is a compact, well-kitted machine. All Sportages arrive with today's usual list of airconditioning, power windows and mirrors plus ABS for the four-wheel disc brakes plus driver and passenger front airbags.The cabins are well-sorted with no real ergonomic complaints. The rear seats are reasonable for this size and style of vehicle where there is a decent amount of rear cargo area.But while that diesel, four-wheel drive version of the Kia Sportage has some value virtues, the two-wheel drive Sportage may not find as much custom.