Articles by Chris Riley

One of the perks of this job is getting to drive cars before anyone else. One of those is the blistering Renault Clio RS 200 EDC, the hot version of Renault's small hatch that's due here early next year.VALUEIt's tempting to call the Clio a little firebrand. But it's a larger, more refined car than before and almost the size of a Golf. Australia is one of the largest markets for Renault Sport products. We love our sports models and with this in mind the local outfit has opted for the harder edged Cup edition.There's no word yet on how much the car will cost, apart from a pledge that it will be less than the current RS 200 that retails for $36,490.TECHNOLOGYThe engine has been downsized. Power in the new RS comes from a 1.6-litre turbocharged four that develops 147kW of power and 240Nm of torque. A version of the same engine will power the new Nissan Pulsar SSS and it is hooked up to a six-speed twin clutch transmission that Renault calls EDC (Efficient Double Clutch). There is no manual.The dash from 0-100km/h takes a rapid 6.7 seconds and the car has a top speed of 230km/h. The RS's most direct competitor is the Peugeot 208 GTi that delivers the same amount of power but considerably more torque at 275Nm. That's on paper.Don't dismiss the RS because it's a cracker, with some lovely snack, crackle and pop from the exhaust and a transmission that blips the throttle on the downchange. Who needs a Ferrari? But in this segment it's all about the figures. In this context you might also like to look at the Polo GTI, Citroen DS3 and Opel Corsa OPC all of them cheaper.DESIGNThe new RS combines benchmark dynamics with carefully optimised fuel consumption. You can say what you like about Renault, but one thing it sure knows how to do is build performance vehicles. The Megane RS 265 is a case in point, one of the finest handling fronties we've ever driven.The design has been refined through racing, so you get a chassis that is a match for the increased performance of the drivetrain. Hell, this thing could take a lot more power without blinking and we look forward to special editions.SAFETYIt gets 5 stars from Euro NCAP, even though it comes with only four airbags, how does that work?DRIVINGYou can't help but love this car. The purists will deplore the lack of a manual, but the EDC transmission is a thing of wonder. We had a short crack behind the wheel over some winding roads outside Paris earlier this year.It was the first time anyone from Australia had driven the harder-edged Cup version on the road. There's two things you need to know. The change paddles are a lift from the Nissan GT-R and fixed to the steering column, so there's no chasing them around the wheel.The second thing is the Renault Sport button that delivers various drive modes including a full track mode with everything off. Having driven the RS on the road we're looking forward to having a second crack on the track.VERDICTA worthy successor to the previous RS. It's larger, sleeker and easier to drive and is sure to hit the sweet spot with discerning drivers.

In an inspired move, Holden has taken one of its utes to the famous Nurburgring circuit in Germany, where it has posted a lap record. In fact, Holden is claiming a world record for the fastest lap of the treacherous 20km circuit by a commerical vehicle.With Holden Dynamics Engineer, Rob Trubiani, at the wheel of the 270kW VF SS V Redline Ute the Aussie icon posted a sizzling 8m 19.47sec lap,  faster than many exotic sports cars costing several times more than the Ute."We came up with a plan to tackle the Nurburgring and break the world record for a commercial or utility vehicle but when we did our research it seemed one didn't exist, so we decided to set a record instead!" Mr Trubiani said."Without a lap record to break, we sat down and calculated what we thought the Ute could do and targeted around 8min 30sec. Initial practice sessions at the track confirmed that was a stretch target so that's what we aimed for.""To slash 11 seconds from that time with an 8m 19.47sec lap was incredible. There may not have been a utility-vehicle record before but I'm proud to say the VF SS V Redline Ute is now the Nurburgring benchmark!"The record lap time was set during a full run of the Nordschleife section of the Nurburgring, a total of 20.8km. The treacherous circuit has more than 170 corners with huge elevation changes and multiple surfaces and there is no tougher test for a car and its dynamics.Stock standard apart from a small amount of additional negative camber dialled into the front wheels (but still within production tolerances) and the removal of the speed limiter, the Ute ran flawlessly for seven days and 35 gruelling laps in total.The only components that required changing during the entire program were tyres and brakes. The ute is fitted with the widest wheels and tyres ever fitted to a mainstream Holden and the first split front and rear tyre arrangement, with 19x8.5-inch front (245/40/R19) and larger 19x9-inch rear wheels (275/35/R19)."If a vehicle can handle The Green Hell it can handle anything and proves yet again that Holden's testing and development processes produce world-class cars with world-class handling," Trubiani said."Being surrounded by mostly European manufacturers at the industry days, the Ute really stood out and I was getting plenty of thumbs up. Plus a few of the more expensive European cars on the track got a shock as this red Aussie Ute flew past them!"Watch the Holden VF Ute vs The Nurburgring -- Part 1: The MachineWatch the Holden VF Ute vs The Nurburgring -- Part 2: The DriverWatch the Holden VF Ute vs The Nurburgring -- Part 3: The Ring 

Although this car is a hybrid it should not be confused with fuel misers like the Toyota Prius. In this case the term hybrid translates into performance and plenty of it, with 268kW of power on tap. Think of the electric motor as a new age turbocharger.VALUEInfiniti is the luxury arm of Nissan -- just as Lexus is to Toyota -- and says it aims to offer something that set it apart from other prestige brands. At $99,900 our M35h GT Premium sedan is the most expensive of the sedans. But, with the S Premium diesel model priced the same, it makes for an interesting choice.The hybrid comes with a swag of luxury appointments like leather, wood grain dash, heated front seats, a heated steering wheel, satellite navigation and a hi-end Bose sound system. The standard wheels are smallish 18s with 245/50 Dunlop Sport Maxx tyres and an alloy space saver spare is supplied. The 16-speaker Bose system features active noise cancellation just like some headphones.TECHNOLOGYThe drivetrain consists of a 3.5-litre petrol V6 that puts out 225kW of power and an electric motor with another 50kW, for a combined total of 268kW (and fuel consumption of 6.9 litres/100km). Maximum torque from the petrol engine is 350Nm, with another 270Nm from the electric motor but a combined torque figure is not provided. It's the same acclaimed 3.5-litre V6 that has seen service in Nissan's 350Z sports car but that has now ben upsized to 3.7 litres. The engine is hooked up to a 7-speed auto that allows the driver to change gears manually, although steering wheel change paddles are absent.DESIGNThe goal is luxury with a sporting bent. If you're in the market for a Benz or a Bimmer, you might want to give this one a look, particularly if you're after something a little different. With drive to the rear wheels the hybrid does the dash from 0-100km/h time of 5.5 secs and is billed as the fastest-accelerating production hybrid in the world.SAFETYIt's designed to get five stars and does so from the American National Highway Traffic Safety Administration (NHTSA) which some might say is a tougher standard than we've got  but as yet it does not have a rating from the Australian NCAP organisation.Suffice to say the car comes with blind spot warning, lane departure prevention, and forward collision warning automatically brakes if a collision is imminent.DRIVINGMove off slowly and the car creeps along in near silent, full electric mode. Apply some pressure to the accelerator and the petrol engine springs to life. Punch the accelerator and it takes off with a satisfying growl from the twin exhausts. This car is a chameleon, a car with two very different personalities. A knob allows the driver to dial in four drive modes: Standard, Eco, Sport or Snow. With each setting the system adjusts throttle sensitivity and transmission mapping to help optimise performance. It's quiet inside but perhaps not as quiet as a Lexus, and this changed quickly over coarse bitumen that generates quite a bit of tyre noise. We clocked up more than 600km behind the wheel at a rate of 8.8 litres/100km.The steering is light and the car is prone to wander unless the driver's attention remains focused. The active cruise control system can be annoying and the speedometer reading seems conservative. Because of the hybrid battery pack's location behind the back seat the boot is cut short but deep, smaller than you'd expect in a car this size.VERDICTIt's comfortable enough and it's certainly got plenty of get up and go, but does not generate the kind of excitement that is going to make you run out and buy one.Infiniti M35h GT PremiumPrice: from $99,900Warranty: 4 years roadside assist, 100,000kmEngine: 3.5L six-cylinder, 225kW/350NmTransmission: 7-speed auto, RWDThirst: 6.9L/100Km, CO2 159g/km

It's a good thing Hyundai's Santa Fe is equipped with seven seats as standard because you never know when you're going to need them. The third row of seats, divided into two seats, are among the largest and most comfortable in the class. They pack flat into the floor when not required but can be easily raised in a matter of seconds. And they're even up to adults on short runs if you're heading off somewhere and only want to take one car.Features include leather and climate control air conditioning, push button start, electric brake, a reversing camera  it's got the lot. The touchscreen navigation system is big and bright and easy to use and the speed camera warnings are a real bonus  it even takes into account the traffic conditions when calculating the route.Santa Fe's 2.2-litre turbo diesel is the diamond in the crown of this car. 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 is rated at 7.3 litres/100km and it has a 64-litre tank giving it a theoretical range of 867km. What a good looking bus. The previous one was a bit curvaceous but this one presents a sleeker, more sophisticated persona. Anyone who has ridden in the back of a 4WD or people mover knows just how claustrophobic it can get back there and that makes air conditioning a must. It's good to see the car comes with front and rear air, with third row airconditioning vents standard across the range.Gets a full five stars for safety, with seven airbags as standard including a driver's knee bag to prevent the lower legs in an accident. It's equipped with electronic stability and traction control, along with Advanced Traction Cornering Control (ATCC), a reversing camera and rear parking sensors.The new electric steering system is speed sensitive, more accurate and quicker to respond. You can even adjust the level of steering assistance but it's really more of a gimmick than anything else. It's fitted with dual flow dampers designed to deliver a smoother ride in normal conditions, but provide a firmer, more dynamic response when required.We've clocked up about 2000km, with a best of 806km from a single tank. The trip computer is showing 8.6 litres/100km  good for a vehicle this size and weight but not quite as good as the original diesel that we tested.We'll get a better feel as the Hyundai Santa Fe stays with us over the next couple of months. Stay tuned.Attracts plenty of comment. Should be at the top of the shopping list for family 4WDs. This is the mid range model but it comes with everything you really need and nothing you don't.Also: Hyundai Santa Fe Elite diesel review | long term 2

The tragics that stick Chevy badges on their Holdens are going to love the new Malibu. Originally designed as a Chevrolet, it probably has more right to wear the gold Chevy bowtie than any other Holden.Shame about the American name (yet again), but you can take comfort in the fact the Malibu was actually designed by an Aussie stylist. Launched this week in Melbourne, the new mid-sized sedan is a replacement for the unloved Epica that disappeared from showrooms a couple of years ago.They say the day Holden announced it had pulled the plug on the ugly Korean duckling a cheer went up in the boardroom. But we remember the Epica as a great holiday car with an enormous boot  - especially the diesel one.Like Epica the Malibu is a car designed to fill a gap in Holden's line-up. Priced from $28,490, it sits between the smaller Cruze and larger Commodore and designed to go head to head with the likes of Camry and Mondeo. At this price it undercuts everything else in the segment, apart from Suzuki's Kizashi which is smaller.There are two models, CD and better equipped CDX  - both available in petrol and diesel form. But the diesel engine adds a hefty $4000 to the asking price and costs more to service.Standard equipment includes the MyLink entertainment system that includes a 7-inch touch screen and nine speakers, as well as Bluetooth, cruise control, auto lights, push button start, rear parking sensors, steering wheel audio controls, power height adjustment for the driver's seat, an electric parking brake and 17 inch alloys.The CDX priced from $31,990 adds leather, dual zone climate air, auto wipers, and heated 8-way power adjust front seats plus 18 inch alloys. Any colour except white attracts a $550 extra charge.Nothing new here. There's a choice of two engines, both of them paired with a six speed auto. The 2.4-litre four cylinder petrol engine is a lift from Captiva and fairly old tech, with 123kW of power and 225Nm of torque, and delivering fuel consumption of 8.0 litres/100km (we got 9.2).The 2.0-litre turbo diesel is a lift from Cruze, with 117kW of power and 350Nm, and fuel consumption of 6.4 litres/100km (we got 7.0).The MyLink entertainment system is being rolled out across the Holden range and includes apps for Pandora internet radio and the Stitcher podcast program, but you need a mobile phone with a sizeable data plan to really make full use of it. Satellite navigation is not available at this stage, but will be added later along with voice control (they're still ironing out the bugs).It sits on the same platform as the Opel Insignia and recent Saab 9-5. They say Malibu's athletic stance was inspired by Chevrolets of the past including the Camaro that was also styled by the Holden design team.Exterior designer Justin Thompson said the brief as to design a car that would stand out in the busy and often bland mid-sized segment. The rear end design with its twin Camaro-style tail lights was actually the first draft for the rear of the new Commodore.The front facia has been totally restyled for Australia to give the car a Holden look and so that it will fit in with the rest of the range. Inside the look is sporty, with lots of brightly coloured blue instrumentation - perhaps a little too bright.A reversing camera is standard across the range. Gets the maximum five stars for safety with six airbags and a full complement of safety systems including electronic traction and stability control along with anti-lock brakes.The engineers have spent a lot of time and effort "Australianising'' the car, calibrating both the transmission and ride and handling settings at Holden's Lang Lang proving ground. An emphasis was placed on selecting the right tyre for the job.The suspension and damper settings which are oriented towards comfort are unique to Australia and it shows in the way the car soaks up the bumps, undulations and pot holes that characterise our secondary roads.The 2.4-litre petrol model is the pick of the pair and works well in tandem with the second generation six-speed automatic. The auto always seems to find the right gear and there is enough in the kitty for overtaking too.But the sequential change takes some getting used to, with a switch on top of the gear selector that does not fall comfortably to hand. Push left with your thumb and it changes down, right and it changes up again  - but who's really going to bother using it anyway?The hydraulic steering in the diesel is much too light and not nearly as good as the speed-sensitive electric system in the petrol model, which grows heavier with speed. By the way, the diesel at $4000 more, is much too expensive to be a realistic alternative, especially where  private buyers are concerned. It will however appeal to fleet operators where the cost can be built into the deal.It sounds and feels too much like a truck anyway. And if you want more power, there's always the Commodore. The boot is large but shallow due to the full size but temporary spare, with a rear seat that folds down for longer loads. The spare is optional - a can of goo to reinflate the tyre is standard. The tow rating of the car is 1200kg.

We'd forgotten just how good this car is, a real standout in one of the fastest growing segments of the market. What's more, the Sportage is now available with satellite navigation and it includes speed camera warnings. Really the biggest decision you have to make is not whether to buy the car (that's a given) but whether to get the petrol or the turbodiesel model  -- they're both very good.THE PETROLThe 2.4-litre four cylinder petrol engine delivers 130kW of power and 227Nm of torque and uses fuel at the rate of 9.2 litres/100km. There's also a smaller 2.0-litre petrol engine in the entry Si model but for the purposes of this test we're looking at only the two top of the line Platinum models.THE DIESELThe 2.0-litre four cylinder turbo diesel is cracker, good for 135kW of power and 392Nm of torque, with fuel consumption of the 7.5 litres/100km. It gives nothing away to the petrol engine in terms of power and walks all over it in the torque department. It's the torque figure that's important because this is the stuff that makes V8s so effortless to drive.TRANSMISSIONSBoth the 2.4-litre petrol and 2.0-litre turbodiesel engines come with a six-speed automatic. The driver can change gears manually or simply leave the thing in D (but there's no change paddles) We found the petrol model at bit busy for our liking.THE DRIVEThe petrol model is really toey. At times it feels like a dog straining at the leash and this can be annoying. In contrast the diesel is smoother and more relaxed, with more linear power delivery. The only time you hear it rattle is at idle with the windows wound down.The new 7 inch touch screen satnav unit is a breeze to use, with bright easy to read graphics and a host of other features. For those interested both the petrol and diesel models can tow a 1.6 tonne, braked van or trailer.GOODIESBoth cars are identically equipped, with leather and climate air conditioning, a full array of airbags and safety systems, plus rear parking sensors and revesing camera as part of the satnav unit. Both front seats are heated and the driver's seat can also be cooled as well as being power adjustable.Bluetooth with audio streaming is standard along with a 7-speaker audio system that includes a separate amp and subwoofer. Full iPod connectivity is offered along with two power outlets in the front console. The car feature LED running lights and rides on 18-inch alloys and 235/55 rubber with a full sized alloy spare.  The killer techno orange paint job by the way is $520 extra.DECISIONSIf money is no object, we'd suggest the diesel model. It offers a great combination of power and economy. And diesels are noted for their longetivity so it's the gift that's going to keep on giving  year after year.But it is $3000 more and for some people this could be a deal breaker. Do the sums and you'll discover it takes many thousands of kilometres before they break even. Like we said however they're both very good and we're sure you won't find the petrol engine disappointing.

It's been a long time coming but Toyota has finally delivered a diesel version of its popular RAV4 sports wagon. Priced from $35,490 the diesel is $3500 more than the equivalent petrol model. As such, it will probably account for only a small number of sales  but we could be wrong?VALUEThe new RAV4 comes in two and four-wheel drive, with a choice of three engines, three transmissions and three trim levels: GX, GXL and top of the range Cruiser. Our test vehicle is the mid range, all-wheel drive diesel GXL priced at $38,990 with the optional $2500 auto fitted which brings 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.  Steel wheels are standard and all-wheel drive models get a sound-deadening windscreen.Our GXL adds 17-inch alloys, a reversing camera, computer screen, sporty seats, dual-zone automatic climate control, rain-sensing wipers, power-retractable exterior mirrors, keyless smart entry and push-button ignition.TECHNOLOGYThe 2.2-litre common-rail turbo-diesel pumps out 110kW of power and 340Nm of torque from 2000 revs. The two-wheel drive petrol models gets a CVT, but in this case it's paired with a traditional six-speed auto with the facility to change gears manually.Fuel consumption from the 60-litre tank is rated at 6.5 litres/100km for the auto. The auto can tow a 500kg load (manual 550kg). Toyota has announced that the braked tow rating of all RAV4 diesels will be upgraded to 1000kg from July 2013 production, but this figure still lags behind the 1500kg rating carried by 2.5 litre petrol models, and well behind most of its rivals.DESIGNLike the new Toyota Corolla, the styling is edgier and attractive, but it looks suspiciously like a Mitsubishi Challenger from the back. Nothing like one to drive though, with sharper driving dynamics that include a new all-wheel drive system and selectable Sport mode on most models. It's 55mm shorter too, after the relocation of the spare from the door to a position underneath the rear.SAFETYRAV4 scores a full five stars for crash safety from the Australian NCAP organisation. Seven airbags, stability and traction control, anti-skid brakes, tilt-and-telescopic steering column and cruise control are all standard equipment, while automatic AWD models get downhill assist to help manage slippery descents.DRIVINGIt's early days yet but our initial impression is favourable.  It's a delight to drive, comfy and roomy inside and the torquey diesel provides plenty of oomph, 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. When things get slippery the all-wheel drive system pushes power to the rear wheels for sure footed, four-paw grip.Sport mode contributes to better handling and a more dynamic, sporting drive by decreasing power-steering assistance to give the driver a more direct feel. It also sharpens throttle response and adapts the control logic for the automatic and CVT gearboxes to allow for more responsive gearshifts.It's too early to report on the long-term fuel consumption -- we'll be back in the near future to tell you about that -- but it's sure to be better than a petrol model.VERDICTSo far so good. It's been quite a while since we last drove a RAV4, but this one feels like a keeper.

Kia has had a couple of cracks at the compact people mover concept. The first, Carens, which nobody probably remembers was cheap and nasty. The second, the Rondo 7, launched in 2007, was moderately successful based primarily on price. This latest one however might have what it takes to go all the way, a premium product with looks to match  at least it seems so.Priced from $29,990, it comes with seven seats and a choice of petrol or diesel engines, both of them with a six speed auto. There's three models  Si, SLi and Platinum (but at this stage you can't get a Platinum with a diesel engine).Standard kit includes airconditioning, Bluetooth, rear spoiler, burglar alarm, automatic headlights, flex steer adjustable steering, reverse parking sensors, a reversing camera, multi-function computer and six speaker audio with USB/AUX inputs.Cruise control, also standard, also comes with a speed limiter that permits the driver to set a maximum speed that the car will not exceed (handy in some situations).The SLi with leather, climate air and larger wheels is $33,990 and the Platinum with all the fruit including sunroof, sat nav and cooled/heated seats and a heated steering wheel and larger wheels again is $38,990. Diesel powered Si and SLi are $32,490 and $36,490 respectively.The 2.0-litre GDI direct injection petrol engine delivers 122kW of power and 213Nm of torque, with fuel consumption that is rated at 7.9 litres/100km. The 1.7-litre turbodiesel is good for 100kW and 320Nm at a rate of 6.4 litres/100km.Both engines are a lift from parent company Hyundai's i40 sedan, but in a slightly different state of tune. They're a far cry from the previous model's 2.0-litre four cylinder engine that produced 106kW/189Nm and was paired with a four speed auto.Kia says the new engines have been calibrated to deliver more torque for their new role. Entry level Si models can be distinguished by 16 inch alloys, mid-level SLi by 17s and top of the range Platinum 18s.Rondo has a 58 litre tank, takes ordinary unleaded and can tow 1400kg (or 1500kg in the case of the diesel). A space saver spare is standard across the range.It's better looking, even attractive from some angles, appearing more like a large hatch than a people mover and as such should avoid any of the stigma attached to driving a people mover. But the third row of seats are strictly for small children only, with insufficient legroom for adults.Rondo is purpose built to accommodate 30 something couples with kids that are less than 13 years of age. If you've got teenagers in the tribe, think Carnival.At 4525mm in length, the new Rondo is actually slightly smaller in every dimension than the car it replaces, but clever packaging creates a more useable interior. The car sits on an extended version of the Cerato platform, although not part of the Cerato family.Boot space increases by 17 percent and the cargo area is 24mm longer and 48mm deeper, with a bumper that sits 15mm lower for easier loading, with seats that pack flat including the front passenger seat for longer loads.But we can't help wonder why a car designed to carry seven people, with three rows of seats  does not have airconditioning outlets for the third row? That's just silly. Direct competitor Toyota's Prius V suffers from exactly the same problem.That's an interesting question. It's designed to get five stars, with a full suite of safety systems, but how do you give five stars to a vehicle with airbags that don't provide coverage for passengers in the third row of seats?Six airbags including curtain airbags are fitted, but extend only as far as the second row passengers. It's not just about passing the test.The driving experience is very car-like. It sits lower and a has a lower centre of gravity than an SUV, but still offers a higher driving position than a sedan with excellent all round vision.The diesel is the pick with its extra torque and better economy, but commands a $2500 premium over the petrol engine. The thing is though that because you can't get a Platinum diesel, you can't get a diesel with satellite navigation either of any of the other extras that go with it  something of an oversight.But GPS units are relatively cheap these days so it's not a deal breaker. If there's demand, Kia might add one later  but that would take the price of the car over $40,000 and into Carnival territory.Not bad. Looks the goods and should appeal to a wider cross section of the community, especially those who need the extra seats but don't want to be seen driving a people mover.

With its mid-mounted engine you could argue the Porsche Cayman is a better proposition than the hallowed 911. It's certainly better balanced, with incredible mid-corner poise that makes great drivers out of ordinary ones.You've got to wonder however whether Porsche has arbitrarily limited development of the car to prevent it from challenging the 911? The potential is certainly there.VALUEYou can get into the two-seat Cayman from as little as $115,500, or the more powerful Cayman S version from $150K. That's almost $80,000 less than a 911 Carrera and, as much as we love the naturally aspirated Carrera  we'd take the Cayman every time (unless you're a wally). There's just no downside.In fact, we'd even be happy with the entry Cayman and wack on a few options like larger wheels and the PDK auto. PDK is an extra $4990, Sports Chrono $3890, PASM active suspension management $2710, and a set of 20 inch wheels $5420 (18s are standard). The $4790 sports exhaust system would be tempting too  not that it doesn't sound fine to start with.TECHNOLOGYBoth engines develop maximum power at a higher 7400 revs. They're up to 15 per cent more fuel-efficient thanks to direct injection, along with thermal management and electrical system power recuperation.Cayman gets a 2.7-litre boxer six with 202kW of power and 290Nm of torque. In standard form it does the dash from 0-100km/h in 5.7 seconds, 5.6 secs with PDK or 5.4 seconds with the optional Sports Chrono pack.Cayman S on the other hand is powered by a larger, 3.4-litre flat pack six with 239kW of power and 370Nm of torque and is capable of putting away the dash in 5.0, 4.9 or 4.7 seconds respectively (with the same options added).A six-speed manual is standard while a 7-speed PDK twin clutch transmission is optional. Fuel consumption for the two engines is 7.7 and 8.0 litres/100km respectively (both with the auto).DESIGNWith this model Porsche has moved to put some distance between it and its convertible twin the Boxster. The look is wider, lower and more aggressive, with larger air intakes at the front. New from the ground up Cayman is 33mm longer with a 60mm longer wheel base and a 40mm wider track.Almost half of the car is now made of aluminium making it 30kg lighter than before and 5kg lighter than Boxster. It also more powerful than a Boxster, at least in standard form.Porsche Australia boss Michael Winkler said if you liked the previous model, then you'll find this one is a "huge" step forward. "It has more presence and is not as much of a toy" he said. "It's a fully blown sports car now."SAFETYIt may be quick but it's also as safe as houses, with a full suite of safety systems and more powerful braking.DRIVINGThere's nothing disappointing in the way the smaller engined car performs. The big decision is whether to get the automatic. If you do a lot of city driving, then it will have to be the auto. If not then you may enjoy the greater involvement offered by changing gears manually  after all this is a driver's car.The other big difference between the two cars we drove was in the size wheels and PASM active chassis management system. PASM is great way of modulating the ride, even with 20s fitted  but you can still leave it in sport for sharper throttle response.VERDICTWhat's not to like? It's lighter, stronger and more powerful than before and quicker than the car it replaces. It even uses less fuel thanks to the addition of auto stop/start (don't panic you can turn it off).Porsche Cayman PDK (automatic)Price: from $115,500Warranty: 3 years/100,000 kmEngine: 2.7-litre six cylinder petrol; 202kW/290NmTransmission: 7-speed twin clutch auto; RWDThirst: 7.7L/100km, 180g /km CO2Dimensions: 4.3m (L), 1.9m (W), 1.3m (H)Weight: From 1319kgSpare: none

The chances of Toyota adding a diesel to its funky FJ Cruiser are about none and buckleys. In fact, there might not even be a new FJ, Toyota Australia boss Dave Buttner revealed."It has not been decided yet whether there will be a second generation," he told Carsguide at the launch of the updated FJ, which arrives two years after the SUV was launched here.VALUEOriginally designed for the North American market, the FJ is offered in a single grade with plenty of goodies. It features part-time four-wheel-drive, a V6 petrol engine and five-speed automatic, with a choice of nine colours  all of them with a white roof.Apart from its arsenal of off road systems, the Cruiser features steering wheel audio controls, multi-information display and 8-speaker audio. The upgraded FJ is priced from $47,990 ($3000 more than its launch price). Metallic paint is an extra $475.TECHNOLOGYFJ Cruiser sits on the same platform as the Prado off road wagon. The 4.0-litre petrol V6 is a lift from Prado, with 200kW of power and 380Nm of torque.Weighing up to 270kg less than Prado, the FJ's economy is rated at 11.4 litres/100km. The FJ was offered originally with a 72 litre tank, but that has now been boosted to 163 litres, with the addition of a second 87 litre tank.That gives the FJ a theoretical driving range of 1394km under ideal conditions. Note too that it takes premium unleaded.DESIGNA nod to the original FJ40 built from the 60s and used in construction of the Snowy Mountains Scheme, the car is described as a reinterpretation rather than a retro model.But few people would remember the original FJ40 anyway. A five-seater, the FJ features smaller, rearward-opening "suicide" doors at the back to provide easy entry. The doors are cool, but maybe not entirely practical, not when you need to open the front doors first to get in or out.A full-size spare is mounted on the rear tailgate, but in a hangover from its North American origins the side-hinged tailgate opens right to left. This puts you on the wrong side of the door when parked by the side of the road.SAFETYAs far as we know it doesn't have a crash rating, but comes with the usual range of safety features including six airbags, a reversing camera, Vehicle Stability Control (VSC), ABS brakes with electronic brake-force distribution (EBD) and Brake Assist (BA).DRIVINGIt's an appealing package but vision is limited from the small windows, especially over the shoulder. With short front and rear overhangs, 224mm of ground clearance, low-range gearing, traction control and a rear diff lock, the FJ is certainly equipped to tackle the rough stuff.It's off-road credentials have been further enhanced in this update with the addition of CRAWL control. It works up to a speed of 25km/h and once engaged takes control of the brakes and throttle, whether you're travelling up or downhill.A speed-selector dial on the overhead console provides a choice of five speeds. Our test vehicle was fitted with satellite navigation, but the touchscreen controls are really too small for easy operation when driving. And, although it shows the current speed limit, it does not tell you what speed you are actually doing  unlike some.VERDICTGreat fun. You get the feeling Toyota is not too concerned about the lack of a diesel, but the extra range offered by the second tank will allay the fears of those who actually take their vehicles off road.