Articles by Chris Riley

Audi's oil-burning twin turbo V8 is a fantastic advertisement for what diesel has to offer. The big 4.2-litre common rail direct injection diesel generates 240kW of power and 650Nm of torque from a low 1600rpm.That's enough oomph to push Audi's flagship A8 from rest to 100km/h in a super quick 5.9 seconds. That's faster than the 3.2 and 4.2 petrol models. And, if the wind's blowing the right way, it even sounds like a V8 although somewhat subdued.The punchline, however, is that it can do this at the same time as using just 9.7 litres of diesel/100km. With a 90-litre fuel tank, that gives the A8 TDI a range of more than 900km.But it's not just about the economy, it's about the way the big diesel drives because, with all that torque, it delivers effortless performance.Each of the two turbochargers serves one bank of the V8's eight cylinders. The two intake manifolds are interconnected by means of a 'feedthrough' system, to equalise the pressure between the right and left cylinder banks.Audi claims this boosts cylinder charging and consequently enhances the engine's power output.We can't argue with that.Sitting long and low, the lightweight, aluminium-bodied A8 cuts an imposing figure. It looks like the kind of car you'd own if you had money, but didn't have the time to waste on some antsy pantsy sports car.At $210,000, the A8 4.2 TDI Quattro is at the top end of town. But even at this price it still falls a long way short of the $300,000 top of the range long wheelbase W12.The V8 is hooked up to a six-speed tiptronic automatic transmission with dynamic gearshift program and additional sports program. Let it change gears, or do it yourself via the gear shift or steering wheel mounted paddles.Power is delivered to all four wheels via Quattro permanent four-wheel, with anti-lock brakes and Electronic Stability Control.The A8 is 5062mm long, 1894mm wide and 1444mm high. It weighs in at 1945kg and sits on 19-inch alloys with 255/40 rubber.For a big car it responds quickly with strong performance across the range, doing a good job of living up to Audi's 'world's sportiest' diesel-engined passenger car claim.Topping off the package is adaptive air suspension, which allows you to dial in the kind of ride you want - from soft and cushy to firm and sporty.We could live without the wood (it does come in grey) but miss exterior mirrors that dip when reversing.The TDI's equipment list is as long as your arm. Leather, wood and plenty of airbags are standard, so is TV, Satnav and a cordless phone.But even at this price there are still plenty of options, from sports suspension to a reversing camera and adaptive cruise control.

Once standard on all Santa Fes, it is not part of the standard equipment in base SX models introduced from last October and again in July this year.Meanwhile, the starting price has dropped $2000.Electronic Stability Control has been hailed as the biggest thing in car safety since the invention of the seat belt. That is because it is able to sense dangerous situations and automatically apply the brakes where necessary, helping the driver maintain control.Research has shown it can reduce the risk of single vehicle accidents by 40 per cent.NRMA Insurance head of research Robert McDonald described the move by the South Korean manufacturer as disappointing.“In the past we have publicly praised Hyundai for its inclusion of safety technology in its vehicle range,” Mr McDonald said.“But we are disappointed that ESC is not a standard feature on its SX Santa Fe SUV models.”NRMA Insurance factors Electronic Stability Control into the calculation of insurance premiums.Mr McDonald said NRMA Insurance wants people to know what they were missing out on, so they can place pressure on Hyundai and other non-compliant manufacturers to include it as standard on all new vehicles.Given that most SUVs have inferior dynamics and a higher centre of gravity, he said the decision not to include ESC was even more concerning.“Although both cars and SUVs benefit from ESC technology, research has proven that SUVs stand to gain the most. In fact, ESC reduces the likelihood of SUV crashes significantly and the risk of fatal single vehicle rollovers by 80 per cent,” he said.Motorists can check whether a vehicle has ESC fitted on NRMA's site.Hyundai's director of sales and marketing Kevin McCann said Hyundai spent $5 billion a year on research and development in which the environment and passenger safety were key areas of focus.“Hyundai pioneered the availability of Electronic Stability  Control and side and curtain airbags in both the light and small car classes,” he said.“We know Electronic Stability is the anti-skid brake system of 10 years ago, the airbags of five years ago and, not withstanding, remains a strong product intention for Hyundai Motor Company Australia.“Accordingly, we continue to work closely with the factory to ensure economy of scale within production of Hyundai lifestyle vehicles in an attempt to make vehicles available as standard on all models where technology permits,” he said.  

I remember Jaguar umming and ahhing about whether to stick a diesel in its big limmo. That's to say whether its well-heeled clientele would take to the idea or whether it was a strictly V8-or-nothing market.Fortunately, it decided to take the plunge because with lots of lazy, low down torque, the diesel lends itself perfectly to the role of cruiser.If the words 2.7 litre twin-turbo diesel sounds familiar, that's because they are. The engine developed jointly with PSA Peugeot Citroen debuted in Jag's S-Type and is also found in Peugeot's 407 and Citroen's techno tour de force, the C6.The twin-turbo common rail V6 diesel produces 152kW power at 4000rpm and 435Nm of torque at 1900rpm. Impressively it accelerates from 0-100km/h in 8.2 seconds, with a top speed of 225km/h. Fuel economy is rated at 8.1 litres/100km (we got 8.5) - it means you can have a big car without the penalty.For such a big car it feels surprisingly nimble. That's because the one piece body/chassis is constructed of lightweight aluminium, giving the car a distinct weight advantage. Electronically controlled, self-levelling air suspension is standard that lowers the car as speed increases. Electronically controlled engine mounts designed to reduce vibration at idle.It is still a bit wood-and-leathery for our liking, but then that's the market the big Jag is playing to.Long wheelbase means you have to keep an eye on those rear wheels and make sure you don't cut corners.Physical size makes negotiating winding car park ramps tricky. You can set the computer to fold the external exterior mirrors when the car is parked, but try as we may we couldn't get it to work. Misses out on one touch indicators (one touch/three flashes).Jaguar has done a terrific job. Big, comfortable car that turns heads, particularly those of Mercedes owners. Build quality is excellent, nice and quiet inside and we like the touch screen computer display. Much easier than fiddling with silly little knobs. We love it, except that is for the $154,900 price tag.

The Pik-Up ute is the Indian company's first crack at the Aussie market; it may be flawed but between you and me, it's not that bad.Our test vehicle was the top of the range 4x4 dual cab ute priced from $29,990. That's $3000 less than its nearest competitor, SsangYong's Actyon Sports and $8000 clear of its cheapest Japanese rival, that is if you don't count Musso which is in the final stages of run-out.But, for a clearer picture, you really need to study the specification and equipment lists for both vehicles.The Pik-Up comes with a three-year, 100,000km warranty and 24-hour roadside assistance for the first 12 months. Like all of Mahindra's utes (4x2 and single cab versions are also available) the Pik-Up is powered by a four-cylinder 2.5-litre common rail, intercooled turbo diesel.It's an in-house design developed in conjunction with Austrian powertrain engineers AVL. The diesel delivers 79kW of power and 247Nm of torque from a low 1800rpm and meets Euro IV emission standards.Fuel economy from the 80-litre tank is rated at 9.9 litres/100km. The engine is mated to a five-speed manual transmission, however auto is not available.The Pik-Up is targeted at the lower end of the market: farmers, tradies and the like who want a low-cost vehicle they can run into the ground.The all-important tub on the back is a good-sized one, measuring 1489mm long, 1520mm wide and 550mm deep (measured inside). With independent front suspension and leaf springs under the back, it's capable of carrying a one-tonne payload and has a braked trailer rating of 2500kg.The Pik-Up features a part-time four-wheel drive system and cannot be driven on dry bitumen with four-wheel drive engaged.A limited-slip rear diff is standard. For slippery surfaces four-wheel drive can be engaged on the fly via a rotary knob located between the front seats, with auto-locking front front hubs. Although we found the transmission in our test vehicle notchy at times, the Pik-Up is reasonably easy to drive, provided you don't try to hurry things along.Keeping up with the traffic is no problem and it cruises easily on the motorway at 110km/h. Having said that, the ute's turning circle is terrible and we note it is fitted with rear drums, as well as missing out on anti-lock brakes. It also misses out on airbags and the centre rear passenger is relegated to lap-style seatbelt.Although the vehicle is fitted with power windows, the exterior mirrors must be adjusted manually (we'd gladly swap one for the other).Off-road, the Pik-Up is blessed with 210mm of ground clearance and a very low, 'crawler' first gear.Suffice to say it navigated our favourite fire trail without too much trouble, limited mainly by a lack of traction from the tyres.We'd rate it as a medium-duty four-wheel drive. As for reliability, only time will tell.Standard gear includes air, keyless entry and a Kenwood sound system with USB and SD card ports. Side steps, front and rear 12-volt power outlets and an alarm are also fitted, but alloys are extra. A full-size spare is under the rear.

With nearly 4000km on the clock, the hybrid has turned in two 700km plus results from a single tank of fuel.We were getting a bit worried because it is rated at 4.6 litres/100km and we haven't been getting anywhere near that. Still, it is early days yet because the car wasn't even run in when we took delivery.Honda tells us that Hybrid owners with 15-20,000km on the clock have been regularly getting the stickered fuel figure.Until recently we were averaging about 6.6 litres/100km from the 50-litre tank (fuel used against kilometres travelled). Since then, we have chalked up a personal best of 754km, with plenty of fuel still to go in the tank.This, of course, is still a long way short of the 1086km theoretically possible, but we live in hope.After 754km we still had 5.7 litres of fuel left and after 700km there was still 7.4 litres in the tank. So, at a rate of about 5.8 litres/100km we still had just under 100km to travel which would have taken our total to about 850km.It means the fuel gauge is either pessimistic or some of the remaining fuel could be permanently inaccessible to the fuel pump. Either way next time we hope to crack 800km and we'll be packing a can of fuel just in case.As in the previous model, the hybrid power train consists of 1.3-litre petrol engine, paired with an electric motor that, together, develops 85kW of power (previous Civic was 69kW).At the same time it is a larger car and weight is up 75kg from 1190 to 1265kg.The engine is teamed with a continuously variable CVT automatic transmission.Unlike its main competitor Toyota Prius, the Civic Hybrid is barely distinguishable from a standard Civic.Only the badge on the back and pancake-like, flat pack alloy wheels give the show away. The wheels are fitted with special low rolling resistance tyres. Performance from the hybrid power train is unexciting but more than adequate.There can be a lag between pushing the throttle and the car responding, which can sometimes make life a little exciting.Inside, the Hybrid has plenty of room for four adults to travel in comfort, with climate control airconditioning, six airbags and a six-stack CD player with MP3 input part of the equipment.At $32,990 it is now most expensive model in the range. But it is still significantly less than the Prius at $37,400. 

Few people would be aware that Peugeot's 207 GTi is powered by the same engine as the Mini Cooper S. Even though it's a heavier car it's just as quick as the Cooper, but costs $6500 less. That's something to crow about.A replacement for the previous 206 GTi 180, the hot hatch joins the line-up at a price of $33,490, $2000 more than the existing GT.The Peugeot misses out on the Mini's styling, but that's about the only concession it makes. A gorgeous four-seat hatch in its own right, our shiny red test car had no trouble turning heads.The shared 1.6-litre turbocharged four-cylinder engine is the product of co-operation between PSA Peugeot, Citroen and the BMW Group, which markets the Mini.For comparative purposes, the 207 could in fact be called the 207 GTi 175. That's because it actually produces slightly less power than its 2.0-litre predecessor, but stacks more torque. Power output is a healthy 128kW (175hp) at 6000rpm, with 240Nm of torque produced from a low 1600rpm.The latter hits 260Nm briefly and under hard acceleration, thanks to over-boost in third, fourth and fifth gears, it provided revs less than 5200rpm.The 207 is a much bigger car than the 206, with a 98mm longer wheelbase and up to 41mm wider track. It's also much heavier at 1325kg, versus 1100kg (1130kg for the Cooper). The difference between the 207 and the Cooper narrows to 93kg with figures adjusted to the same standard.But somehow the GTi manages to shrug off the extra weight, because both it and Cooper S manage to post the exactly the same 7.1 seconds for the 0-100km/h dash.This could only be attributed to the car's different gearing and software mapping because it is here that the two cars part company.While the 207 makes do with a five-speed manual, the Cooper gets a six-speed unit. Having said that, there's nothing wrong with the way the five-speed box performs. However, it remains fairly busy even in top gear, turning over 3250rpm at 110km/h cruising along the motorway.Fuel consumption figures show the 207 is a bit thirstier than the Cooper at 7.2 litres/100km, versus 6.9 litres/100km. Well, that's it for the figures. In the real world where it counts, the GTi feels lively and sure-footed thanks to its larger footprint.It lacks the Cooper's go-kart, glued to the road feel, but delivers high levels of grip at the same time. Making sure it stays put is electronic stability control along with a new system called steering stability program.The GTi cuts a dashing figure perched on 17 inch alloy rims, fitted with Bridgestone Potenza 205/45 tyres. The look is enhanced by a wing over the rear window, chunky twin tailpipes and blacked out windows. Large chromed exterior mirrors fold inwards when the car is locked.Rather than roaring away from the lights, the GTi is at its best sitting in third gear, drawing on plentiful reserves of torque while it threads its way from corner to corner.Stability control can be switched off but we found it more of a help than a hindrance and suggest it be left alone. Drivers can feel the electronic systems come into play carrying too much speed into a corner.More braking power is applied to the wheels with good grip and in anticipation, more torque to the steering to help the driver achieve optimal directional control. The system is also said to reduce braking distances by 4 to 10 per cent while still guaranteeing vehicle stability in a straight line.The GTi seats four with large, winged sports seats for the driver and front passenger. Although they provide plenty of lateral support, they do make getting in and out of the car more difficult. It is difficult to find a comfortable driving position and the cabin can be quite noisy.With six airbags the GTi scores a five-star safety rating. Standard equipment includes rear parking sensor, speed limiter coupled with a cruise control, automatic headlamps and wipers, dual zone climate control air conditioning, tyre under-inflation sensors and an auto dimming rear-view mirror. 

Audi's RS4 is just about the only model in the German manufacturer's lineup that the BBC's Top Gear seems to like. But I guess when you get to drive the creme de la creme of the motoring world, one can afford to be choosey.For our money, the RS4 (a super duper V8-powered version of the bread and butter A4) is an amazing piece of machinery. The 4.2-litre V8, which pumps out a prodigious 309kW of power, is simply stunning. Power delivery is brutal and the note from the drain pipe-sized twin exhausts is music to the ears. Let's just say that at full noise the RS4 sounds more like a V8 supercar than any Aussie fare.In Audi speak, the car is “race technology in plain clothes”, or as we see it a wolf in sheep's clothing. “While many of its features look similar to the new Audi A4, the RS4 is far more than just a fast derivative of Audi's successful mid-size saloon,” Audi spokesperson Anna Burgdorf said.“The car is an almost entirely brand-new development tailored to the highest performance requirements.”Priced from $164,500, the RS4 comes in three guises: sedan, cabriolet and station wagon. Our test vehicle was the most expensive of the trio, the cabrio priced from $187,500.Unlike many cars of its kind it retains a soft, fabric roof which can be raised or lowered at the push of a single button. The trend these days is to hard, metal roofs that stow in sections, but of course they come with a weight penalty.Before slipping behind the wheel of the RS4 for the first time we were urged to remember to push the “Sport” button, which is located on the steering wheel.As well as sharpening throttle response, it opens a set of baffles in the twin exhaust system that elevates the note of the engine to a deep rumbling bass, a bit like an orchestra coming together for the grand finale of the 1812 Overture. Boy, does that small button make a difference.Maximum power output of 309kW is achieved at a lofty 8250rpm, while peak torque of 430Nm arrives at 5500rpm. Ninety per cent of this torque is available between 2250 and 7600rpm.The V8 in our test vehicle and, indeed all RS4s, is mated to a six-speed manual change (there is no automatic).The cars sits on 19 inch wheels, 30mm lower than a standard A4, with power fed to all four wheels through the Quattro all-wheel dive system. It's biased 60 per cent towards the rear most of the time, but the Torsen style centre differential sends more power to the front or rear wheels as required.Dynamic ride control is fitted to reduce body roll.Big eight piston stoppers are fitted to the front of the car, with 365mm front and 324mm rear discs. Thankfully, they're a match the car's prodigious power, with the ability to pull it up quickly and in a straight line. That's a good thing, otherwise we'd be reporting to you from the bushes.Straight line performance is staggering, with the dash from 0-100km/h taking just 4.9 seconds. At 1845kg the cabrio is actually 195kg heavier than the sedan and is a tenth of a second slower not that you'd notice.What is noticeable, however, is a surprising amount of flex from the roofless body, which is only exaggerated by the firm and at times down right harsh suspension.That's the price one pays for wind in your hair motoring.

With cars as distinctive as those from Alfa Romeo we were wondering what the designers would do next - where do you go and what do you do after doing such a terrific job of nailing it the first time? It turns out we needn't have worried because the new Alfa Spider is better looking than ever.The engineers have even managed to remove some of the body flex that is generated when you remove the roof from a car. The current model feels much tighter and more composed than the previous one, with more bite too. What a pity the same engineers couldn't have done a bit more work on the car's suspension.The new Spider is strictly speaking a Brera coupe without the roof. But it's more than that because few people realise the car was in fact styled by car designer Pininfarina instead of designer Giugiaro,  which did design the coupe. If you don't believe us check out the badges on the side of the car.As well as designing the fabric roof, Pininfarina also re-styled the rear of the car, to focus attention on the open top. The wheel arches are more pronounced and add hips that lend a Boxster-like flavour to the car. There's no missing the polished chrome roll bars either, which the first car lacked.Two versions of the Spider are available, 2.2 litre 136kW four cylinder unit and a 3.2 litre 191kW V6. The V6, which breaks the three-figure price barrier for the first time, is also equipped with all-wheel drive. Our test vehicle was the four cylinder Spider priced from $76,950.The thing we like best about Alfas is that they deliver as much pizzaz as a high priced Porsche. They also come from the same country that produces Ferraris and that Italian heritage is evident, with gauges angled towards the driver that retain their original labels - Olio, Acqua and Benzina (oil, water and fuel). It just wouldn't be the same in German or Japanese.The 2.2-litre JTS engine in our test car is good for 136kW of power at 6500rpm and 230Nm of torque at 4500rpm, making it not surprisingly a high-revving unit. It means you've got to push it hard to get the best out of the engine, but it remains pleasantly tractable in the mid range.The four cylinder engine in our test car was teamed with a six-speed manual transmission, just the way we like it.Drive is through the front wheels with premium 18-inch Pirelli 235/45 P Zeros fitted and a space saver spare. Despite the addition of stability and traction control, the front wheels still scrabble for traction under hard acceleration.While the driver receives plenty of feedback through the wheel, the car is also subject to bump-steer which detracts from the ride quality. We doubt whether Alfa does any local testing. While the ride is smooth and enjoyable on motorway standard surfaces, a quick trip down Sydney's Parramatta Road will have you fighting with the wheel.Other overseas marques are able to tune their cars for all conditions, why is it so hard for the Italians?Fuel consumption is rated at 9.4 litres/100km. The boot is surprisingly large, not so much long but deep. Safety equipment includes seven airbags as standard. 

The two-seat Insight was an expensive, rather odd-looking thing, with performance and handling best described as interesting.The Civic Hybrid that followed in 2003 was a huge step forward and the second generation, petrol-electric Civic launched last year raises the bar again.Fuel economy has been pegged back even further, but by far and away the biggest appreciable difference is in the packaging of the car.The previous model was a practical but rather boring small sedan while this one is not only easy on the hip pocket, it looks pretty good too.Honda continues to offer its hybrid technology as part of its normal line up, instead of as a dedicated model like Toyota's Prius.The new Civic Hybrid is larger and showier, with a breezier, roomier cabin of which many so-called larger sedans would be proud.But what's it like to drive?Readers may remember that we tested the first Civic Hybrid over a period of several weeks back in 2005.Honda has been good enough to come to the party again with an extended loan of the replacement model.The first Civic delivered a claimed 5.2 litres/100km, while this one is rated at just 4.6 litres/100km.We've yet to put this claim to the test, but looking back we averaged 6.4 litres/100km in the previous model.To look at the Civic Hybrid looks like any other Civic apart from the pancake flat alloys which are fitted with special low rolling resistance tyres.It is a probably worth pointing out at this point that our test vehicle was brand spanking new with just 25km on the clock.So we've not only go the job of testing economy but running it in too.Honda lays claim to the fact that the Civic is Australia's most affordable hybrid vehicle at $31,990 (the Toyota Prius is $37,400).That's the same price as the top of the line Sport, making the choice is a clear one _ power or economy?As in the previous model, the hybrid power train consists of 1.3-litre petrol engine paired with an electric motor that together develop 85kW of power (previous Civic was 69kW).Having said this, it's a larger car and weight is up 75kg from 1190 to 1265kg _ so that offsets some of the power increase.The engine is again teamed with a continuously variable CVT automatic transmission.You also get a few extra goodies like climate control airconditioning, six airbags and a six stack CD player with MP3 input.We're also happy to see the inclusion of cruise control which was missing from the previous model. 

Land Rover's Freelander 2 is nothing like the original.That's a good thing because it was something of a problem child.We hear those people who bought one are actually quite fond of them but, unfortunately, we don't share those sentiments.The first Freelander lacked any real off-road ability and was, for the most part, under-powered while the interior decor incorporated plenty of nasty hard plastic.It's no wonder then that when it came to the replacement, Land Rover's designers decided to scrap the whole thing and start with a clean slate.Freelander 2 is new from the ground up with no carry over parts from the original, apart from design cues like the clam shell bonnet.Even the badge adorning the front radiator grille has been changed.If anything, Freelander 2 looks more like a mini Range Rover than its predecessor with its neat, square but rather conservative styling.That fits well with Land Rover's plans for the car because it has tried to take it up-market to compete in what it describes as the 'emerging' premium compact off-road segment.Until now BMW's X3 has had the running almost to itself, but as well as the new Freelander there are several more competitors to come in the near future.Prices for the new model start at $49,990 and it's a rather impressive debut.That figure gets you a 3.2-litre six-cylinder Volvo engine, six-speed automatic, leather upholstery, climate air conditioning and a long list of standard gear.There is a fuel-saving 2.2-litre Peugeot diesel but it has a $2000 premium.Both versions are fitted with the Japanese Aisin auto, which includes a manual change mode.Although a six-speed manual is offered with the diesel overseas, we will not be getting it here.Land Rover is not saying how much it has spent on Freelander's development, but it produced 150 prototypes in a 30-month period that it tested over four continents.We were invited to test both petrol and diesel versions of the five-seat wagon in the back lots of  Gold Coast this week.It was slightly larger in all dimensions than the previous model and this is particularly noticeable inside where driver and passenger are no longer rubbing shoulders.There is slightly more rear leg room and the boot capacity has increased, although some load space has obviously been sacrificed for a full-size spare which sits under the floor.On the road the new Freelander offers a refined ride, with a little body roll at low speeds but can be driven hard with confidence over dirt or bitumen roads.Predominantly front-wheel drive, the all-wheel drive system automatically sends power to the rear wheels as needed.We were particularly impressed with the strong performance offered by the in-line six, with 171kW of power and 317Nm of torque.It has a nice rasp under hard acceleration and sprints from 0-100km/h in 8.9 seconds, with fuel consumption rated at 11.2 litres/100km.However, the diesel remains the more practical alternative with 118kW of power and 400Nm of torque as it delivers 8.5 litres/100km.It is expected to account for up to 65 per cent of sales.Off-road the new Freelander has plenty of electronic aids to compensate for the lack of low range gearing. Ground clearance is 210mm and the vehicle has a wading depth of 500mm, with dial in 'terrain response' to suit a variety of driving conditions - just like the Discovery and Ranger Rover.The Freelander comes with seven airbags including a knee bolster, it was also awarded a maximum five stars in Australian crash safety tests.