Articles by Chris Riley

This could well be the last Commodore the way the industry is going. Big one-size-fits-all cars have simply lost their relevance and with so many makes and models to chose from these days, the Commodore is never going to sell in the numbers required.It's been spruced up and gets more kit than ever before, but most of it is confined to the more expensive models. Hyundai has proved this is not the way to do business.VALUEThe new Commodore is priced from $34,990 with an auto. LPG takes this figure to $37,490 which means you won't see much change out of $40K by the time it's on the road. Standard equipment includes cloth trim, dual zone air, 16 inch alloys, electric parking brake, auto park assist, front and rear parking sensors and a rear view camera.The MyLink entertainment system is built around a huge 8 inch screen but apart from Pandora and Stitcher internet radio, both of which rely on your smartphone to work it's all a bit ho-hum really. The rest of the stuff like Siri only works if you have an iPhone (our iPod Classic refused to work properly by the way).TECHNOLOGY The LPG system is based on the larger 3.6-litre V6, paired with a 6-speed auto. It produces 180kW of power and 320Nm of torque and is a dedicated system which means the car won't run on petrol. To make room for the larger fuel tank the spare wheel has been replaced by a can of go to reinflate a flat tyre.DESIGNThe look is not as polarising as before. The flared front guards have been trimmed back and the nose is sleeker and more aerodynamic. To prune fuel consumption and to improve performance they have put the car on a diet, with some components replaced with lighter aluminium parts an aluminium bonnet, boot lid, suspension components and instrument panel beam. At 1704kg the LPG model weighs 82kg more than the petrol one.SAFETYFive stars -- but if you believe Holden it's even safer than this, with a swag of new safety systems. Mind you the car badged as a Chevrolet gets seven airbags in the United States, not the six that we get.DRIVINGTo be honest it doesn't feel much different from the previous Commodore. Maybe that's because it sits on the same chassis with the same running gear as before, although 60 per cent of components have been changed. The interior is completely different, but the seats are firm and not that comfortable, especially on a long run. The ride is not as compliant either, thumping where it would have absorbed bumps before.The window switches have been relocated to the doors but the driver's window does not get auto up which is a pain. Fuel consumption has been trimmed to 11.5 litres/100km for the LPG model compared to the 3.0-litre petrol Evoke's 8.3 litres/100km. At the time of going to press the price of LPG was 76.7 cents per litre, while the price of petrol was 152.9 cents a litre.At these prices it will cost you $8.82 to travel 100km on gas or $12.69 for petrol -- a 30 per cent saving. The tank holds 84 litres and we were getting 10.8 litres/100km after about 500km.VERDICTWe're not convinced. The interior feels cheap and the huge computer screen in this model offers Stitcher and Pandora apps - not sign of satnav or the cheaper BringGo system offered in other models.Holden Commodore Evoke LPGPrice: from $37,490Warranty: 3 years, 1 year or 100,000km roadside assistEngine: 3.6-litre 6-cylinder, 180kW/320NmTransmission: 5-speed auto, RWDThirst: 11.5L/100Km, CO2 185g/kmKerb weight: 1704kg

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Volkswagen's entry level Golf. This is generation seven of the world's best selling hatch, but you'd be forgiven for not being able to pick it from the old one the exterior changes are subtle.How much?Prices for Golf start at $21,490, although our test vehicle in Comfortline trim is one step up the ladder at $24,990. That price does not include an auto which adds $2500 nor a decent paint which is another $500.What are competitors?You name it. The Mazda3 is Australia's best selling hatch followed closely by the Corolla but many people aspire to own a Golf.What's under the bonnet?A 1.4-litre turbocharged four cylinder petrol engine that produces 90kW of power and 200Nm of torque, the latter between 1400 and 4000 revs. It's mated with a six-speed manual as standard or 7-speed double clutch style DSG transmission as an option.The XDL electronic differential lock is now standard in all models and improves both traction and handling.How does it go?The turbocharged engine offers punch, but throttle response can be jerky in traffic. The brakes can also be quite aggressive.Is it economical?Gets auto stop/start which contributes to the excellent fuel figures: 5.4 for the auto and 5.7 litres/100km for the manual, bearing in mind that it takes premium 95RON petrol.Is it green?Gets 4.5 out of 5 stars from the Govt's Green Vehicle Guide, just a whisker less than the hybrid Prius.Is it safe?No probs here. Gets a full five stars for safety and has done so since 2005, with seven airbags and electronic stability and traction control as standard.Is it comfortable?Golfs are built for big people and bogans like us fit easily. Too bad the plastic cap on the seat back adjustment fell off the first time we used it.What's it like to drive?We're in two minds. Golf nails the figures but the combination of small force fed engine and robotised double clutch gearbox is just not as smooth as a standard setup. As such we didn't find the experience particularly relaxing.Is it value for money?More so now that Volkswagen has adopted fixed price servicing. Comfortline is the one to get with dual zone air, reversing camera, front and rear parking sensors, auto lights and alloy wheels. But it's a $30K car by the time you get it on the road.Would we buy one?Having recently driven the new Mazda3 overseas we'd prefer to drive them back to back before making that call. The 3 is impressive, maybe more impressive than the Golf?

I think I'm in love. I've been singing the praises of Subaru's CVT auto together with its turbocharged petrol engine for a few weeks. Then along comes the Outback diesel with the same CVT transmission and by golly it's a cracker too.PRICE AND FEATURESPrices for Outback start at $39,990 ($42,490 for the 2.0D with CVT) rising to $45,490 for the top of the line Premium (the subject of our test).  The CVT adds $2500 to the price.The entry-level CVT model includes satnav while the 2.0D Premium with CVT adds a variety of features including leather, power adjust driver's seat, an electric sunroof and ‘electroluminescent’ gauges with colour information display.But it's a shame the Outback misses out on a couple of things found in the donor Liberty. For instance the Eyesight safety system is missing and so are heated front seats for those frosty winter mornings.ENGINE AND TRANSMISSIONThe CVT has been a while in gestation but the extra time spent in development seems to have paid dividends. The diesel uses a high-torque version of Subaru's Lineartronic CVT, strengthened to suit the high torque output of the diesel. It's designed to compensate for the narrow power band that typifies diesels that would otherwise see drivers changing gears constantly. The turbocharged 2.0-litre four-cylinder Boxer diesel delivers 110kW of power at 3600 revs and 350Nm of torque between 1800 and 2400 revs.SAFETYFive stars of course even though it misses out on Subaru's acclaimed Eyesight emergency braking system which is yet to be calibrated to work with the diesel engine.DRIVINGThe Outback offers a comfortable cabin, with a high driving position favoured by many drivers and chews through the kilometres with little fuss. We've already notched up quite a few kilometres in this car, travelling up and down the coast some of them with the rear seat down and a load in the back.The Outback takes it all in its stride, with fuel consumption rising perhaps a couple of percentage points to account for the extra weight in the back. The clever thing about this transmission is that it automatically slips into manual or stepped gear mode when you put the boot in, so it feels more like a traditional auto.The rest of the time it's as smooth as silk with no discernible change points, characterised by an engine that turns over at a constant number or revs despite the fact you might be going uphill. It's freaky, but that's the way CVTs work. Fuel consumption is rated at an impressive 6.5L/100km and carbon dioxide emissions at 172 grams/km. We've been getting just under this at 6.4.

Here it is. The all-new singing and dancing Pulsar SSS, a name that set many a boy's heart racing a few years back. Most people will associate the name with the early 90s hatch with its defining high rise rear spoiler and bold, `monster' style SSS decals on the back.The new SSS sheds the boy racer looks, cutting a much more conservative figure but Nissan would probably like to think it holds the same sort of appeal. Maybe, maybe not?Priced from $29,240 for the manual and $31,740 for the auto, it remains an interesting proposition. The price buys you a 1.6-litre turbocharged engine with 140kW on tap, a body kit and 17 inch alloys - but you'd be forgiven for missing the understated kit that does little to lift the car's image.It is perhaps appropriate at this point to mention the option of the cheaper ST-S model, with the same 1.6-litre turbocharged engine priced from $24,990 - minus the body kit and a some other bits and pieces.At the same time we should all fall to our knees and thank the Nissan Gods for getting rid of the ugly, misshapen Tiida and for restoring the Pulsar name - we hate to say we told you so (but we did).Standard equipment this time around includes leather, dual zone climate air, xenon head lights, six-speaker audio and a 5.8 inch touchscreen computer with satnav and a reversing camera - but why no LEDs?The main selling point, the 1.6-litre direct injection, turbocharged four cylinder petrol engine is a detuned version of the unit that powers the Renault Clio Sport, with 140kW of power and and 240Nm of torque from 2000 revs, with a fuel consumption figure of 7.7 litres of fuel per 100km.This compares with the standard 1.8-litre Pulsar's 96kW and 174Nm, but who really cares? The more interesting figures are those for the 1994 N14 SSS powered by a 2.0-litre twin cam that produced 105kW of power and 179Nm of torque, and used 7.0 litres/100km (the increase in consumption can be explained by the additional weight of the new model with its extra safety systems).Several techniques have been used to reduce friction and make the engine smoother. These include a carbon coating for the valve lifters and mirror finish for the camshafts. Low tension piston rings with a hard ceramic chromium nitride coating are also used along with low friction engine oil. The turbo is paired with either the six-speed manual we tested or a CVT style auto with M or manual mode, the latter designed to optomise power versus economy.The car is surprisingly roomy inside, with an impressive amount of rear legroom that does not appear to have been at the expense of luggage space. The cabin is trimmed to a high standard, with faux carbon fibre surround for the centre instrument console while the computer screen is smallish but functional, with support for bluetooth audio streaming. The boot looks tacky in contrast and hides a full size steel spare wheel.It gets a full five stars for safety, with six airbags, electronic traction and stability control, anti-lock brakes, with brake assist and electronic brake force distribution.Our manual test car is likely to be the first choice for enthusiasts and while it generally works well, it can be easy to lose track of gates when banging through the gears. Fortunately the turbo doesn't suffer from the same shocking throttle flair that marks the 1.8-litre manual. There's a tiny bit in evidence, but thankfully not enough to be a nuisance.Driving the car for the first time, it's not the extra power but the significant increase in torque that is immediately apparent.  There's a spring in its step in just about every gear and it can make it difficult to identify what gear you're in without reaching for the gear stick.You can feel the car lift as the tacho approaches 3000 revs and the boost from the turbo kicks in. It's a bit awkward to get off the line cleanly, but offers strong mid-range response where you want it. Fitted with 205/50 17s the tyres look a bit skinny for the car, but do a good job of keeping it glued to the road. It felt flighty at first, but tucks into corners and rounds up nicely even when pushed hard.It's no Golf GTI, but then it's not trying to be (and it's about 10 grand cheaper). The SSS is more of an in-betweenie, with a significant increase in performance but there's still plenty of room for improvement in the looks department - Tiida or no Tiida. 

This is my second crack at this car and in hindsight I may have been a little harsh in my criticism the first time around. The CR-V still lacks any real punch, especially when it comes to steep hills  but on the flat around town it ain't half bad. Fuel economy for a car this size is impressive too.The 2WD manual is priced from $27,490 plus on road costs, with an automatic another $2300. Whether it's this one or the more expensive 4WD 2.4, both models get 17-inch alloys, a reversing camera, rear parking sensors, automatic-off headlights, cruise control, USB connectivity and Bluetooth hands-free as standard.While the eqivalent 4WD is $5300 more that includes the auto which brings the difference down to $3000. Apart from some minor differences, the 4WD adds paddle shifts with the auto but that's about it.The two-wheel drive is powered by a new 2.0 litre i-VTEC engine, while the four-wheel drive powered by a bigger 2.4-litre i-VTEC engine that delivers more power. The 2.0-litre i-VTEC engine delivers 114kW of power and 190Nm of torque.It's hooked up to a  six-speed manual or five-speed automatic. The 58-litre tank takes standard unleaded and fuel economy is a claimed 7.8 litres/100km for the manual and 7.7 litres/100km for the automatic, with CO2 emissions of 182g/km for the manual and 179g/km for the automatic.No worries here. Comes with a five-star safety rating and full gammut of safety systems, including six airbags and electronic stability control. Yes, 4WD is safer, especially in the rain  but 90 per cent of the time it doesn't matter.Our test vehicle was the 2.0-litre five-speed auto. Like the look, like the standard of finish and like the biggish boot, which is larger than that in the Mazda CX-5. The cabin is bright and inviting, with good vision from the high driving position and a dash that is well laid out with chunky, easy to use controls.It's very quiet and smooth, or at least it was to start with. Somewhere along the line our test vehicle developed a shudder in the front end that became worse at freeway speeds. Acceleration is a chore but once it is up and running, everything is fine.The auto swaps a footbrake for the handbrake, which some drivers don't like and in this model the auto doesn't come with paddle shifts.We clocked up about 400km of mainly freeway driving at a rate of 7.7 litres/100km.The two wheel drive is cheaper and uses less fuel, but in this case that is unfortunately at the expensive of performance.  It's the same 2.0-litre four cylinder petrol engine as the Civic, which in itself isn't a problem. but it's 258kg heavier -- and that, I'm afraid, is.A good around town car with a largish boot. But if you're planning any longer trips with the family, I'd be looking at the 2.4-litre all-wheel drive model.

Okay. Time to get into the nitty gritty. After a few thousand kilometres behind the wheel of this car there's not much we'd change -- but no car is perfect.The wife is always a hard marker. Women view cars differently and look for things a man might not see as important, which is why I value her opinion. This time however Mrs Riley had nothing much to say about the Santa Fe, except to ask: "Can we keep it?"Me? I've always got something to say. Six years ago we criticised the car's leather-clad steering wheel for being so smooth it was almost slippery. Ironically, the cross stitching of the leather in our current test model is too prominent - in fact it's almost rough under hand.Please, oh please, Hyundai give us a the option to display the car's speed digitally? It's not a biggy but it's something we always look for, what with the proliferation of speed cameras these days. Digital is always going to be more accurate.One of the highlights of the car as far as I'm concerned is the 7 inch touchscreen computer system that incorporates satellite navigation. It includes SUNA live traffic updates, lane guidance, junction views, speed limits, speed warnings and camera alerts. Also included is a 3-year NAVTEQ MapCare plan, which provides up to two annual complimentary map updates  not that they're updated frequently anyway.Both the Elite and Highlander models get the premium 10-speaker sound system with two door and two rear speakers, two tweeters, two third row speakers, a centre speaker and an 8 inch subwoofer  all powered by an external amplifier.The other major highlight is the Santa Fe's 2.2-litre turbo diesel. Producing 145kW of power and 436Nm of torque in combination with with the auto (421Nm with manual), it's nice and quiet, and barely noticeable inside the cabin. The engine is paired with Hyundai's in-house 6-speed auto, with the facility to change gears manually if desired, delivering a good mix of power and economy.Fuel consumption for the diesel is rated at 7.3 litres/100km and it has a 64-litre tank giving it a theoretical range of 867km. We've clocked up about 3000km so far, with a best of 806km from a single tank. Currently the trip computer is showing 8.4 litres/100km  -- good for a vehicle this size.Also: Hyundai Santa Fe Elite diesel review | long term 1

More than just another model, the launch of Hyundai's sporty i30 SR hatch marks the next step in the evolution of the once unfashionable brand. Now sitting fourth in the Australian market, the “warm” rather than hot version of its best-selling model follows the Veloster SR Turbo and will itself soon be joined by an SR version of the smaller Accent.More sporty models could follow including a more powerful turbocharged version of the i30, in a drive to generate some much-needed excitement for the brand. In fact, the SR project is something of a test case that could have international implications if the idea takes off.VALUEThe manual i30 SR is priced from $27,990 and the auto from $30,190 before on road costs, the latter the same price as the luxury Premium model. Apart from the absence of a sunroof, heated front seats and an electric parking brake, the equipment list reads pretty much the same as Premium and includes a 7-inch satnav system.SR comes standard with 17-inch alloys, sports grille, a rear diffuser, xenon headlights, LED tail lights and SR badges. Inside there's metal-faced pedals, leather/leatherette upholstery, power adjust driver's seat and an auto dimming mirror. It comes in a choice of four colours, of which “Hyper” silver is exclusive to the model. A panoramic glass sunroof is a $2000 option.TECHNOLOGYBased on the five-door shell, in terms of power and performance it sits halfway between the standard car and the funky Veloster Turbo. The SR gets Hyundai's 2.0-litre direct injection engine with 129kW of power and 209Nm of torque, up from 110kW and 178Nm in the 1.8-litre i30.It's the same engine that powers sister Kia's top of the line Cerato and propels the manual from 0-100km/h in 7.7 secs and the auto in 8.6 secs. Combined fuel consumption for the manual is 7.2 litres/100km, while the six-speed automatic returns 7.5 litres/100km. In comparison, the 1.8 is good for 6.5/6.9 litres/100km.Hyundai reveals it has petitioned head office for an even quicker i30 with the Veloster SR Turbo's 1.6 litre turbo engine, but the problem could be supply, as it's having trouble keeping up with demand for the turbocharged engine in the Veloster.DESIGNThe look is understated, perhaps too understated. Aussies love their sports machines and as such they can never be too loud nor too colourful. The wheels are different, but no larger and although the front grille has been changed and a rear diffuser added,  but no body kit.We can only hope they are holding back these goodies for a full-blown turbocharged version down the track? Plenty of work has gone into tuning the ride and handling however, with re-valved dampers and unique front springs. Developed locally for Australian conditions, the SR's sports suspension is designed to deliver sharp, responsive turn-in and improved handling while retaining the i30's supple, rounded ride qualities.SAFETYFive stars -- same as the rest of the i30 lineup. Safety features include seven airbags including a driver's knee bag, Vehicle Stability Management (VSM), Electronic Stability Control (ESC), Traction Control System (TCS), and ABS with EBD and Brake Assist System (BAS). There's also a rear view camera.DRIVINGSports model or not, it's the i30 you want if you're after an i30. With around 20 per cent more power and torque than the standard 1.8, with only penalty to pay in increased fuel consumption  it's a no brainer really. Hyundai has done a great job tuning the ride and handling, with the help of consultant and one time rally champ David Potter. The ride is refined and remains composed, even on choppy back roads and should be adopted across the range.Both the auto and manual are fun to drive, the auto unexpectedly so but the lack of change paddles is disappointing. The Veloster gets them, the Accent SR will probably get them too so why not the i30? The gearing remains unchanged, apart from a slightly higher final drive ratio and the brakes have not been touched either, deemed more than up to the job. The 225/45 series Hankook tyres offer plenty of grip with progressive breakaway.VERDICTIt's good and our pick is the manual, but we can't wait for the turbo. Hyundai i30 SRPrice: $27,990 (auto $2200)Engine: 2.0-litre four-cylinder petrolPower: 129kW and 209 NmThirst: 6.5-7.2 litres/100kmTransmission: six-speed manual and auto, front-wheel drive 

Apart from automatic braking the Volkswagen Up offers little that we haven't seen before. Volkswagen has built plenty of small cars in the past, it's just that we haven't seen them here like the Fox it replaces. But the Volkswagen badge at a bargain price is possibly going to exert a powerful attraction on brand-conscious teens where the look is everything.VALUEStarting price is $13,990 for the three door. Our five door test car is another $1000 and the satnav system which includes Bluetooth is another $500, bringing the total package to $15,490 before on-road costs.For that price you still get hubcaps, but a full sized spare is provided. Alloy wheels are part of the Comfort Style package, which is another $2500. The $500 satnav system tightly integrates with the car. It's a Navigon system just like your phone but you don't get speed camera warnings which is disappointing. We tried five times to transfer contacts from phone unsuccessfully (no contacts, no voice control).It's three cylinder rivals are Nissan's 1.2 litre Micra  -- which is slightly bigger, has slightly more torque but is cheaper and similarly equipped with six airbags instead of the Up's four -- and the Suzuki Alto and Holden Barina Spark, while the four cylinder Honda Jazz and Toyota Yaris just sneak in under the $15,000 mark.ENGINEIt's a 1.0-litre three cylinder engine that produces 55kW of power and 95Nm of torque, delivering that to the front wheels via a five-speed manual transmission. Because it has three cylinders, it is by design inherently unbalanced.  While one piston is going up the other two are going down and vice-versa which means it is not going to be smooth.SAFETYIt gets a full five stars despite the fact it has only four airbags with no bags covering rear seat passengers.DRIVINGIt's surprisingly responsive -- that is, if you work the gears hard and flog the thing mercilessly. The 0-100km/h dash takes 13.2 secs but we were stunned on more than one occasion to leave the traffic at lights behind. But being five-speed manual only, it can become a chore in traffic, but includes a hill holder to make take off easier on a slope. The wheel is not reach adjustable and while the front windows are power operated, the driver does not have a switch for the passenger window.  There are no centre air vents blowing air on to your face and we predict the system is really going to struggle through and Aussie summer.Rated at 4.9 litres/100km, it doesn't use much fuel regardless of how hard you drive the car. After close to 1000km and numerous traffic snarls we were still getting 5.2 litres/100km according to the trip computer. With a 35-litre tank it doesn't cost much to fill either, but bear in mind it takes 95 Premium unleaded which takes off some of the shine.VERDICTIt's kind of cute but you can do a lot better for the money if the badge is unimportant.Volkswagen Up five-doorPrice: from $14,990Engine: 1.0-litre 3-cyl, 55kW/95NmTransmission: 5-speed manual, FWDWarranty: 3 years/unlimited kmCrash rating: n/aDimensions: 3540mm (L); 1641mm (W); 1476mm (H)Thirst: 4.9L/100km 114g/km CO2

Most people understand what a hybrid is these days. It's a car with two engines, one of them an electric motor that helps to make it more environmentally friendly. Not only do they pump out less of the bad stuff, they're also more fuel efficient, especially around town where people do most of their driving. Until now, the main engine has been a petrol one and it begs the question, why didn't they start with a diesel which is more fuel efficient to start with?VALUEPriced from $108,900, exactly $10,000 more than a regular E250 CDI  the E300 BlueTEC is the answer to that question. It's the only diesel hybrid currently available in Australia (not counting buses or trucks) and features a 2.1-litre turbocharged diesel engine together with a 20kW electric motor.Apart from this it is basically the same as the E250 CDI on which it is based. Benz says it sets a new benchmark for fuel efficiency and engine emissions in the large car segment. Standard features include full LED headlights, Active Park Assist, reversing camera, PRE-SAFE Brake with active pedestrian protection, Distronic Plus with Steering Assist and the sports package with 19 inch alloys.TECHNOLOGYThe hybrid system adds about 100kg to the weight of the car. The diesel engine produces 150kW of power and 500Nm of torque while the electric motor delivers and additional 20kW/250Nm. That doesn't mean the total system output is the sum of these figures it's more complicated than that.The combined output we're told is 170kW and 590Nm, the latter from 1800 revs -- sufficient to push it from 0 to 100km/h in a brisk 7.5 seconds (same as E250 CDI). Drive is to the rear wheels through a seven-speed auto.Fuel consumption is a claimed 4.3 litres/100km compared with the E250 CDI that uses 4.9 -- an improvement of just over 12 per cent. Interestingly, that's less fuel than a tiny Smart uses. At the same time CO2 emissions are just 113g/km.DESIGNYou don't lose any boot space with this one, unlike other hybrids. The lithium-ion battery pack is located under the bonnet and the hybrid system or electric machine as it is called is integrated into the transmission housing. But there are two normal 12 volt batteries distributed to locations either side of the boot. The hybrid system is supplemented by other systems designed to reduce fuel consumption and engine emissions. The regenerative braking system feeds surplus energy to the battery when the vehicle is slowing down. The ECO start/stop function can switch the internal combustion engine off, for example when halted at traffic lights.SAFETYWe counted nine airbags along with numerous safety systems that make it a very safe car, with automatic braking, blind spot and lane departure assistance as standard.DRIVINGPerformance is generally strong and while the overall effect is impressive, it is not as smooth as a petrol engine. The car can travel about 1km in fully electric mode and with very light pressure on the throttle the driver can maintain motorway speeds using the electric motor only.In reality however this "sailing" mode is difficult to achieve on anything but flat or downhill stretches, because the diesel kicks back in as soon as there as is a load on the system is detected. During our short test drive we recorded 6.7 litres/100km.VERDICTIt's good, but purely from the point of view of economy or performance it is probably not worth the extra dough. But technology freaks are going to love it and we're not surprised to learn that Benz is now lobbying for a tax break that would be applied for vehicles that use less than 5.0 litres/100km (the threshold is currently 7.0).Mercedes-Benz E300 Bluetec hybridPrice: from $108,900Warranty: 3 years, unlimited kmWeight: 1845kgEngine: 2.1-litre 4-cylinder 150kW/500Nm turbodiesel/20kW250Nm electric (170kW/590Nm combined)Transmission: 7-speed-auto, RWDThirst: 4.3L/100Km, 113g/km CO2

We shed a tear after returning the RAV this week. Now and again you come across a car that is a keeper and this happens to be one of them. The diesel has been a long time coming in the RAV but it has certainly been worth the wait, smooth and economical and a better looker to boot.VALUEPrices for the diesel start from $35,490, $3500 more than the equivalent petrol model -- why so much? Our test vehicle, the mid-range, all-wheel drive GXL, is priced from $38,990. The auto is a $2500 option and takes the price to $41,490 before on-road costs.Standard equipment includes Bluetooth, 6-speaker CD audio, roof rails, a rear spoiler, a cargo net and privacy screen, with a rear seat that reclines and is split 60/40. GXL adds 17-inch alloys, a reversing camera, computer screen, sporty seats, dual-zone climate air, auto wipers, power fold exterior mirrors, keyless smart entry and push-button start.TECHNOLOGYThe 2.2-litre common-rail turbo-diesel delivers 110kW of power and 340Nm of torque, the latter in a narrow band between 2000 and 2800 revs. The petrol model gets a CVT but the diesel is teamed with a traditional six-speed auto, with the facility to change gears manually if desired.There's nothing hi-tech about the setup, but the combination is smooth and powerful and doesn't suck much fuel -- that's all that is required. With a 60-litre tank, fuel consumption is rated at 6.5 litres/100km for the auto. We've clocked up about 4000km over the past few weeks, with the trip computer showing between 7.3 and 7.8 litres/100km.DESIGNBeauty is in the eye of the beholder, but we reckon it's a step forward. The look is sharper, more angular and almost predatory with a strong resemblance to Corolla. Physically, it's larger but because the spare wheel has been relocated from the back door to a position under the car it's actually 55mm shorter.SAFETYRAV scores a full five stars for crash safety. Seven airbags, stability and traction control, anti-skid brakes, while automatic AWD models get downhill assist to help manage slippery descents.DRIVINGThe diesel provides plenty of get up and go, particularly in the low to mid-range where you want it. During normal driving the wagon remains predominantly front wheel drive to reduce fuel consumption. But when things get slippery the all-wheel drive system kicks in to provide sure-footed, four-paw grip.The new model also marks the introduction of Sport mode to spice things up. It adds weight to the steering, sharpens throttle response and delivers a more aggressive gear shift pattern.Rear legroom is generous. Thinner front seats create an extra 41mm of leg space for rear seat occupants but even so our passengers complained the back seat was uncomfortable. Although it looks the same as the more expensive unit the touch screen computer misses out on satnav and the small buttons can be difficult to use when driving. The initial 500kg tow capacity has been lifted to 1000kg or one tonne.VERDICTIf we had to go shopping for a car tomorrow, this would be one of the vehicles high on our shopping list. You can argue the toss about whether the extra cost of the diesel is worth it, but in the long run it delivers a better all-round driving experience and will continue to do so for years to come.Toyota RAV4 GXL diesel autoPrice: $41,490Warranty: 3 years/100,000 kmService interval: 12 months/15,000kmSafety: 7 airbags, ABS, EBD, EBA, TCCrash rating: 5 stars (forecast)Engines: 2.0-litre petrol, 107kW/187Nm; 2.5-litre petrol, 132kW/233Nm; 2.2-litre diesel, 110kW/340NmTransmissions: 6-speed manual and auto, 7-speed CVT; FWD or AWDThirst: 5.6L/100kmDimensions: 4.57m (L), 1.84m (W), 1.71m (H)Weight: 1660kgSpare: space saver (optional full-sized $300)Also: Toyota RAV4 GXL diesel review | long term 1