Articles by Chris Riley

We normally spend at least a week behind the wheel of the cars we test and write about, but even then it it is still easy to overlook things.Our hearts goes out to the average punter forced to make a decision after just a few minutes shopping for a new car.The more time we spend behind the wheel of Volkswagen's diesel Polo the more we appreciate what a little gem it is.We've got about 7500km on the clock now and the fuel economy is getting better and better with each passing week.On our last fill we topped 720km and have persuaded Volkswagen to let us have the car a little longer so we can have a crack at the 800km mark.This is something of a milestone because neither of our previous hybrids - Toyota's Prius and the Honda Civic - were able to crack this nut.Prius came the nearest with 777km.Over the past weeks we have discovered our Polo excels on long trips, sitting in top gear on the motorway where fuel use is at its lowest.Around town, however, consumption tends to rise, but it still remains very good.We were especially keen to drive the Polo because at $22,990 it is the cheapest diesel- powered passenger car currently available here.With a 1.9-litre turbocharged diesel engine, fuel consumption is rated at a miserly 5.0 litres per 100km.The diesel engine delivers 74kW of power at 4000rpm and 240Nm of torque from a low 1800rpm.It is mated to a five-speed manual transmission.Apart from the obvious economy, the other thing that we have noticed about the car is that even fully loaded, it doesn't put much of a dent in performance.This is in stark comparison with small petrol-engined hatches that are reduced to a crawl up hill with any more than two people aboard.Many people point to the higher cost of diesel, but as we have discovered you get much better mileage.The Polo has a 45-litre fuel tank but it seems no matter how hard we try, it rarely takes more than 40 litres to fill which puts 800km within our grasp.Our fuel economy has ranged between 5.8 and 6.8 litres per 100km.The Polo pulls like a steam train from second gear and cruises smoothly and easily on the motorway.If I were a commuter (and I am) it would certainly be on my shopping list.The TDi has a four-star safety rating, with two airbags, three point seatbelts for all occupants and four-wheel ABS disc brakes with electronic brake-pressure distribution (EBD).Standard equipment includes climate air, cruise control, power windows and mirrors, height and reach adjustable steering wheel, remote central locking, tinted glass and four- speaker CD sound system.Unfortunately, there's no auto available and we'd check out the cost of servicing. 

We're the first to confess we're not huge fans of small cars with automatics, but the sporty Fiesta Zetec stands out as an exception to this rule.Even hooked up to the four-speed auto is a cracker.It goes off! All Fiestas get the same 1.6-litre DOHC 16 valve engine that delivers 74kW of power at 6000rpm and peak torque of 146Nm at 4000rpm. May not sound like much but combined with the car's relatively light weight it delivers a lively power to weight ratio. Our four-speed auto test vehicle weighed in at a modest 1089kg, about 25kg heavier than the manual model. For the mine's bigger than your's crowd, having the same donk as the entry level model kind of takes the shine off the sports machine but that's life. What you do get with Zetec is sports suspension. Combined with larger diameter wheels fitted with low profile tyres it makes for significantly better handling. The sports kit delivers a firmer ride, with sharper handling and a more precise steering feel. The kit drops the ride height, with stiffer springs and dampers, revised suspension bushes, larger diameter front anti-roll bar and a stiffer rear suspension twist beam. 16-inch seven-spoke alloys are fitted with 195/45 R16V low profile tyres, Fuel consumption from the 45-litre tank is a claimed 7.5L/100km using standard unleaded petrol, compared with the manual's 6.8L/100km. Performance is sharp and the engine is a real buzz saw, revving all the way to 7000rpm in third gear without forcing a gear change. An overdrive lockout button can be thumbed to keep the car in third. Ford has given the car a makeover, with changes to bumpers and grille, new head lights, new tail lights, thicker body side mouldings and body coloured handles and mirrors. Airconditioning is now standard across the range. The front spoiler is quite deep and easily scraped on dips and driveways unless the driver is careful. Standard equipment includes ABS anti-lock brakes and electronic brake distribution, but not brake assist which shows in the amount of pedal force required under heavy brakling. It's worth noting too that the car misses out on rear disc brakes, but in a small car it is the front brakes that do most of the work anyway. Front driver and passenger airbags are also standard. We found the sound system in our test car a little temperamental in dealing with burned CDs, but it produces better than average sound.VERDICT: No hesitation recommending this little beauty. Offers plenty of performance even when you opt for the convenience of automatic transmission. Not quite as roomy as Barina but heaps more fun to drive by a country mile.

While it falls short in key areas, it is still a great piece of eye candy and one that's a hoot to drive.

Most people will recognise the Citroen C4 hatch as the one from the TV ad with the dancing robot.The C4 comes in hatchback and sports coupe versions and although our test car was the hatch it is a little different because it features a 1.6-litre diesel engine.It seems just about everything we've driven lately has been a diesel which is not necessarily a bad thing considering the rising cost of petrol.The C4 HDi is good for a miserly 4.7 litres per 100km and that translate into a long way between fill ups with the aid of a large 60-litre fuel tank.The heart of the matter is Citroen's newest diesel engine that uses common rail direct injection and piezo electric injectors, aided by a variable displacement turbocharger with overboost to provide extra torque under acceleration.The 1.6-litre power plant generates 80kW of power at 4000rpm and 240-260Nm of torque from a low 1750rpm.It is mated to a five-speed manual transmission, with an auto expected to be available in future.The HDi is no sports car out of the gates, but delivers strong mid to high-range performance where the majority of people want it.For a diesel, it is extremely quiet and particularly smooth, one of the smoothest we have driven in fact and in its element cruising in top gear on the motorway.You get a car that is well equipped, with six airbags and a five-star safety rating.Standard equipment includes ABS brakes, electronic stability control and cruise control with a speed limiter that stops the car from exceeding a set limit, say 60km/h in a built up area. It also comes with fogs, alloys and a full-size spare.Enthusiasts won't find the car disappointing. It might be a diesel but it gets mobile with stability control to keep things from getting too out of hand. Hills are no problem with plenty of torque even in fifth gear. We averaged 6.1L/100km during in variety of conditions easily giving the C4 a range of 1000km. The interior is quiet and the sound system is a half decent one too.We wouldn't mind putting the HDi to a longer test with Citroen's co-operation. The Citroen C4 HDi is priced from $29,990.

The first Nissan to deliver on this promise was the soft road Murano and the prestige Maxima sedan has just followed suit.Compared with the previous model's four- speed automatic transmission, fuel consump- tion has dropped from 11.2 litres to 10.8 litres per 100km – a reduction of 3.5 per cent.More impressive, however, is that in a week of testing we bettered this figure without even trying, with the 70-litre tank delivering an average 10.2 litres per 100km.Maxima is powered by Nissan's acclaimed 3.5litre V6, the same engine that can be found under the bonnet of the 350Z sports car but in a different state of tune.The V6 generates 170kW of power at 5600rpm and 333Nm of torque at 2800rpm.It prefers premium unleaded petrol.CVT is standard on both models – ST-L and Ti.Instead of set change points, CVT as its name suggests continuously varies the gear ratio to achieve the ideal balance between power and economy.Although a sequential "M-Mode" is offered where drivers can change gears manually (with six gears from which to choose) there is little need or reason to do so most of the time.Previous CVT autos that we have tested have had a "zoomy" feel, but not so with this one.It's smooth and punchy, providing just the right mix of power and economy for the executive in a hurry.As well as the addition of the new transmission, Maxima has been upgraded with new look front and rear bumpers, dual rear exhaust outlets, LED tail lights, redesigned headlights, front fog lights and alloy wheels.Inside, the application of leather and new metallic finishes creates a stylish modern ambiance.Our test vehicle was the top of the range Ti with all the bells and whistles.It comes with a full complement of luxury features including leather and climate con- trolled airconditioning, but still has a somewhat spartan feel.It's not so much what is included but what is missing that grates – reach adjust for the steering wheel and heated front seats spring to mind.At the gimmicky end of the spectrum Ti comes with an "intelligent" key system with no need to take the ignition key out of your pocket to start the car.A hard key is built into the remote which is a good thing because it played up a couple of times, refusing to start without the key.Still, we like the car and at a starting price of $39,990, it represents excellent value for money.The Ti goes for $44,990.You get leather and electronic stability control with both, but the ST-L misses out on curtain airbags.

The XC70 is the four-wheel drive version of the Volvo family favourite V70, a largish wagon, with a raised ride height that is underpinned by an active all wheel drive system.It has much the same feel as Subaru's Outback, but as a Euro carries considerably more prestige.Although Volvo has since produced a larger, seven-seat offroader since its inception, the decision to retain the XC70 has been vindicated as it is still the second largest seller in the range behind the XC90 - running at a ratio of about two to one.#dip#pi9017#th2.5-litre turbocharged, in-line five cylinder engine produces 154kW of power at 5000rpm and 320Nm of torque between 1500 and 4500rpm. It's a smooth, economical unit with no turbo lag to speak off.#dip#pi9017#thEngine is hooked up to a five-speed, sequential auto that allows the driver to change gears manually if desired.#dip#pi9017#thPower is fed to all four wheels through an electronically controlled Haldex centre coup- ling.#dip#pi9017#thAcceleration from 0-100km/h is a brisk 8.0 seconds flat, with a top speed of 210km/h.#dip#pi9017#thThe all-wheel drive system remains predominantly front-wheel drive during normal driving, but shifts automatically to an equal front and back split when loose surfaces are encountered.#dip#pi9017#thTRACS traction control system is able to activate and to control each brake caliper individually to control wheel spin.#dip#pi9017#thWith 209mm of ground clearance this is no off roader, but copes well with dirt roads and icy, slippery conditions.#dip#pi9017#thAt 1655kg it is the lightest vehicle in its class and has a noticeably lower roofline too when parked beside other off road vehicles.#dip#pi9017#thFuel consumption is rated at 11.1L/100km. Our test vehicle returned 11.6L/100km during several days of testing. It has a 70-litre tank and premium is recommended but it runs on standard unleaded.#dip#pi9017#thOur test car was fitted with a large aerodynamic luggage pod. It's adds much needed luggage space, but is suitable only for soft items and can be difficult to close without leverage.#dip#pi9017#thThe $1860 pod generates quite a bit of wind noise and vibration and precludes the use of the sunroof that was fitted to our car.#dip#pi9017#thThe extra drag of the pod would of course also add to fuel consumption.#dip#pi9017#thWe carried three bikes on a bike rack attached to the tow bar. With tthe bikes a bit of luggage, the rear has a tendency to squat and scraping the back is easy to do. As a result we recommend fitting optional self-levelling rear suspension.#dip#pi9017#thThe car comes with a full quota of luxury accessories, including leather, heated front seats and dual zone climate air. There's also an impressive 11-speaker Dolby sound system, complete with six stack CD.VERDICT: Priced from $56,950, the XC70 represents excellent value for money. It offers sedan-like ride and handling, but with the security and versatility of a knock around package - one that will be much easier on the pocket than a large 4WD. 

By way of explanation the German car manufacturer has a tradition of naming its vehicles after letters, with cars like the A-Class, recently released B-Class and the best selling C-Class – to a name a few.Joining this exclusive but rapidly growing list of models this week is the all-new R-Class, a six-seater that is difficult to pigeon hole.It's not quite a wagon, not quite a 4WD and not quite a people mover – but combines elements of each.The seemingly endless flow of models from Benz and other manufacturers is a reflection of the fact that car companies can no longer afford to build one, two or even three basic vehicles and hope to be all things to all people.These days car buyers are a far more discerning lot and manufacturers are being forced to assemble a much wider variety of models designed to cater for smaller, niche groups in the community – with some vehicles often sharing the same platform under the skin.Volkswagen is the Jedi master of this finely honed craft and it is a lesson that has obviously not been lost on its German compatriot.The recently released B-Class is a good example because it sits on a stretched version of the smaller A-Class platform.The new R-Class follows in these footsteps.With seating for six people in a two plus two plus configuration, and with all seats facing forward, the big Benz sits on the same platform as the off road M-Class wagon and features the same engines and all-wheel drive power train.It is built at Benz's Tuscaloosa plant in the American state of Alabama, right alongside the M-Class.R-Class comes in short and long wheelbase versions with a choice of V6, V8 and turbodiesel engines, priced from $82,900 to more than $122,000.There's even an AMG R63 version that will join the lineup later this year, at a price yet to be named.Standard equipment includes front and rear parking sensors as well as self-levelling rear air suspension.Front, side and curtain airbags are standard.We got to go for a spin this week in the V8 powered long wheelbase R500 with all the trimmings.Initial impressions suggest a large stylish wagon, with a long swept back roof line.But closer inspection reveals subtle differ- ences, like the higher ride height, all-wheel drive underpinnings and versatile seating layout – even if it adds only one extra seat.At 5157mm and weighing in at 2240kg, there's no concealing the size and weight of the beast.The flagship 5.0-litre V8 as tested is expected to account for about 13 per cent of sales, but its the 3.0-litre CDI diesel that will take the lion's share with almost 50 per cent.The V8 delivers 225kW of power and 460Nm of torque from 2700rpm and is capable of pushing the wagon from 0 to 100km/h in 7.0 seconds, with a top speed of 245km/h.You can see from the figures it's no slouch despite its bulk.The engine in all models is paired with a seven-speed auto, with power channelled to all four wheels through a fulltime all-wheel drive system split evenly between front and rear wheels.As in the M-Class, the shift lever is located on the steering column with gear shift buttons on the rear of the wheel.The ride height can be altered electronically for dirt roads, but that is about all the four- wheel driving this car is likely to see.The dampers can also be set for sport or comfort.There's the usual Benz arsenal of electronics to keep the car in check.Performance is good but not sensational and pushed hard the sheer bulk wants to carry the vehicle wide on bends.Fuel consumption is rated at 13.3L/100km, but we got about 13.8L/100km during testing.Although Benz is loathe to admit it, the R-Class is more of a people mover than anything else, but with six seats it is limited.Still, it's a stylish one, but one that will have limited appeal.Benz admits that it doesn't expect to sell huge numbers, probably about 350 a year – but it all ads up.The car has been on sale in the States since October, but while it is meeting expectations it has not surpassed them. 

That's before you even fire up the 6.0-litre V8.Bearing in mind that it's one of 100 limited edition HSV GTOs and one of just 25 red ones (the ones that go faster), we can't say that we're surprised.The GTO LE (ours was number 81) could be the last hurrah for the coupe which is not part of the new VE Commodore lineup due for launch later this year.Holden is still exporting the GTO to the States which guarantees supply for a while, but for how long is anyone's guess.According to HSV, production will continue in a "limited fashion" in 2006."This is possible because the HSV Coupe shares certain powertrain components with the export Pontiac GTO for the US Market," it says.After the run of special editions is finished, HSV's Paul McDonnell said production will return to normal, but stumps have been called for August.There's already talk of a new Monaro and of course that means a coupe from HSV to go with it, but even if there is – it's not likely to be a ridgey-didge Commodore based one."That's the end of the model," McDonnell said. "The HSV GTO is effectively the last Aussie coupe."We spent the weekend in the HSV GTO LE only to find ourselves the centre of attention wherever we went.It's an accolade that soon wears thin, especially when every man and his dog wants to race.As an owner you'd also grow paranoid pretty quickly about parking the thing anywhere – but it's all part of the fun.As well as the you-beaut red paint job with white accents, our GTO LE came with matching red Indiana leather trim, enough to put any self-respecting Alfa to shame.There's also a discreet roof spoiler over the rear window instead of the usual boot mounted job, stainless steel dual exhaust system with quad tail pipes and the car sits on spectacular 19-inch 10- spoke alloys with ultra low profile 35 series rubber.This car just oozes machismo.Inside, you get Bluetooth and premium dash highlights as part of the package.Brakes, meanwhile, have been upgraded to an AP Racing 4 Piston Premium System, with adjustable APS suspension system optional – front discs are 343mm are rear are 315mm.Just to cap things off our car came with the Victorian number plates "LSTWO".Power comes from HSV's 297kW LS2 V8.The 6.0 litre LS2 is a lift from the American Corvette and produces 297kW of power at 6000rpm and maximum torque of 530Nm at 4400rpm.Fitted with a Tremec six-speed manual transmission, it accelerates from 0 to 100km/h in 5.2 seconds.That said, it didn't feel anywhere near as quick as the Senator we drove recently which in auto form is good for 5.1 seconds.A four-speed auto is also available.Like the Senator, it will spin the wheels going from first to second gear, regardless of whether traction control is turned on or off.For such a large engine fuel consumption during testing came in at a respectable 13.8L/100km, with plenty of freeway cruising thrown in – but it will chew through the juice as quickly as you want to go.Our passengers were surprised to find the coupe seats four, not five, people – so it's worth reiterating.For night driving we found the standard lights even with the fogs turned on lack lustre and would have liked to have seen xenon lamps part of the package.The optional sunroof fitted to our test car restricts headroom and the 260 watt Blaupunkt 10-speaker sound system is a bit ordinary when it comes to handling the low notes.The HSV GTO LE is priced from $83,990. 

Spearheading the new Civic lineup, the Civic Sport is powered by a 114kW, 2.0-litre DOHC i-VTEC engine.The 2.0-litre engine pumps out 114kW at 6200rpm and 188Nm of torque at 4200rpm.It's the last figure that is most important.In comparison, the lamented VTi-R's smaller 1.6-litre donk cranked out an amazing 118kW at 7600rpm - but not nearly as much torque (just 148Nm at 7000rpm).Last sold in 2000, the high-revving VTi-R was more powerful but nowhere near as "driveable", with considerably less torque that was available only at high revs.Torque is the muscle that makes driving larger, more powerful cars that much easier, requiring less gear changes and making short work of steep hills.Other models in the new Civic range get a 103kW 1.8-litre power plant, apart from the petrol-electric Hybrid.Our test car was 2.0-litre Civic Sport equipped with optional five-speed auto that includes steering wheel-mounted gear shift paddles.A five-speed manual is standard.The buttons are okay for cruising around but it is easy to lose track of them once the driver's hands start to move around the wheel, especially during enthusiastic cornering.The best system sees the buttons fixed to the steering column itself where they don't budge.Australia misses out on the space age hatch, but the new sedan holds its own as a slick, smart looking unit.It's longer, lower and wider than the previous model, with a raked aggressive stance.Like the rest of the range the Civic Sport is a four-door sedan, despite its sporty pretensions.It has a reasonable sized boot and rear seat that splits 60/40 for longer loads, with a "dive down" feature that allows the seats to lie flat.The interior is dominated by the two-tier instrument cluster, with a separate high mounted speedometer.It means your eyes don't have to stray far from the road to check what speed you're doing, something we find ourselves doing a lot.Safety is taken care of with front, side and curtain airbags, plus ABS brakes and new electronic brake force distribution system that acts on left and right sides independently to prevent rear-end steer during emergency braking.Like most VTEC engines the Sport likes to rev and really doesn't come into its own until around the 4000 to 5000rpm mark.Performance is strong but unconvincing.We'd like to see how the five-speed manual peforms.As well as change paddles, the transmission features a sport setting that keeps the revs on the boil - good for performance but not so good for economy.Handling is good but not spectacular, especially on the limits.Fuel consumption for the auto as tested is rated at 8.0L/100km.Cruise control is standard but the Sport gains a number of extras, including a sunroof, leather seats and steering wheel, front foglights, twin tailpipes and 16-inch alloys with 205/55 profile rubber.Honda Civic Sport is priced from $29,990. Automatic transmission adds $2000 bringing the price to the same figure as the Hybrid. 

Not only does it go like a scalded cat, but it is right up there with the best of them in terms of off road ability.Range Rover Sport is the fastest vehicle that Land Rover has ever produced.Built on the same platform as the Land Rover Discovery, the Sport cuts an impressive figure around town, with stylish side air vents, aerodynamic enhancements and dual exhausts.Our test vehicle was the top of the line supercharged V8 model priced from $136,500.Kind of takes your breath away doesn't it, but so too does the performance when you get to drive it.There's also a less powerful, naturally aspirated V8 version and an economical turbo diesel available – but why settle for second best?The supercharged 4.2-litre V8 is the same engine that can be found in Jaguar's top of the range S Type R and marks a return to an in- house power plant for the company.The 287kW/550Nm engine has been reworked for duty in the Rangey, but even pushing almost three tonnes, still manages to propel the the vehicle forward at a rate of knots, blasting from 0-100km/h in 7.6 seconds, on its way to a top speed of 225km/h – with race- bred Brembo brakes for stoppers.A six-speed sequential automatic trans- mission takes care of gear changes, allowing the driver to shift manually if desired, with a host of electronic aids to keep the car in check.The Sport is 14cm shorter in the wheelbase than the Disco, with a plunging roof line, blacked out roof pillars and one-piece tailgate with glass that opens separately for easy access.The emphasis is firmly on performance and handling and as such the car sits low 20in wheels and low profile rubber.Rangey's famous air suspension is used to raise and lower the car, with ground clearance between 172mm and 227mm.Although it carries a full-size spare under the back (essential off-road), it has a relatively small 88-litre fuel tank, so you won't get far in the bush.Fuel consumption for the supercharged V8 is a claimed 15.9L/100km, but this can easily blow out to more than 20.0L/100km if driven hard – we registered 18.8L/100km during our stint behind the wheel.The supercharged model has impressive straight line acceleration, with a lovely exhaust note from the V8.Dynamic stability response (standard on supercharged) keeps the car flat in corners.As befitting a luxury car the equipment list is extensive, with six airbags standard.