Articles by Chris Riley

They're not what you call hardcore offroaders, but rather softer, all-wheel drive SUVs - the kind that spend the majority of their time on the road.Both vehicles have much to offer, but surprisingly it's the diesel that delivers the better fuel economy of the two.It also compares favourably in other depart- ments, despite the fact it costs half as much.We're talking about Hyundai's Santa Fe CRDi which crept quietly into the lineup towards the end of last year.Our test car was the mid-spec SLX with a five-speed auto and three rows of seats - priced from $43,490.Sure, it mightn't have the kudos or same level of equipment as the higher-priced vehicle.But it comes with everything you want and nothing you dont't.The SLX is available only as an auto and only with seven seats.It costs $4500 more than its petrol equivalent but the diesel is worth every cent, in terms of fuel economy and also ease of driving.If you want a manual you'll have to settle for the entry level SX or, if you only want five seats, you're got the pick of the SX or top of the range Elite.Having said that, the third row of seats packs flat and flush with the floor, so it's hardly an imposition.Besides, you never know when the extra seats might come in handy.The diesel engine is a 2.2-litre four cylinder common rail job built in house by Hyundai.If features the latest common-rail, direct injection design with variable-vane-geometry, air-to-air-intercooled turbocharger, Euro-4 emission calibration and a balance-shaft mod- ule in the crankcase.Power output is 114kW at 4000rpm and it delivers 343Nm of torque between 1800 and 2500rpm.It's smooth, it's quiet and it's powerful.Ccoupled with the adaptive five-speed auto - it's a cracker.In terms of economy, the manual is rated at 7.3 litres/100km and the seven seat auto is good for 8.2 litres/100km.True to form our test car got 810km from the 75 litre tank at a rate of 8.3 litres/100km.Even more impressive is the fact that a fuel economy expert got 1777km from a single tank recently.We loathed the style of the old Santa Fe with all those conflicting curves, but this one looks the goods, with its alloy wheels and dual exhaust outlets.The build quality inside and out is as good as anything from the Japanese.Given the choice, we'd get rid of the spray of plastic wood inside - but hey you can't have everything.The blue instrument lighting looks great at night and the sound system is a decent one.In fact, there's not much we don't like about the Santa Fe.The only thing that springs to mind is the leather-clad steering wheel which is so smooth it is almost slippery at times.It's nothing a bit of texture wouldn't fix up.Standard safety equipment with this model includes six airbags, active front head restraints and electronic stability control. 

The Swift Sport, unveiled to Australian media in Japan this week, may not carry the famous GTi badge (it no longer has rights to the name) but it has the firepower to outgun its predecessor. Powered by a high revving 1.6-litre twin cam four cylinder engine, the four-door hatch is quicker from 0 to 100km/h than GTi and runs rings around it when it comes to handling. What it lacks is the raw edge that made the original GTi so much fun to drive, because like the off road Vitara it didn't have to bow to anyone. In this critical area, we would have liked to have seen a larger, more powerful engine, but hey . . . the Liana started life with a 1.6 didn't it? To create the engine, Suzuki engineers have increased the stroke and upped the compression of the donor 1.5-litre unit. It gets a new block, new inlet and exhaust camshafts, new pistons and rings, connecting rods, crankshaft, larger capacity sports muffler, oil cooler, intake and exhaust manifolds and an electronic throttle body. The result is a compact engine that delivers 92kW of power at 6800rpm and 148Nm of torque at 4800rpm. This compares with the standard car's 74kW and 133Nm - a significant increase. Swift Sport is due to go on sale at the end of September and looks set to build on the momentum of a car that has become a runaway success since launch in 2004. To go with the extra power, the car's chassis has been strengthened with extra cross members, a close ratio, short throw five-speed manual box has been added, along with firmer damping and of course bigger, beefier brakes. Cosmetic changes have also been made, with the addition of a deeper front air dam, black WRX-style side skirts and small rear wing plus a new rear bumper that incorporates twin exhaust outlets. The car sits on 16 inch alloys with 195/50 series rubber, four-wheel anti-lock disc brakes and six airbags. It looks hot, especially in bright yellow and Suzuki claims the Sport is good for 8.29 seconds for the dash from 0 to 100km/h, with a top speed of about 200km/h. You pay a small penalty for this extra performance as the car takes 98 strength premium unleaded, but it still manages to sip the stuff at the same 7.5 litres/100km, with a 43-litre fuel tank. We got to put the Swift Sport through its paces at Suzuki's proving ground at Hamamatsu. Weighing in at 1100kg, and with a power to weight ratio of 12.0kg to the kilowatt, it goes hard but lacks torque down low. This is particularly evident from a standing start as well as when exiting corners, but wind it up and it's a ball to drive. Our confidence in the Sport's handling grew with each lap of the proving ground as we pushed harder and harder through corners. Pour it on and the car remains composed and manageable even at the extreme limits of adhesion. The rasp from the twin exhausts sounds the part and inside there are some nice touches too, including sports seats (we're told they're Recaros), three-spoke leather stitched sports wheel, silver look gear knob and stainless steel pedals. In terms of performance, the original GTi weighed just 750kg and, with a 74.3kW motor, boasted a power to weight of just 10.1kg/kW (0-100km/h took 8.6 seconds). It wasn't forced to labour under the additional weight of the safety equipment that is imposed on modern vehicles. Launched in 1986 the original GTi roared out of the gates, but was plagued by dreadful torque steer and could be a real handful in the wet. In comparison, the Swift Sport is much more refined and desirable car. At $23,990 it comes fully equipped with few direct competitors. Suzuki benchmarked the car against the Mini Cooper and Citroen's C2, while Ford's Fiesta Zetec could also be considered a rival. None provide the size, interior space and four-door utility of the Swift. Standard equipment includes air conditioning, power ancillaries, steering wheel audio and fully featured trip computer. But there's no spare wheel and no room for one either - just a re-inflation kit. Whether the Swift Sport is indeed the successor to the GTi that Suzuki has been looking for remains to be seen. The car has not been released in the United States, but like us, the Canadians have expressed interest in bigger engines too. The Suzuki Sport certainly looks the goods and handles exceptionally well, but the extra $6000 could stretch the budget. With no turbo, however, it remains within reach of P plate drivers.   Chris Riley is a roadtester on the CARSguide team. His work appears here and in the 96 News Limited Community Newspapers across Australia – including the Cumberland Newspaper Group, Leader Newspaper Group, Quest Newspaper Group, Messenger Newspaper Group, Gold Coast Sun, Townsville Sun.

That's because DaimlerChrysler has decided to pull the pin on the ForFour, to concentrate on production of the tiny but successful ForTwo - the odd two-seater that's such a common sight in Europe.The decision leaves the Brabus as not only the last of its kind, but also the fastest, best equipped and most desirable edition.Released in Australia at the end of 2004, the four-seat ForFour shares a platform with Mitsubishi's Colt which has just coincidentally released its own turbocharged Ralliart model.After driving the Brabus-tuned model, however, we reckon the Smart would eat the Colt for breakfast.The heart of the matter is a turbocharged 1.5-litre four cylinder engine that delivers 130kW of power at 6000rpm and 230Nm of torque at 3500rpm, compared to the standard car's 80kW.That's 60 per cent more power than the 1.5-litre model and gives the car a power to weight ratio of 8.4kg per kW.Weighing in at just 1090kg, the Brabus can sprint from 0 to 100km/h in just 6.9 seconds and on to a top speed of 221km/h.Yet Smart claims the car uses just 6.8 litres of fuel per 100km - albeit the pricey 98 grade stuff.A five-speed manual transmission is standard and delivers strident performance across the rev range.Keep the engine on the boil and there is little or no turbo lag, with strong mid-range acceleration.The Brabus rides low with shortened springs front and back and chunky 17-inch alloys with Michelin 205/40s front and 225/35s down the back.It cuts a lean, purposeful figure with its larger front spoiler, chrome double tailpipes, rear diffuser and stylish side skirts.Two mesh inserts in the radiator grille are also exclusive to Brabus along with a roof spoiler that reduces lift on the rear axle by 50kg at top speed.Standard features include four airbags, leather upholstery and a panoramic glass roof.It's an exciting package but at $39,900 plus on roads the Smart ForFour Brabus is a bit on the "exey" side and therein lies the problem.For the same money, you could buy a Golf GTi or for that matter Mazda's excellent Mazda3 MPS, both of which offer substantially more car for your doe.For those wanting something a little different, however, the Brabus has much to offer.Smart is DaimlerChrysler's cheaper line of cars much the same as BMW builds and markets the Mini.Both cars are aimed at younger buyers and the ForFour is not unlike the Mini in many respects, with a wheel at each corner and go kart-like handling.The Smart can be a bit of a handful in the wet, with quite a bit of torque steer under hard acceleration, despite the addition of traction and electronic stability control.In the dry its a ball to drive and has the ability to give larger, more fancied marques a real hurry up.Although Smart claim 6.8 litres for fuel consumption, we averaged closer to 10.0 litres/ 100km during testing. 

It pushes out 260kW plus of power and 510Nm of torque which combine to catapult the ute forward at a considerable rate of knots.Holden is loathe to say just how fast that might be, because it doesn't want to be seen to condone speeding - but let's just say that it's pretty damn quick.In comparison the previous 5.7-litre V8 produced 240kW of power and 470Nm of torque.With the arrival of the new VE Commodore imminent, the days of the VZ ute are numbered.But it will still be some time before we see a new ute and Holden isn't putting a date on it.As the price of fuel continues to rise, the term V8 is becoming something of a dirty word, at least with those unable to afford the extra cost of running one.But the people attracted to these cars normally have a relatively high disposable income.That's a good thing because they'll need it, especially as the SS has a thirst for the good stuff.Although the SS will run on standard unleaded, Holden the quoted power figures are are based on 98 RON premium.With standard you're sure to notice a loss of power and it will probably have an impact on fuel economy too.The Holden's main competitor is of course Ford's Falcon XR8 ute.The XR produces similar power output figures from its 5.4-litre V8, but the XR is a little heavier than the SS.The main point of difference between the two vehicles is that the Ford gets traction control which is an absolute god-send in wet weather.With no weight in the back, these cars can become skittish and putting your foot down at the wrong moment can see the back overtake the front.Both vehicles, however, get ABS and performance brakes.Our test SS ute was fitted with a standard six-speed manual transmission.A four-speed auto is optional.We'd like to say the SS's 6.0-litre V8 is smoother than its predecessor and most of the time it is.But there is still a fair amount of drive line vibration that comes and goes, especially when sitting in top gear.Previous models have been plagued by the same problem.We were, however, surprised by the fuel economy figures that we got from the car.Holden claims an official figure of 14.6 litres/100km for the manual, but we managed to get almost 500km from a single 64-litre tank of fuel at a rate of just 11.6 litres/100km - without making a conscious effort.Standard equipment includes two airbags, climate air, sports suspension, leather wheel and shifter, cruise control and a roof mounted spoiler with integrated brake light.You also get a body kit with 17 inch alloys and 235 series rubber.With independent rear suspension, these utes are designed with play in mind rather than work, but the SS will still car a 650kg load in the back.A soft tonneau cover is standard.Holden SS ute is priced from $41,490 before on road costs.That's $3000 less than an SV8 and heaps less than an SS sedan at $51,790 which makes it the cheapest entry point to a V8 engine.

Speculation continues over the company's longterm future, but in the meantime it's business as usual.For the flagship 9-5 model this means a makeover and in the case of the SportEstate wagon the deletion of the Vector model.Just entry level Linear and top of the range Aero remain.Our test car is the Linear wagon priced from $62,400. 2.3-litre turbocharged petrol engine delivers 136kW of power at 5500rpm and 280Nm of torque from a low 1800rpm, with drive through the front wheels. Saab uses the same 2.3-litre engine for Linear, Vector and Aero models, turning up the turbo boost for each application. Guess there's nothing to stop Linear owners doing the same thing to achieve the same results. The engine is hooked up to a five-speed sequential auto that allows the driver to change gears manually, using steering wheel mounted thumb buttons. There's also a sport mode in full auto. Performance is generally adequate but the car exhibits some annoying traits. Driven sedately it's reasonably smooth, but frequent application of the accelerator generates some confusion between the turbocharger and trans- mission. As a result turbo boost tends to cut in and out and the transmission continually realigns itself accordingly, with real on again off again performance. Push down hard on the accelerator and there are two pauses, one for the turbo to kick-in and then a second one for the transmission to change down. 0-100km/h takes 9.5 seconds and top speed is 225km/h. Saab reckons it has adjusted all major suspension components to improve ride and handling. It has been too long since we last drove the car to really comment. We thought the previous model looked pretty good. The stylists have to justify their existence, but the new rounded, swept back headlights give the car an "interesting" look. Inside the styling is trademark Saab with the ignition still located between the front seats. But it's starting to look a little dated compared to the new crop of Volvos from the same country. 9-5 gets a five-star safety rating, with front and side airbags plus active head restraints standard. ABS, traction and stability control are also fitted. A Night Panel switch is fitted which blanks out all instrument lighting except for the speedo at night, presumably to avoid distrac- tion and eye strain. Fuel economy is rated at 10.0 litres/100km for the auto and the car will run on either standard or premium unleaded. We got about 12.2 litres/100km during testing from the 75-litre tank. Although it has heated door mirrors the driver's mirror of our test car took an inordinate amount of time to to clear. Standard equipment includes leather, heated front seats, climate air, rain-sensing wipers and 16in alloys. VERDICT: A mixed bag. Lots to like but has some annoying traits. Will struggle at the price in view of the competition. For instance VW's V6 all-wheel drive Passat wagon is better equipped and cheaper.

Other models command a premium but the diesel is an unusual entry point to the Passat range.That's goods news in these times of increasing fuel prices because it's going to drive your dollar further, a lot further. It's the same 2.0-litre turbocharged common rail unit found in Golf, Jetta and their Audi counterparts - and it's a ripper.Four cylinder, 2.0-litre turbocharged diesel delivers 103kW of power at 4000rpm and 320Nm of torque from a low 1750rpm.V6 and turbocharged four cylinder petrol variants are also available, but are more expensive.The high torque figure is significant because its the stuff that makes driving a breeze. Diesels deliver more torque than larger capacity petrol engines and at lower engine revs, which is a reason they use less fuel.Top speed is 206km/h and the TDI can sprint from 0 to 100km/h in 9.8 seconds. That's brisk but slower on both counts than either petrol variant.Volkswagen's advanced six-speed DSG auto is standard, albeit without steering wheel change buttons. It employs two clutches for faster gear changes and is ideal for use with the diesel.Claimed fuel consumption for the diesel engine is 6.6L/100km. We got 7.2L during testing but didn't get a chance to empty the 70-litre tank.Our test car looks a million bucks, finished in black with gleaming chrome highlights. Optional beige leather upholstery is fitted, along with walnut wood inserts. We'd happily give the walnut a miss but the overall effect is certainly classy, a car that looks more expensive than it actually is.Given the car's increased size, fuel ef- ficiency and comprehensive equipment list, you'd be mad not to give it a look. More compact cars with fuel efficient engines are the way of the future.We think the Passat's 2.0-litre TDI engine is one the best around. But we have to admit that it feels a bit noisier and coarser that we remember. Maybe the opposition is just getting better?Not quite as nippy as the turbocharged petrol engined car that we drove recently, but still so much better in more important ways. Offers strong mid-range performance and easy high- way cruising.Suspension is firm as is the Euro norm. Drive is through the front wheels, with plenty of electronic gizmos to keep it attached to the road.Safety is uppermost. Passat gets a five-star Euro safety rating. It comes with ABS, eight airbags, active front head restraints and electronic stability control as standard.Standard equipment includes dual zone climate control, premium audio, 17in alloys including the spare, multi-function steering wheel and cruise control.VERDICT:Classy effort. TDI is a hands down winner with the way fuel prices are going. Priced from $42,990 it is a sophisticated car that offers state of the art technology in a practical easy to use package. 

Yes, it's disappointing that Lexus did not opt for a larger engine when it consolidated the IS200 and IS300 into one model.And yes, if you look closely, some parts are branded Toyota (everyone knows it's really a Toyota under the skin).But having said that, it still stands as one damn fine piece of machinery that can hold its high in more fancied company.The IS250 has by default become Lexus's entry level model with the demise of the rather ugly, bloated and front-wheel drive ES300.Prices for the car start from just under $54,000 rising to $78,500 for the whole box and dice before on-road costs.More than anything else the IS250 marks a turning point for Lexus with its distinctive coupe-like styling and a strategic move away from straight six power plants.It has evolved into a car in its own right, rather than some BMW copycat, compact in dimensions but certainly no 3-Series clone.The 2.5-litre Quad Cam V6 develops 153kW of power at 6400rpm and 252Nm of torque at 4800rpm, with variable intake and exhaust valve timing, replacing the previous 2.0-litre and 3.0-litre straight sixes.This compares with the IS300's 157kW of power at 5800rpm and 288Nm of torque at 3800rpm.You can see the difference lies mainly in the torque figure and the way both power and torque are developed higher in the rev range.It gives the car less low down grunt but this is partly compensated for by a switch to a six- speed tranny, with its wider spread of ratios.The smaller IS200 meanwhile developed a lack lustre 114kW of power at 6200rpm and 195Nm of torque at 4600rpm.So, why didn't Lexus opt for a larger, more powerful engine?Well, it argues that the new car delivers significantly better fuel economy while providing higher levels of performance, safety and comfort as well as lower levels of noise, vibration and harshness (NVH).The alloy 2.5-litre V6 is 33kg lighter and shorter than the superseded 3.0-litre six, so it can located further back in the car for better weight distribution.It is matched to either a six-speed manual or six-speed sequential automatic that allows the driver to change gears like a manual.Our test vehicle was the Sports model with optional six-speed auto. Standard equipment includes 18-inch alloy wheels, sports suspension, adaptive xenon front lights, sunroof and sports pedals.Fuel economy for the auto, an important consideration in these times of rising fuel prices, is rated at 9.1 litres per 100km, better even than the manual at 9.8.In fact, the new model achieves eight per cent better fuel economy than the previous 2.0-litre car and 14.2 per cent better economy than the 3.0-litre six.Premium unleaded is recommended and we got 8.2 litres per 100km from the 65 litre tank.IS250 is available in three different grades: IS250, IS250 Sports and IS250 Sports Luxury.It's jam packed with technology but fortunately it doesn't get in the way of the drive experience.The car is 175mm longer, 75mm wider and 5mm higher than the previous model.Drive is to the rear wheels with double- wishbone front suspension, multi-link suspension replacing rear wishbones and electric power-assisted rack and pinion steering.It has a longer wheelbase and wider track than the previous model and the Sport rides 13mm lower, with different front and rear tyre sizes _ 225/40 front and 255/40 back.Some motor noters have found the stability/ traction control system intrusive, but we like the way it kicks in progressively, allowing the driver to keep feeding in the power, even in fastest, wettest sweeping bends.The auto also includes steering wheel- mounted gear change paddles, but they are not fixed to the steering column and not to our liking.The white on black instrumentation is sharp and easy to read, but lacks a digital speed readout.Eight airbags are standard, including driver and front passenger's knee airbags.Active safety features include Vehicle Swerve Control (VSC), Electronic Brakeforce Distribution (EBD) and Lexus Brake Assist (BA), with adaptive front headlights on Sports and Sports Luxury models.We're a big fan of Lexus sound systems in general and the IS250's does not disappoint, with a 13-speaker premium system standard.

Even pushing the extra weight of the larger, heavier Passat wagon, it still delivers plenty of punch - enough to make you wonder whether a V6 or even the diesel model is really warranted?We first saw the 2.0-litre TFSI engine with the debut of the new GTi hot hatch last year, followed recently by it sedan counterpart in the Jetta range.The turbocharged four engine produces 147kW of power between 5100rpm and 6600rpm and 280Nm of torque from a low 1800rpm.It's enough to propel the Passat, in both sedan and wagon forms, from 0-100km/h in a rapid-fire 7.8 seconds.Fuel consumption for the wagon meanwhile is a claimed 8.9L/100km from the 70-litre tank and it uses premium unleaded - the 98 grade good stuff is recommended.Vollkswagen has been hitting some home runs lately and it looks like Passat may be another one.The company describes the car as "the greatest evolutionary step since the series was first created."It's larger in every dimension than the previous model which we admit having had a bit of a soft spot for.Putting a rule over it the new car it's 62mm longer, 74mm wider and 10mm higher.Shopping it against smaller stablemate Jetta, there's not much separating the two cars in terms of style.Jetta is also quite roomy inside and could in fact be spacious enough for many people, especially since it's cheaper.Passat has a five-star safety rating and comes with eight airbags, active front crash head restraints and electronic stability control as standard.Our test car was the four cylinder wagon priced from $46,990, that's $2000 more than the entry level 2.0-litre diesel.You can't get a Jetta wagon so if it's a wagon you're after, it will have to be the Passat.In the four cylinder wagon the engine is hooked up to a six-speed sequential auto that allows the driver to change gear manually (V6 and diesel get the hi-tech, double clutch DSG box).From start the changes that have been introduced with the new model become quickly obvious.To start the car there is no ignition key as such. Instead you stick the remote control unit into a slot in the dash, pushing the thing home to turn the engine over.There's no fumbling for the handbrake either. To operate the handbrake it's just a matter of pushing a dash-mounted button to the right of the steering wheel.Our test car was finished in dark blue with gleaming chrome accents.The wagon is the same width but fractionally longer than the sedan at 4774mm but sits a good 45mm higher.The profile is raked and sporty, with a high waist line and side windows that narrow and plunge to a point at the front.Alloys wheels with low profile 235/45 rubber are standard as is a full-size alloy spare.Inside velour trim is standard but that is just fine by us because leather is cold to the touch in winter.The seats are firm but comfy and supportive, with good side bolstering.Rear legroom is generous and the wagon seats four adults comfortably, five at a pinch.As mentioned the car takes premium unleaded petrol and we averaged 11.7L/100km from the 70-litre fuel tank during testing. 

But we've got to say the GS450h is a revelation in terms of performance and economy, a promise of what technology can and does deliver.The really exciting part however is that this technology is likely to find its way into the good old family Camry within the next couple of years.Now that is exciting!We missed the launch of the GS450h at Bathurst a few weeks back and we regret doing so after a week behind the wood in-laid wheel.You see Lexus has opted for an entirely different approach to the hybrid question, with the emphasis firmly on power rather than economy.That's not to say this hybrid is not a light sipper, it still consumes fuel at the claimed rate of 7.9L/100km - but that's really not the point.The point is, Lexus has shown, that it is now possible to have your proverbial cake and eat it too.Here's a car that goes hard but still manages to deliver four cylinder-like economy.In fact, if this is what hybrid technology has to offer, it could well become the new millennium's answer to turbocharging - because let's face it, the V8 has had its day.Having said that, the GS450h is not cheap, not at more than $120,000, but you do get a lot of motor car for your money.The heart of the matter is not some piddling four cylinder engine but rather a family-sized 3.5-litre V6 which itself puts out 218kW but has beefed up with the addition of a powerful 147kW electric motor.The electric motor alone kicks out as much power as some family cars.The combined result is a sports sedan that delivers a modulated 254kW of total power, with much of the torque available instantly as there is no spin up time necessary.Like its cousin Toyota Prius, the Lexus has a large visual display showing the ebb and flow of energy through the hybrid petrol-electric system.The normal tacho has been replaced by a power meter the left of the speedo that is calibrated in kilowatts.The ignition key is a wireless one with a button to power up the system.Standard features include 10 airbags, stab- ility control, pre-collision system, radar controlled cruise, rear view camera, DVD player and a 14-speaker Mark Levinson audio system.We like the GS styling, low and sleek with a swept back look that takes for the form of a four-door coupe.It looks classy and the multi-layered five- spoke design of the 18in alloy wheels is particularly effective.Inside the hybrid is as quiet if not quieter than other models in the Lexus range.The CVT auto is designed to optimise power and economy, with just the one continuously variable forward gear.But for more enthusiastic drivers a set of six cogs is provided for manual changes and the suspension can be switched to a firmer sport setting.There's even a power setting for the hybrid system that unfortunately we did not discover until too late in the piece.How embarrassing?There we were thinking it went all right anyway.Even pushed hard the Lexus still managed to post 9.6L/100km which is just outstanding.If you are looking for a reason to buy Japanese instead of the German premium brands, the GS450h is drives a pretty good argument. 

But the good news for the French company is that the gong goes to one of its own - the new and larger C6 set to arrive later this year.C5 has recently undergone a facelift, with new engines, transmissions and other changes.Although it looks like a sedan, the car's bootlid and rear window actually lift as one piece, just like a hatchback.Of course it wouldn't be a Citroen unless it had fancy suspension and the C5 does not disappoint.The hydro-pneumatic system does away with springs and shock absorbers, replacing them with a gas and hydraulic suspension system instead.The Hydractive 3 suspension changes the car's ride height, both automatically or manually - at the push of a button.Above 110km/h the nose drops 15mm and the tail drops 11mm, returning to the normal if speed drops below 90km/h.But on poor road surfaces the nose and tail come up 15mm, staying there unless speed rises above 70km/h.Then there's some manual settings. The car can be raised 40mm to clear obstacles, with a low setting for loading and a maximum setting for changing a flat.Our test vehicle was the top of the range Citroen C5 fitted with the latest version of the 3.0-litre V6 engine.Four cylinder and turbo diesel models are also available.The V6 develops 155kW at 6000rpm and maximum torque of 290Nm at 3750rpm.The engine is hooked up to a new AISIN sequential, six-speed automatic transmission.First gear has been shortened to provide quicker take-offs and a taller sixth gear has been fitted to reduce fuel consumption.It is a relatively high revving engine that does not start to perform until it really starts to get going.The V6 model can sprint from 0 to 100km/ h in 8.6 seconds and has a top speed of 230km/ h.C5 is well equipped, with leather and climate airconditioning standard as well as some features normally found in much more expens- ive vehicles.The lights don't just operated automatically, they come on earlier when it is raining, while the V6's high powererd Xenon headlights follow the direction of the wheel.The cruise control system includes a speed limiter and the power operated windows close when a sensor detects rain.The same sensor also turns on the windscreen wipers automatically.We don't mind the look of the new "boomerang" shaped head lights but we're not too keen on the tail lights.Inside, the speedometer segmentations are cluttered and hinder rather than help the driver to see how fast they are going.Safety equipment includes anti-lock brakes, electronic stability control and a total of seven airbags.C5 offers plenty of room inside in what is best be described as loungeroom comfort.For a car with such a big rep however the drive experience is somewhat disappointing.Even with the suspension set to sport the handling is rather soft and the gear changes are not always smooth.Fuel economy for the V6 is a claimed 10.0L/100km from the 66-litre tank. During testing we got 11.2L/100km.The Citroen C5 V6 is priced from $55,990.