Articles by Chris Riley

It follows on the heels of the previous STI-tuned version of the car, which was unveiled towards the end of 2005.That car was the last hurrah for the 2.0-litre engine which was discontinued after it no longer met emission regulations.The model follows much the same formula, with power from a 2.5-litre turbocharged four-cylinder engine, cranked up from 184kW to 194kW and torque from 339Nm to 350Nm.This compares with the 2.0-litre STI-tuned car that delivered a substantial 200kW of power and 343Nm of torque in manual form.The increases in power and torque are small but do serve to set the car apart in the all important bragging stakes.More apparent are the accompanying cosmetic changes to the car, including the highly desirable pink and white STI badges. There's also a deeper front air dam and a mean-looking set of four tailpipes.Like the previous model, the Liberty GT, tuned by STI, is also available in sedan and wagon form with a choice of manual or automatic transmissions.But this time around, one will cost you considerably more with prices starting from $65,990 $6500 more than the previous model. In comparison, a standard GT Spec.B manual will set you back $55,990.You can take comfort, however, in the fact the cars command a higher resale value when it comes time to trade.Our test vehicle was the manual sedan. It certainly looks the part with a wicked set of 12-spoke, 18-inch alloys, complete with eye-catching gold coloured brake calipers and expensive Pirelli P-Zero Rosso rubber.The car rides a little lower, sitting on Bilstein dampers and STI-lowered springs, and has a firmer, sportier ride as a result.Brembo stoppers are fitted to reduce brake fade and shorten stopping distances.Inside, you get leather and an eight-way power adjustable driver's seat with two memory settings.Being a GT it comes with the 14-speaker McIntosh sound system. A factory-fitted sunroof is standard.We like the look of the car but question whether it's worth the extra money?Although it wears an STI badge, the car should not be confused in any way with the WRX STI, which offers much higher levels of performance.The performance gains over the standard GT Spec. B are marginal and the ride can be harsh at the best of times, which means most of the time.However, there is no doubting the poise and balance of the car when pushed to the limit. Roll-on, straight-line acceleration is impressive and makes short work for overtaking.The lower front air dam should come with a warning because it is prone to catching and scraping on driveways and in car parks.Subaru persists with its intelligent drive concept. It means you can dial in sport, normal or economy modes through a centre console-mounted control knob. You can feel the difference, but the changes are really about Subaru looking for a point of difference to move its cars up market. 

A family favourite, it was noted for its reliability and longevity, especially the 200 series.Many Volvo 245 wagons can still be seen on the road even though it is years since they ceased production.“A squirt of oil, some water, a hammer to beat out rust and lots of gas that's all you need to keep a Volvo 240 going forever,” wrote Staffan Borglund, in Swedish motor magazine Teknikens Varld in 1999.The Volvo wagon celebrated its golden anniversary in 2003, marking 50 years since the launch of the first fully Volvo-built PV445 in July, 1953.But a cloud now hangs over the future of the ubiquitous family wagon, aptly nicknamed 'the brick' especially in Australia.Rumour has it that as far as we're concerned, the wagon might just have a space waiting for it in the big car park in the sky.Volvo Australia reveals it is yet to make a decision on whether to include a wagon in the new 70 series line-up.In fact, the fate of the wagon has become the subject of debate at weekly marketing meetings.The reason is that the Volvo wagon may have finally outlived its usefulness with the advent of off-roaders such as the XC90 and XC70 models.These vehicles offer the same utility as a wagon but greater versatility at the same time.Volvo Australia's Todd Hallenbeck said the debate over the wagon's future was an interesting one.He said the wagon shared the same position in Swedish culture as the Aussie ute did in ours.From this point of view alone, Mr Hallenbeck said there was a school of thought that the wagon should continue because of its historical relevance.Of course, Volvo still offers the smaller V50 wagon but it doesn't offer the kind of load-carrying capacity for which Volvo wagons are renowned.“We're still undecided on the new V70,” Mr Hallenbeck said.“It comes down to volume and the traditional V70 buyer has migrated over the past few years into the XC70.“We realise that the V70 is the stereotypical Volvo and it does have a following, but the brand and the product has moved on to the point that the V70 may not be on our model list for 2008.”To put this in context, the current V70 wagon is priced from $52,950 while its off-road sibling the XC70 costs $4000 more.Mr Hallenbeck said the price difference is not extreme.A decision to can the V70 would bring down the curtain on a significant chapter in Aussie motoring history, one that dates back to the early 1960s with the first Volvo wagon sold here, the P220 Amazon.The remarkable Amazon could carry 490kg, with a load area that measured a remarkable 1830mm in length and 1260mm across, sufficient to accommodate most standard-size wall panels. It was followed by the 145 in 1967 (series 1, 4-cylinder engine, 5 doors) and then the phenomenally successful 245 in March, 1975.It was the 245 that really cemented Volvo's reputation for building rock solid wagons. It was no looker, with its square brick-like styling, but it was safer than just about anything else on the road and, true to form, could swallow prodigious loads. In Sweden, where it was at one time the most common car on the road, it is perceived as simple, reliable, and “built like a tank”. Abroad, however, it frequently became the butt of jokes. Its owners were pigeon-holed as large middle-class families, antique dealers (to whom the huge trunk was very useful) and those with a nervous disposition about driving (due to the car's very high levels of safety).The 200 series was so successful that the arrival of the Volvo 700 series in 1982 did not see the 240 cease production, but continue to be sold alongside it until 1993. In fact, even as late in its life as 1991, just two years before the model was superseded, the American Insurance Institute for Highway Safety noted that the Volvo 240 was the safest car on the US market. 

It's fair to say the Mazda 2 has never really lived up to expectations. Competing against the likes of Toyota's renamed Yaris and the popular Hyundai Getz, it languishes near the middle of the light c

This time the best selling Mazda 3 gets the treatment, using the same smooth 2.0-litre turbo diesel that can be found in the larger Mazda 6.

In the show the 20-something brothers travel the highways and byways of North America in search of their missing father. Along the way they encounter various evil spirits with which they do battle.It's kind of a family tradition.Now in its second season, the show's other big star is, of course, the big black American muscle car that carries the brothers on their exploits.Many people have asked us what kind of car the Winchester brothers drive. We can report the car, owned by older brother Dean, is in fact a four-door, 1967 Chevrolet Impala.When the car was smashed at the end of the first season, the show's creator Eric Kripke revealed he was inundated with letters from fans wanting to know if it was going to make a return?“When I was originally writing the show I wanted to give the guys an American muscle car,” Kripke said.“My first choice was a '65 Mustang. My neighbour said it had to be a '67 Impala because you can put a body in the trunk.“He says, 'You want a car that, when people stop next to it at the lights, they lock their doors'.”Five black Impalas are actually used in the production of the show. In the pilot episode, the car's huge trunk is revealed to hold a travelling armoury of weapons which the brothers use to do battle with supernatural forces.The Impala has a Sedgwick County, Kansas (even though they are from Lawrence, Kansas) licence plate KAZ 2Y5, a reference to Kansas, the Winchesters' home state, and 2005, the year the show premiered.The Impala has been nicknamed the Metallicar by fans of the show.The Chevy Impala takes its name from the swift antelope found in herds on the grasslands of central and southern of Africa.Introduced in 1958, the Impala was developed by GM's then chief engineer Edward Cole who later became president of the company. It began life as a concept car for the 1956 General Motors Motorama and at one time was the best selling full-size car in the US.Introduced as a trim package, the sporty new model was unique with its six tail lights. It eventually became the best-selling car in the Chevrolet line-up and, in 1959, became a separate model in both two and four-door versions.Continuing for a decade as the best-selling automobile in the US, Impala broke the record for sales with more than 13 million units sold.The two-door Impala SS (Super Sport) is credited for the beginning of the muscle car era.During the 1973 energy crisis, however, Impala sales plummeted and the car was redesigned to meet changing demands. The name continues to this day.The 1967 model as featured on the show came with a choice of inline six-cylinder as well as the famous Chevy small-block and big-block V8s.The big block V8s included a 325hp 396 cubic inch and 385hp 427 cubic inch units. It was available with a four-speed manual or three-speed turbo hydramatic auto in big block V8 form.

Our expectations weren’t high because in all but name, the mid-sized Epica is a Daewoo

Since its launch in 1982, fans of the iconic, giant-killing hatch have been gathering to celebrate each year at Worthersee in Austria.Thousands of cars and their drivers flock to the Austrian town each May for five days of partying. This year Volkswagen selected the event to unveil its greatest Golf ever - the GTI W12-650 show car.The W12-650 is powered by a 6.0-litre bi-turbo W12 engine that is mounted longitudinally directly behind the driver and front passenger. As its name suggests, the W12 is a 12-cylinder engine, effectively created by joining two 3.0-litre V6s that overlap at the crankshaft.The beauty of the W-shaped configuration is that it doesn't weigh as much nor does it take up as much space as a standard design. Placing the engine in the middle of the car rather than the front as in a standard GTI provides a perfect 50/50 weight distribution.The engine that formed the basis for this blown unit has been seen previously here in Audi's pricey, long wheelbase $300,000 A8 W12. With a bi-turbo fitted, however, it produces a massive 477kW (650hp) of power at 6000rpm and 750Nm of torque at 4500rpm.Not surprisingly, with this kind of mumbo underfoot, the car rockets from 0-100km/h in just 3.7 seconds _ and on to a top speed of 325km/h.Drive is fed to the rear wheels through a six-speed automatic transmission.There's no details about the brakes, but our money is on rather large Brembos.The W12-650 is 160mm wider and sits 70mm lower than a standard GTI, at 1880mm in width (1760mm standard) and 1420mm high (1500mm standard).The car is fitted with massive 19-inch rims kitted out with 235s up front and 295 rubber down the back. The deep dish alloys are turned inwards to make better use of available space.Designers say the greatest challenge was to provide the mid-mounted engine with sufficient air, without watering down the GTI's side profile. The finished car had to still look like a GTI or the exercise would have been rendered pointless.Closer inspection reveals the C-pillars form part of the air ducting for the engine cooling. In addition, provisions had to be made for sufficient downforce at the rear axle.Instead of adding a huge rear wing, the entire carbon fibre roof acts as a giant diffuser feeding air over and under the rear spoiler like a race car. Two dual chrome-plated tailpipes frame the air outlet in the rear.At the front of the car, the eye-catching straight-line grille between the headlamps, with its red frame, is reminiscent of the first GTI.Inside transparent flip-up covers are fitted to important switches to prevent accidental activation, like the switch that turns off the electronic stability control system.The door linings have been removed to save weight.In a classic case of understatement VW said the car “outpaces” nearly all other cars in the world.Really!

The idea of a people mover sounds about as appealing as recycled water.But the prospect of captaining a large offroad juggernaut is daunting to say the least.That makes you a candidate for what's known as a sports utility vehicle (SUV), a cross or crossover between a car and an off-roader.SUVs offer the functionality of people movers, with the added versatility off a four-wheel drive the best of both worlds.Like most of us you don't have a fortune to spend, but you still want an auto and you've heard diesels are cheaper to run.That narrows the field to two main contenders Holden's Captiva CX and the Hyundai Santa Fe SLX CRDi (priced from $39,990 and $43,490 respectively).Cheaper petrol powered versions of both are available, but they simply don't perform as well especially when fully loaded.Before beginning we'd like to point out that both vehicles are excellent and offer fantastic value for money. It's only when driven back to back that differences start to emerge.Captiva is newer, sleeker and wears the Holden name. Santa Fe has been around longer, quietly earning accolades even from the four-wheel drive mags.Although one wears an Aussie badge, both vehicles are built in Korea.Captiva is $3500 cheaper and that cannot be ignored, but there's more to the equation.Santa Fe has a larger 2.2-litre turbo diesel compared to Captiva's 2.0-litre unit.Both engines produce about the same power (110kW versus 114kW) but Santa Fe at 343Nm produces 23Nm more torque and does so 200rpm lower down.It makes a big difference in performance, particularly on hills, overtaking and carting the children.Even though it has a larger engine, Santa Fe returns better economy at 8.2 litres/100km and has a larger tank (Captiva is rated at 8.7 litres/100km).Both vehicles are fitted with a five-speed auto that allows drivers to change gears manually. But Captiva is slow to respond below 2000rpm.In terms of safety both vehicles come with the full quota six airbags, anti-lock brakes and electronic stability control.Captiva adds rollover protection while Santa Fe's active front head rests move forward in the event of a crash for better protection.Both vehicles sit on 17-inch alloys, but Santa Fe is fitted with a slightly taller 65 profile tyre. It also has a wider track (distance between wheels), both of which contribute to a smoother ride and quieter interior.Both seat seven but the Hyundai is roomier and its third row of seats is larger and more comfortable, with additional air vents and fan controls provided.Suffice to say it was Santa Fe's third row that got the nod from our young guinea pig.With the third row of seats folded (they fold flat in both), Santa Fe also has more cargo area.Inside, the Holden has a darker, sportier Euro finish, with less glass area while the Hyundai makes use of lighter, more airy greyer shades.Also, the Holden's tailgate glass opens separately for quick access.Entertainment in Captiva is catered for with a six-stack CD player and MP3 auxiliary input, while Santa Fe makes do with a single CD and has no input (but can play MP3 CDs).Both vehicles perform strongly onroad, the narrower Captiva with a little more body roll.Even though they are unlikely Leg 1 to spend much time there, both wagons are surprisingly competent offroad.Front-wheel drive most of the time, power is transferred to the rear wheels when they slip.Captiva has hill descent control to automatically brake the vehicle, while Santa Fe's all-wheel drive can be locked equally between the front and rear which ultimately gives it an edge.Those who venture offroad regularly will welcome Santa Fe's full-size spare (Captiva's space saver is limited to 80km/h).Both vehicles can tow a two-tonne load.That's it in a nutshell, but we recommend buyers take both vehicles for a drive and compare equipment lists before deciding.

Take Tiida for instance (pronounced Tee-dah). Why Nissan chose this name instead of the tried, tested and terrific Pulsar remains one of life's great mysteries. Aussies haven't warmed to it nor the car for that matter which is still struggling to emulate Pulsar's success. With this in mind the company was not about to

Owners of the current model said they liked the compact, chunky looking five-seat off-road wagon just the way it is.The message must have got through because the second generation X-Trail looks remarkably like the previous one.It's a bit longer with a larger load area and as such naturally looks different in profile _ but viewed from the front you'd be hard pressed to tell them apart.The uncanny similarity is not surprising considering X-Trail is Nissan's second largest seller and the company was wary of jeopardising this success.While it looks the same, however, the new model sits on a new platform and is in fact all-new from the ground up.It arrives towards the end of the year, along with kissing cousin the crossover Dualis which shares the same platform.But rather than wait Nissan invited us to be among the first to see and drive the new X-Trail at the international launch in Greece this week.It's powered by a revised version of the 2.5-litre four cylinder petrol engine in the current model.Disappointingly, Nissan has not taken the opportunity to add a diesel to the lineup as might have been expected.There's just no demand for one, a defensive marketing manager Ross Booth declared.That's a shame because the diesel we drove is a good one and, with 320Nm of torque, was the less powerful of the pair available.”We've had a diesel engine available to us for a number of years with X-Trail in Europe, as has Honda as has Toyota _ but no one has brought one out yet because at this stage there isn't a market there," Mr Booth said.Of course the situation could change if one of Nissan's competitors decided to introduce a diesel tomorrow.The revised 2.5-litre petrol engine is good for 124kW of power at 6000rpm and 233Nm of torque at 4400rpm. That's 1kW less but 3Nm more than before, but the big improvements are in smoothness and economy.Twin chain-driven counter-rotating balancer shafts have been added to reduce vibration. This time around the engine is hooked up to a six-speed manual or continuously variable automatic (CVT) that makes a big difference to fuel economy.The CVT also offers a six-speed manual modecom and as its name suggests continuously varies the gear ratio for optimal power and economy .Fuel consumption drops from 9.8 to 9.3 litres/100km, compared to the old four-speed auto. The manual on the other hand creeps up 0.1 of a litre to 9.5 litres/100km. To put this in perspective the car has gained about 70kg in weight.Inside, current X-Trail owners will immediately notice the speedo has been moved back behind the steering wheel.  Controversially, in the current model, it sits smack dab in the centre of the dash. The main reason for the move is to make way for a computer screen to accommodate satellite navigation and a reversing camera, plus an in-dash CD changer. Ironically, we won't be getting either satnav or the camera.X-Trail's increased length (up 120mm to 4630mm) translates to a touch more rear leg room, but the biggest gains are in the load area which is wider, taller and deeper _ 85mm deeper to be exact. A removable false floor has also been added that conceals another sectioned storage area. With the seats folded _ and, by the way, they fold 40/20/40 _ Nissan claims load capacity is now best in class.As half X-Trail customers come from cars, the emphasis has been on making the ride as smooth and car-like as possible, with reduced interior noise levels. The second generation all-wheel drive system is also smarter and can anticipate dangerous situations. On the road the vehicle feels competent and comfortable, with a smooth ride and mostly supple suspension.Pushed hard through corners it exhibits noticeably less understeer than before, but the petrol engine remains hash under load and lacks the pulling power of the diesel.Off road X-Trail can still mix it with the big boys, with the addition of hill descent control and a hill holder braking system. Thirty per cent of owners go off road regularly and for this reason the vehicle retains a full-size spare, while the load area remains carpetless so it can be easily wiped clean.Well, Nissan reckons it will prop up residual values for one thing. Buyers were attracted by the original's size, price and practicality, as well as the fact it was well equipped. But perhaps just as important were its off road ability and chunky, masculine styling. The longer design detracts from the look but perhaps not too much. You can certainly fit more gear in the back, including a bike.As for pricing and specification, they will not be revealed until the Sydney motor show in October.