Articles by Chris Riley

A hard core military style vehicle, Land Rover has been producing the Defender for nigh-on 60 years, with 25,000 examples sold in more than 100 different countries and in over 100 different variations each year.But the past is finally catching up with this British icon, which could well be nearing the end of the line — deemed no longer safe by modern standards.In the meantime, however, Land Rover has produced a special 60th anniversary model, complete with Recaro seats which incidentally are heated.It's almost a contradiction in terms.Only 82 of the individually numbered Defender 110 SVX's will be sold in Australia, out of a total 1800 units worldwide, making it a highly collectable version.It's a striking looking vehicle finished in glossy black with contrasting metal trim.While the SVX bears a strong resemblance to its 1948 predecessor, many of the features have never been seen in a Defender before — things like aforementioned Recaros, satellite navigation, leather steering wheel and iPod compatibility — to name a few.In addition the SVX features satin black 60th decals, five-spoke alloy wheels, tubular side-steps, reinforced aluminium bash plate, sunroof, aluminium gear knob, and a Clarion audio system with a separate sub-woofer and amplifier.But don't get the wrong idea because this is no suburban taxi.No sireee. It's built for strength, reliability and ease of repair.We can verify the latter because we managed to punch a hole in the crankcase of one last year.It was back on the road within the hour after plugging the hole with metal putty.Anyone who has ever driven one of these vehicles can attest to the love-hate relationship that many drivers share with their cars.It can be a pig to drive, especially in traffic, where it's more like a truck than a car with low gearing and a terrible turning circle _ but off road it has few peers.Defender is not as you may think powered by five, but by a 2.4-litre four cylinder diesel that produces 90kW of power and 360Nm of torque.The engine is hooked up to a six-speed manual transmission, with drive fed to all four wheels.It sits on a separate ladder chassis, preferred for off road work, with a full time four wheel drive system and low range gearing.It even comes with traction control and anti-lock brakes.The wagon has a maximum speed of 132km/h and uses 11.0 litres of fuel per 100km.Zero to 100km/h takes a long time _ 15.8 seconds.It's a big sucker at 4639mm in length, weighing in at just over two tonnes and standing just over two metres tall.Torque is normally split evenly between the front and rear wheels, but it can transfer up to 100 per cent either way as required - unless the conventional centre diff is locked.Front and rear diff locks are optional.Ground clearance is an impressive 314mm and it has a wading depth of 500mm, which combined with short front and rear overhangs, means this truck can go almost anywhere.The limited edition SVX is priced from $63,320 and that includes seven seats, but you'd better be quick because there's not many of them left.

That about sums up the fortunes of Volkswagen's other brand in Australia.And, after driving the latest Octavia, you've got to wonder what it is the Czech arm of company has go to do to get across the line?The cars look terrific, perform very well and outpoint the opposition in almost every department — but the company is still struggling to register a blip on the Aussie radar.Maybe the simple truth is that there's nothing it can do to get noticed? Maybe it's just got to keep plugging away, making sure to dot the i's and cross the t's — maybe it's just a question of time.The new Octavia, available in liftback and wagon forms, is a quantifiably better car than the one it replaces, particularly the way the cars are finished inside.At the same time it has lost none of the sporty dynamics that come with a company that has a long history in motorsport.Drivetrains and pricePrices for the new Octavia start at $26,990 for the 1.6-litre liftback, a car that looks like a sedan but is actually a hatch with a rear that opens to reveal an enormous boot.The engine itself is a lift from the previous Golf and is paired with a five-speed manual in standard form, replacing the previous 1.9-litre diesel entry level model.A six-speed auto is optional.That's $3000 cheaper than before and the price might just be low enough to hook some small car buyers, looking to step up to a Euro.You can argue that its hand me down Volkswagen technology, but it's still very good technology nevertheless.The real jewel in the Octavia crown is the new 1.8-litre turbocharged four cylinder petrol model with its brand spanking new 7-speed DSG transmission. The 1.8 is also available with a six-speed manual.The engine has been seen in some Audis before, but the robotised twin clutch manual is the very latest technology, filtering through the Audi and Volkswagen lineups as we speak.It's capable of delivering an impressive 6.7 litres/100km in fuel economy.The third engine that rounds out the line up is the 2.0-litre TDI turbodiesel, another lift from Volkswagen but not the latest one, delivering 103kW of power and 320Nm of torque and 5.7 litres/100km. It's also available with a six-speed manual.We got to drive both the petrol models at the launch of the new Octavia this week in Adelaide.The car has been freshened up with new lights front and back, larger exterior mirrors and a bolder radiator grille.But it's the higher standard of finish inside where the changes are most noticeable.With 75kW of power and 148Nm of torque, the 1.6 is never going to set the world on fire — but it's not disappointing either.DrivingOur test car was the 1.6 manual. If you're in the market for a Euro, only interested in getting from A to B and it's in your price range, then look no further.The clutch and gear change are light and easy to use, and once you get the hang of it — it's easy to drive around the engine's lack of torque by piling on the revs.The 1.8-litre turbocharged engine produces 118kW of power and 250Nm of torque and, paired with the DSG transmission, can whisk from 0-100km/h in 7.9 seconds.At 6.7 litres/100km, it produces even better economy than the smaller 1.6.Performance from the turbocharged engine is reasonably strong, with maximum torque available from 1500rpm, but we found the ride a little floaty when pushed hard.It misses out on paddle gear shift buttons which have probably been reserved for the sportier RS model later in the year.The previous Octavia had a four-star safety rating, but this one with the addition of curtain airbags is expected to score a full five stars when it is tested.Standard equipment includes six airbags, anti-lock brakes and electronic stability control.There's also cruise control, a trip computer with distance to empty and audio controls on the multi-function steering wheel.An AUX input for audio devices is standard across the range, but if you want full iPod compatibility it's going to cost you another $240 for the mobile device interface.

The eagerly awaited five-seater joins its larger sibling the Q7, looking not unexpectedly like a smaller version of that wagon.Following close on the heels of Volvo's new XC60, it will compete in the rapidly expanding, mid-sized, premium soft road segment — a segment until recently dominated by BMW's X3.Priced from $59,900, Q5 comes to market with a choice of four engines, all teamed with Audi's new 7-speed S tronic automated manual (the equivalent of VW's acclaimed DSG twin clutch box).Two engines will be available initially — a 2.0-litre turbocharged petrol four and 3.0-litre turbodiesel V6, with a 2.0-litre diesel and 3.2-litre petrol V6 to come.With low fuel consumption, the 2.0-litre diesel avoids luxury car tax and will be priced the same as the four cylinder petrol model, with the 3.2-litre V6 $69,900 and 3.0-litre diesel $71,900.Audi launched the Q5 this week in the dry but beautiful Snowy Mountains where we were able to drive the cars over a combination of dirt and bitumen roads, with some light off road stuff thrown in.Originally, it had been planned to drive the cars across continent, as the company did with Q7, but in the current financial climate the plans were reluctantly shelved.The Q5 came though with flying colours, with ride and handling that is more like a car than a four-wheel drive.It is aimed at well heeled buyers who like to get out and about but have no need for a third row of seats.Q5 is 4.63m long, 1.88m wide and 1.65m high, with the longest wheelbase in the segment.With 200mm of ground clearance, it is underpinned by Audi's trademark Quattro all-wheel drive system, which is a fulltime system with a 60 per cent bias towards the rear wheels.Considering its 1740kg bulk, performance even from the entry level four cylinder petrol engine was surprisingly strong.It's the same turbocharged four that will power VW's new GTI, with power up from 147 to 155kW, but torque pegged at 350Nm.With direct fuel injection, it features Audi's new valvelift system (AVS) which varies valve lift for increased power output and optimum fuel economy.The dash from 0 to 100km/h takes 7.2 seconds with fuel economy a claimed 8.5 litres/100km.The 3.0-litre V6 turbo diesel features third generation common rail technology, delivering 176kW and 500Nm of torque from 1500rpm.The diesel feels heavier in the front but can still dispatch the dash in just 6.5 seconds, at a rate of 7.5 litres/100km.The cars we drove were equipped with variable suspension and some with variable steering too — both of which are optional.The steering is responsive and handling is sharp, with plenty of grip from the 18in 235/60 Bridgestone rubber, allowing the car to be pushed hard with confidence.It's a PR nightmare when something goes wrong on a launch and as Murphy's law would have it the power steering failed on two vehicles within minutes of each other after a section of off road.Audi is yet to identify the cause of the failure, but the two vehicles were immediately shipped back to base for a thorough inspection.Other than that, the Q5 performed impeccably.The stability control system cannot be turned off entirely, but has a special off road setting that attenuates braking and engine intervention to provide maximum traction.The stability system can even compensate for the weight of a luggage pod fitted to the roof bars.Inside the car is finished to the usual high Audi standard, with a rear seat that slides 100mm and splits 40:20:40, with a front passenger seat that folds down to accept longer loads.With 540 litres of luggage space, it has the largest load carrying capacity in its class.It is equipped with a space saver spare wheel.The Q5 can be optioned with a host of accessories including a sophisticated entertainment and navigation system complete with 40Gb hard drive.Standard equipment includes a 180 watt 10- speaker sound system, but Bluetooth and iPod connectivity remain optional.

The previous model was pretty good but this one raises the bar with more power, better economy and the same sporty dynamics.Power comes from a 1.4 or 1.6-litre four-cylinder petrol engine, depending on which transmission it is linked to.For some strange reason, if you want an automatic, then you are stuck with the smaller one - weird, but that's the way it is.For those who don't know, Ford owns Mazda and this car actually sits on the same platform as a Mazda2, itself a very good hatch.But that's where any similarity ends, because Fiesta is a fraction longer and wider and mechanically the two don't share components.Basically, what you're getting is the same excellent driving dynamics as the Mazda but in a funkier package.Unlike Holden, Ford has sourced this car from Europe and it shows.Though it probably costs them more, it's sure to pay dividends in the longer term because it's much better to drive.Fiesta is built in Germany but the company is planning to switch production to Thailand in the near future which, because of the Free Trade Agreement that exists between our countries, might mean lower prices ... but I wouldn't hold your breath.Our test car was the five-speed manual, with larger, more powerful engine.The 1.6 produces 88kW of power and 152Nm of torque.That is pretty good for an engine that's not turbocharged. It is not class leading but better than, say, a Barina or Hyundai Getz which are both competitors.A 1.6 and a five-speed are not exactly cutting edge technology, but the thing is they just work so well together making the car fun and rewarding to drive.This is the top of the line Zetec with three doors and all the bells and whistles.It looks a little different, with different front and rear bumpers, a different grille, and the addition of a body kit, rear spoiler, and larger 16-inch alloys. You can even get optional 17s.The Zetec comes with all the usuals, plus cruise control, voice-activated Bluetooth and a sound system with steering wheel audio controls and USB port.Prices start from $15,750 but this one is going to set you back $20,250 plus on-roads, of course.Getting into the car for the first time I was impressed with how comfortable the seats were. The partially leather-wrapped wheel has a nice, chunky feel that fits snugly in your hands, with a gear shift right there at your fingertips where you want it.There is plenty of hard plastic if you go looking for it, but all the surfaces you're likely to touch have been trimmed in soft material.The interior is dominated by the wild looking centre console, with small computer screen at the top.It takes a while to work out where everything is but it groups everything in one place.In terms of safety the Zetec gets the full Monty, seven airbags including one to protect your knees, electronic stability control and anti-lock brakes.The rear brakes are drums, but it doesn't seem to hinder braking performance.Economy for the manual is rated at 6.1-litres over 100km. It takes standard unleaded and, with a 43-litre tank, that means it's going to take less than $50 to fill up at today's price of about $1.10 a litre.During testing we were getting 6.7-litres/100km.I get to drive a lot of really fast and expensive cars as part of my job. It can make driving a hatch like this a bit of bore, but there's nothing boring about the Fiesta. It comes highly recommended.

Right now you can get your grubby little hands on a red hot, limited edition GTI Pirelli that's going to knock your socks off.With 169kW of power to call on instead of the regular car's 147, the Pirelli is just what the doctor ordered.It follows in the tradition of the original Pirelli launched way back in 1983, based on the first generation, second series GTI.That car quickly achieved cult status and now, 25 years later, the new Pirelli is sure to set a few hearts beating faster too.In Australia, the GTI is Volkswagen's best selling model.With special 18inch Pirelli wheels and tyres, the Pirelli can sprint from 0 to 100km/h in 6.6 seconds and has a top speed of 245km/h.It's available in three and five door configurations and in a variety of colours . Inside, there are plenty of goodies too, but the highlight of the show has to be the special Pirelli sports buckets with their cool, tyre tread pattern that runs down the centre.Drivetrain The Pirelli's turbocharged, direct-injection 2.0-litre engine is currently the most powerful four cylinder petrol unit offered by Volkswagen, but it comes only with VW's DSG gearbox. There is no manual.Maximum power of 169kW is produced at 5500rpm and maximum torque of 300Nm is available across a wide band, from 2200 through to 5200rpm.Chassis, brakes and ESP combine for a well-balanced package, fitted with the latest generation of 225/40 series P-Zero tyres.The DSG box works like an auto, but it's really a robotised manual with two clutches and a computer to do the work of your left foot.Believe it or not, it even blips the throttle on downchanges when you're in sport mode.You've got the choice of leaving it in D, putting it into the more aggressive sport mode or changing gears manually, either with the shifter or tiny wheel mounted change paddles.It's quick, there's no denying that, but we'd still prefer a manual, only because we find the drive more engaging.Bumpers and side skirts are colour-coded, visually setting the GTI Pirelli apart from the standard GTI.Driving The Pirelli is quick, much quicker than a standard GTI, but perhaps not quite as quick as a WRX, at least off the line.Corner to corner, however, there's not much in it.Drive is through the front wheels with electronic stability control to keep things in check.The steering is precise and the car responds quickly to the throttle, with strong roll on mid range acceleration where you want it.You can push it hard through corners with confidence and the brakes are equally impressive. They're not Brembos, but they feel like them.Give the price some people are going to say why bother? Why not get an R32 and be done with it.We've driven both and we reckon the GTI is the pick.It's lighter, feels more agile and is better suited to the demands of city driving with its turbo boost for short, sharp bursts of power.Apart from missing out on a manual, our main gripe with this car concerns the ride qualityCompared to other Volkswagens we've driven, it's harsh and can even become annoying at times.Volkswagen has always had the happy knack of delivering a smooth ride that magically firms up in corners, but not this time.All is forgiven, however, as soon as you hit that first set of bends.Golf GTI Pirelli is priced from $47,490 and $48,990 respectively for three and five-door models. 

In the case of an older vehicle as our photo shows, you're probably going to wind up dead.It shows the result when two Holden Astras collide head on — one of them an early, rebadged 1989 Nissan, the other a modern 2003 European-designed Opel, complete with airbags.The test was conducted at the RTA's Crashlab facility in western Sydney and the results are not pretty.Fotunately, car safety has come a long way in recent years.Back in the 80s when the Nissan was built cars simply did not have the same kind of structural integrity as they do today and they certainly weren't equipped with airbags — at least this one wasn't.These days cars are constructed around an extremely strong safety cell, around which the car is designed to crumple progressively while preserving the safety of those inside.That's the first and main line of defence.The second is the seatbelt which is designed to hold occupants in their seat, preventing them from being thrown forward and out of the vehicle or striking their head or any other part of the body.The third and most recent line of defence is the airbag which provides a gas filled cushion between the occupant and the car, or any objects that intrudes into the safety cell.The bag deploys in a split second as contact occurs, but stays inflated just long enough to do its job.Airbags significantly reduce the risk of serious or fatal injury, although there are minor risks from their deployment in low speed crashes.Check out the full shocking video of the two Astras crashing head on at a speed of 64km/h if you go to our website.Initially conceived as a replacement for seatbelts, airbags were introuced for passenger cars in the mid 70s in the united states when seatbelt use was very low.Benz patented the device in 1971 but it was not introduced in a production model until 1980 with the high end S-Class.In Australia, Holden put the first airbag in a Commodore in 1993.Rather than a replacement for the seatbelt, the airbag is now regarded as a supplementary restraint system which is why they are referred to as SRS airbags.There are three main kinds of airbags - front, side and curtain.Recently however some manufacturers have also started to introduce knee bags to protect the legs from contact with the steering column and underside of the dash.Back to our crash test . . .The two cars ram into each other at a speed of 64km/h which with the combined force of the two vehicles coming together actually adds up to a 128km/h impact.60km/h is not all that fast but all things considered it doesn't look very good for the occupants of the older astra does it?You can see the way they are thrown around and how the older vehicle is more extensively damaged, although neither will be going anywhere again.Back then seatbelts were made of stretchier material too with a bit more give in them and, despite wearing a belt, you can see how the head of older car's driver strikes the steering wheel.According to the experts at the Crashlab, you'd have a 90 per cent chance being killed in the older car - and that's just in a 60km/h crash.If you were in the newer car and you were young and fit, you'd only have a 10 percent change of dying.Imagine what would happen if you were going faster?They'e not very good odds and we reckon that's reason enough to ditch that old bomb now before it ditches you. 

But in a country where Mazdas — and specifically the new Mazda 3 — are little more than a blip on what is a very large radar, that is not necessarily a bad thing.

You can buy an LPG-powered Falcon from as little as $1400 more ($2400 for a Commodore) and they offer the average motorist significant fuel savings.But are they worth it and what are they like to drive?We hope to answer these and other questions in the coming weeks because, after months of badgering, Ford has finally given us the keys to an E-Gas Falcon to put though its paces in the name of economy.As the cost of fuel continues to see-saw, we thought this car would be of particular interest to readers as a low cost alternative to standard petrol engined cars and because LPG or Autogas as it's known is relatively cheap to buy.Ford's Falcon is available in E-Gas form with XT, G6 and G6E grades _ all at a premium of $1400 each.Our test vehicle is the middle of the range G6 E-Gas 4.0-litre automatic priced from $41,390.LPG or Autogas as it is known is a combination of butane and propane gases stored under pressure in liquid form.The two gases are generated as part of the oil refining process and generate less carbon than petrol _ 19 per cent less CO2 per kWh, 30 per cent less than coal and more than 50 per cent less than coal-generated electricity.A third smelly gas called ethanethiol is added to the mix so that leaks can be easily detected.LPG-powered vehicles can be distinguished by a small red sticker on their number plate.Most readers will be familiar with the technology from taking taxis, 95 per cent of which operate on LPG.The reason is of course is that their cheaper to run, but the impression is not always a favourable one.It should be remembered however that taxis lead a long and very hard life and that the “taxi pack” as it's known in the trade sees the standard upholstery swapped for hard wearing vinyl.Although LPG is cheaper to buy, it is important to note that you burn more of the stuff than petrol over any given distance.For example, the Falcon G6 petrol model is rated at 10.5 litres/100km while our test G6 E-Gas is rated at 14.9.In percentage terms, it uses an average 42 per cent more for every 100km travelled.Because it burns more fuel, the LPG model is fitted with a larger fuel tank (93 litres versus 68) _ to give it the same sort of range.But some space must be allowed for expansion, so the tank can never be fully filled.The trade off for the larger tank is found in the boot where there's a bloody great spare wheel taking up valuable luggage space.Looking at average fuel consumption for the Falcon, the petrol model has a theoretical range of 648km and the E-Gas, 624km.At the time of writing, the price of unleaded petrol in Sydney was $123.9 a litre while Autogas was 64.9 cents.Doing the maths, it means the petrol model will consume $13.10 worth of fuel per 100km and the E-Gas, $9.67 _ making the LPG model 26 per cent cheaper to run.We can see the LPG model emerges as the clear winner, but there are some other considerations.The Falcon engine produces less power when converted to gas and that the E-Gas model makes do with an old tech four-speed auto, instead of the current five or six-speed unit.It's irritating but of less consequence than the fact the E-Gas model misses out on electronic stability control, a technology that has been proven to prevent single vehicle accidents.Ford is quick to acknowledge this and it is working on the problem, hoping to offer DSC as it calls the technology with E-Gas models in the first half of 2009.The 4.0-litre straight six E-Gas engine itself is basically a carry over from the previous model with some minor changes designed to improve economy.New inlet and exhaust systems have been fitted, along with a re-tuned throttle map and optimised engine calibration.With dual independent variable camshaft timing (DIVCT), stronger conrods, and harder valves and seats (the latter required for use with LPG), the E-Gas engine produces 156kW of power at 4750rpm and 371Nm of torque at 2750rpm.In comparison, a standard petrol engine produces 195kW of power and 391Nm of torque.Although it doesn't have the punch of the petrol engine, the performance penalty is not sufficient to outweigh the cheaper running costs of LPG.And, after driving the car for several hundred kilometres, it really doesn't matter anyway. 

Could this be the same car we loved to drive but loathed the look of, a car that looked more like a sperm whale than the stylish European motor that it purported to be?That car — we're happy to say — has been beached in favour of the most stylish cars that we have come across in a long time, with design cues taken directly from Citroen's larger avantgarde flagship the C6 … a car that we finally got to drive a few weeks back.Looking from some angles like a larger version of the C4, the all-new C5 adopts the trend towards sedans that look more like four-door coupes, with a sloping roofline, concave rear window and separate boot area.In contrast, Citroen watchers may remember the previous model that looked like a sedan but was in fact a hatch.The other big news this time around is the adoption of diesel engines across the board, with a choice of four cylinder and V6 variants.That's just fine with us because Citroen has been banging out diesels since Adam was a boy and it knows what it's doing.Our test vehicle was the top of the line 2.7-litre twin turbo V6, coupled with a six-speed sequential auto that allows the driver to change gears manually.At 4779mm and weighing in at 1766kg it's about the size of a Holden Commodore, but with a smaller boot.There's not as much rear leg room either.The new C5 conveys a real sense of prestige and is certain to strike a chord with those looking for something different, but something different in a good way.It offers status, individuality and high levels of luxury and performance.The diesel V6 delivers 150kW of power at 4000rpm and 440Nm of torque from a low 1900rpm, sprinting from 0-100km/h in brisk 9.6 seconds and using 11.8 litres of fuel per 100km.Priced from $49,990 with the V6 Exclusive at $62,990, the C5 comes with a five-star safety rating and long list of standard equipment.These include electrically heated and adjustable front seats with driver's seat massager, self-levelling suspension, automatic electric parking brake and headlights that turn with the car.Seven airbags are standard across the range as is electronic stability control, leather upholstery and automatc airconditioning.A closer look at the rear of the car reveals a curved, concave shaped rear window, one of the hallmarks of the C6 and two-part boomerang lights.Inside the cabin is just as stylish, with mood lighting to enhances this feeling, with ambient light glowing from the car's doors and dashboard in the Exclusive variants.Like the C4 the steering wheel's hub is fixed and the wheel rotates around it, although it is still height and reach adjustable.The dash with white instrument dials slit horizontally by a digital readout is particularly elegant.The new C5 is not however without its faults.The suspension still feels too floaty, even though it automatically firms up in corners and the steering itself is vague at times with a tendency to wander if not checked.With twin blowers and a sizeable 2.7-litre litre engine, it's was not designed as a fuel miser but still manages to deliver far better economy than any petrol V6.Performance is strong and particularly punchy with sport mode selected, exhibiting none of the turbo lag of the Renault that we drove recently.In the sort time we had the car we were getting 8.3 litres/100km with the longterm average running at 10.5.Our test car was fitted with 18 inch alloys and 245/45 tyres, with a full size 17 inch steel spare in the boot well.All in all, here is a C5 worth owning.

For Proton to be competitive the price needs to be $14,990 instead of the list $16,990 which is only a grand short of a Nissan Tiida.You can argue that it comes with more year than a Tiida until you're blue, but in the end most people would rather buy a Japanese designed car.THE GOOD:Built in Malaysia. Sedan version of the Satria hathback. 1.6-litre four cylinder Campro engine produces 82kW of power and 148Nm of torque from 4000rpm. Fuel economy is rated at 6.6 litres/100km (we were getting 7.3). Handles okay thanks to input from Lotus which is owned by Proton. A long equipment list includes two airbags, anti-lock brakes with brake force distribution, temperature controlled air, power windows and mirrors, remote central locking with boot release and 15 inch alloy wheels with Goodyear rubber. Asymmetric layout of centre instrument console shows some artistic flair. Bonuses include a biggish boot, trip computer and rear parking sensors.THE BAD:Comes out of a modern factory but the finish is not as good as competitors. Especially noticeable inside the boot where exposed speaker wiring could easily be damaged. Ticks all the right boxes but lacks even a hint of excitement. Boxing above its weight in terms of the engine department. Misses out on the cam profiling promised by the engine name. Performance okay but suffers from a lack of torque. Doesn't get going until you have at least 3500rpm on the dial. Takes pricier 95 RON premium unleaded too with no apparent gains. Steering wheel is rough on the hands. MP3 compatible CD sound with a handy 12 volt outlet but no AUX input for iPods. Only a space saver spare.THE DECISION:It's time Proton acknowledged its position in the market place and started to price its cars accordingly. How can it hope to sell more than a sprinkling of cars if it is not competitive?