Articles by Craig Duff

EyeSight driver assistance on next Liberty will mean cheaper insurance.Lower insurance costs will be part of the package when the new Subaru Liberty arrives in Australia in January. Subaru has confirmed all versions of its mid-sized sedan will be fitted with the latest EyeSight driver assistance.The updated software includes brake light recognition, improved pedestrian detection, city-speed automated braking and steering assistance and adaptive cruise control.Insurers Allianz and IAG already reduce premiums for owners whose cars are fitted with the previous version of the EyeSight technology, which uses a pair of cameras fitted to the top of the windscreen to scan the road ahead of the vehicle and detect potential accidents.Subaru Australia boss Nick Senior says the safety enhancements will boost the appeal of the sixth-generation Liberty (pictured, US model). "Another hidden benefit of EyeSight is that, if a collision does occur, the position of the cameras helps avoid potentially costly damage to them," he says."Some competing systems have sensors and equipment right at the front of the car, including the grille, and this can be an expensive repair exercise." Pricing and specification for the new range has yet to be announced but the competition in the segment, where the Mazda6 and Toyota Camry dominate, should mean little variance on the $33,000 starting price. The car is already on sale in the US, where it is fitted with 2.5-litre four-cylinder and 3.6-litre six-cylinder engines matched to Subaru's "Lineartronic" continuously variable automatic.Subaru Australia has yet to confirm if the Outback SUV - based on the Liberty platform - will also be getting EyeSight as standard in the 4WD wagon. But given the Outback is $5000 more than the sedan and EyeSight is already fitted to the top-spec version of the current model, it's a reasonably safe bet.

Craig Duff road tests and reviews the2015 Subaru BRZ, with specs, fuel consumption and verdict.

Craig Duff road tests and reviews the 2015 Audi A6 at its Australian preview in Germany.

The price makes the BT-50 the must-have four-wheel-drive ute for the family There's a lot more going for the pretty boy of the pick-up crowd than slick looks. The Mazda BT-50 may appear to be a jacked-up car but its underpinnings (shared with the Ford Ranger) make it a steroid-infused party animal in any environment.

Kia's classy but ageing Rio hatch gets a makeover to maintain appeal.As people age, cosmetic surgery becomes more palatable. This approach is equally applicable to cars - midlife makeovers 'freshen" a model to maintain its appeal among buyers.Such is the case with the Kia Rio, our 2011 Car of The Year, which was nipped, tucked and launched at the Paris show with revised front and rear styling - and who doesn't appreciate a nose job and butt lift? - plus a raft of technology upgrades.The base versions will be here in late November, without many of the key enhancements, including engine stop-start and optional satnav.The Rio is still an attraction in this field even if it is no longer at the head of the packKia Australia spokesman Kevin Hepworth says prices for the enhanced package will increase a little. No surprises there, given the light car segment the Rio competes in is as price sensitive as a budget beer drinker - forget the brand, focus on the value.That means the $16,290 Rio S five-door is unlikely to climb beyond $17,000. It should also encourage dealers to negotiate hard to shift the last of their existing stock.Haggle as if you're in an Asian street market and the baby Kia will be a bargain.In standard guise the Rio S has a multi-point fuel-injected 1.4-litre engine and six-speed manual transmission (four-speed auto adds $2000).It is one of the more accommodating in its class and a pair of adults in the back will have little cause for complaint in terms of head or legroom. The boot is equally good at 288L, if not up to Honda Jazz standards.On the road the Rio S is a good, if not great, drive. The engine is a willing performer but needs to be worked to extract decent acceleration. In auto guide, fuel consumption increases significantly.In contrast the 1.6-litre Si model needs far less throttle to reach and maintain the speed limit and uses less fuel as a result. It can be paired with a six-speed auto, which doesn't hurt either.The 1.4-litre engine is also fractionally more expensive ($2432) than the 1.6-litre unit ($2383) to maintain over the life of the standard seven-year capped price servicing.Dynamically the Rio is all you want in a light car. It's no VW Polo or Ford Fiesta but has well-sorted suspension and a reassuringly solid chassis. It lacks a bit in steering feel but unerringly goes where it is pointed. The only real omission is cruise control, fast approaching mandatory status.Occupant comfort was obviously a priority and the Rio is still one of the better vehicles to spend time in. The front seats are first rate, though larger drivers may find the bolsters push on their outer thighs (a small price for lateral support). The rear pews are also up to the job of avoiding butt and back fatigue on decent trips. The Rio is still an attraction in this field even if it is no longer at the head of the pack. Don't pay the list price and you'll get a car that's engaging enough to still impress for the duration of its seven-year warranty.

Performance motoring now demands a hybrid drivetrain. Electric motors are increasingly used to boost acceleration and enable makers to reduce engine capacity and trim CO2 emissions.The weight disadvantage in lugging around a motor and associated battery pack is offset by the use of carbon fibre and lightweight alloys.Porsche's 918, the McLaren P1 and Ferrari's LaFerrari all follow this formula. The electric motor provides instant torque from takeoff, then a supplemental shove in the back during mid-range acceleration.Now BMW has joined the fray with its stunningly designed i8. With looks straight off a futuristic film set, this is heart-throb Hollywood style with hang-on performance.That is reinforced from the moment the gull-wing door scissors down and the start button fires up the dash - the only indication the car is 'on" - with an electric blue driver's display that references more than a little Tron.This BMW is a car for extroverts who want to show off conspicuous consumption without being accused of constantly consuming prehistoric fauna and flora.The 7.1kW/h lithium-ion battery pack is good for a claimed 37km range. That would make most city drives a stealth commute, where it not for the constant looks and the intentionally engineered faint jet-engine whine as the i8 spools up.Demand more performance and the 1.5-litre engine - from the Mini, no less - kicks in without a hint of drivetrain shudder. If passengers aren't told, they'll never believe the combustion engine nestled behind the 2+2 cockpit is a three-cylinder, such is the work BMW has put into ensuring the sound matches the car's looks (and price).There's a gruff snarl under acceleration, pronounced bark on downshifts and a constant surge of progression at all speeds.In terms of numbers, the 4.4-second trip to 100km/h is good if not eye-watering. Vastly more intimidating - and relevant - is the mid-range acceleration where momentum overwhelms mass to flick the speedo from 80-120km/h in just 2.6 seconds.more a fusion of a sports car and grand tourer than an outright supercarThat'll put the vast majority of sports cars into the rear-vision mirror. The i8 officially uses 2.1L/100km. Drive extended distances at elevated speeds and expect to see that figure jump to about 5.8L/100km. Given the 42-litre fuel tank, that equates to a range of up to 700km.The brakes are first rate, particularly given they help regenerate energy for the battery. Generally such setups have had all the pedal feel of a tractor but the BMW's is a vast improvement.The steering is light, even with the automatic transmission shifted into Sport, which tightens up most inputs. There's no arguing with the precision but it ultimately lacks the feedback and cornering confidence of the likes of an M3.That's a critical point - as capable as the i8 is, it's not an M car and is more a fusion of a sports car and grand tourer than an outright supercar.It's apparent in the way the suspension is set to elevate comfort over cornering. Its pace through a turn is phenomenal but the I car will understeer if pushed hard into an apex.This vehicle rewards backing it off early and powering through the turn. The only area that lets the i8 down is storage space. The glovebox is just that, an area for a pair of gloves and a purse. There are no door pockets, the cupholders reside behind the front seats - and smaller bottles will spill out of the receptacles at reasonable cornering G-forces. The rear luggage compartment, under the glass hatch, won't take much more than a soft-sided overnight bag.Louis Vuitton has developed a set of carbon-fibre luggage specifically for the i8. If you can afford the $299,000 for the car, you can presumably stump up for the LV-branded bags but even then some of the bespoke luggage is intended to reside on the back seat.So in reality this is a two-seater with only a token concession to putting adults aft.That's academic. Most rational adults will refuse to travel beyond 20km in the rear, as the lack of leg and headroom makes it a less than luxurious place in which to appreciate the i8's other charms. Moreover, the owner probably won't want anyone else stealing the attention on a cruise through the inner suburbs.

Many dream of the tough stuff - the trail-rated Wrangler, Cherokee and Grand Cherokee tackle it. High expectations are a big part of Jeep ownership. The US-based SUV brand defines off-road toughness in terms of the hits its vehicles will take and the terrain they can traverse.That legacy originates from the Willy's Jeep, which formed the backbone of the US infantry's mobilised assault during World War II.The Jeep name and signature seven-slot grille are not without historic irony. The grille is a modification of the vertical staves fitted to versions produced under licence by Ford during the war. After the war, Ford unsuccessfully sued Willy's for the Jeep name and then in 2001 Daimler (Jeep's then owner) sued GM for the Hummer's use of a similar grille design.Fast forward to 2014 and Jeep regards its 'trail-rated" models as direct descendants of that original go-anywhere Willy's.Trail-rated refers to the vehicle's ability to manoeuvre, articulate (keep wheels on the ground), maintain traction, maintain ground clearance and achieve water crossings.All of the above criteria are able to be objectively assessed in the design phase as well as in real-world testing.Today, every Wrangler sold in Australia achieves this standard, along with a host of Grand Cherokees and the top-spec Cherokee Trailhawk.The appeal lies in the fact that many people dream of doing it tough, even if they only tough it out over a sandy track.To prove the point, Jeep Australia took a selection of thus-rated tough-mobiles on a Victorian alpine jaunt that involved rock-stepped trails, clay-covered descents and enough water to keep the windscreen wipers working.Wrangler OverlandThe Wrangler remains the most authentic - though far from the most popular - Jeep. Its panels can still be removed and the windscreen dropped to provide a Willy's-style silhouette, though there are now three and five-door options.Harking back to the hard-working military vehicle of WWII are the ladder-frame construction and live axles - for now, anyway, given there's talk of an alloy unibody chassis for the next generation.The downside to Wrangler ownership lies in the above. Its unsurpassed rough-road riding comes at the cost of passenger comfort. The suspension is designed to move the wheels - and the occupants along with it - as it traverses logs, drop-offs and underbody-crushing obstacles.Watch the Wrangler Overland in action hereGrand Cherokee Overland The absence of occupant consideration is a trait that has been engineered out of the more modern Grand Cherokee and its smaller Cherokee sibling.As recent arrivals on the 4WD scene, both vehicles have a more benevolent approach to keeping those aboard intact over major obstacles. That consideration extends to the cabin refinement - unlike the Wrangler, you can't take a hose to these interiors to clean them out.Touchscreens and soft-feel plastics are the norm here. Flashy buttons on the centre console activate not just the software, including advanced hill-descent control, but also the hardware, such as low-range all-paw drive.The Grand Cherokee owes its basic structure to the Mercedes-Benz ML, courtesy of the previous combination of the two companies. The four-wheel drive, however, is Jeep's unique property, giving this otherwise street-friendly SUV a bush-bashing capacity that rivals the Wrangler.The regular $67,000 Overland can be upgraded to a trail rating for just $650, which adds protection for the fuel tank, front suspension, transfer case and underbody while trimming the wheel size from 20 to 18 inches.Watch the Grand Cherokee Overland in action hereCherokee TrailhawkOpt for a mid-sized SUV and the Cherokee Trailhawk costs $47,500. It is so far removed from the donor Alfa Romeo Guilietta that most passengers will refuse to believe it.The smaller price comes with a scaled-down interior but no compromise to the vehicle's ability to traverse some of the worst trails we could find through the Mt Buffalo National Park.Watch the Cherokee Trailhawk in action hereVERDICT Most people will be content to dream but for those who want to live it, the trail-rated Jeep range delivers a drive that doesn't differentiate between extremes of on and off-road behaviour. The Wrangler is the least refined of the group in terms of bitumen behaviour but can't be bested when the going gets tough.Ultimately it comes down to your needs, finances and how many people you need to fit but all trails track back to the Jeep.

Craig Duff road tests and reviews the 2014 Mercedes-Benz CLA 250 Sport, with specs, fuel consumption and verdict.

Craig Duff road tests and reviews the new five-door Mini Cooper S at its international launch.

Ego, engineering expertise from the likes of Karl Benz, Paul Daimler and Ferdinand Porsche and a desperate flight from Russian-occupied Germany helped shape Audi into the automotive powerhouse it is today.The journey began in 1901 when engineer August Horch, having previously worked for Karl Benz, transformed 40 horse carriages into motorised machines bearing his name.They were well-received by an upper class fascinated with the emergence of a new form of transportation and enabled Horch to relocate to Zwickau and expand his factory.Horsch's business acumen didn't his engineering prowess and he had to take on partners, who fired him for failing to observe financial constraints. Undeterred, Horch started anew but he had to leave behind the name - he'd neglected to trademark it.A friend's son suggested he apply the Latin translation of his name, which in German meant "hear or listen". The Latin derivative was Audi and the first car was built in 1910.Horch went racing to prove his vehicles' merits and won the 2600km International Austrian Alpine Run from 1912-'14. By 1913 Audi cars had a roof, wire rims in place of wooden spokes and pneumatic tyres rather than solid rubber.All cars had two spares - as did most vehicles of the era. Thrown horseshoes and the nails used to attach them meant the average distance between punctures was just 20km. Sourcing fuel was nearly as problematic. The first service station didn't appear in Germany until 1923 and owners had to resort to pharmacies.By the mid 1920s,there were 60 makers in Germany and all of the opposition had adopted Henry Ford's innovative production line approach. Horsch persisted in handcrafting his cars, which again sent him chasing a financial saviour.Adding to the rancour was the fact Horch-branded vehicles were the most popular luxury cars in the country at that time, largely due to the efforts of another engineering genius, Paul Daimler.Jorgen Rasmussen bought a majority share in Audi in 1928 and built a small car powered by a two-stroke engine from his DKW motorcycle business.The Great Depression all but killed the German industry, leaving just 16 brands. The Saxony Regional Bank funded the DKW, Audi, Horch and Wanderer brands and in 1932 got them to form the Auto Union, marking the creation of the four-ringed emblem.The Auto Union represented motorcycles and cars and gave the combined company a potential foothold into household, irrespective of their income. They took on Mercedes-Benz in grand prix racing, using a vehicle designed and developed by none other than Ferdinand Porsche.The mid-mounted supercharged V16 race car with 390kW engine as notoriously hard to drive and brutally fast. In 1936, Bernd Rosemeyer took his Auto Union Type C to five victories and the European title.Rosemeyer was killed in 1938 - his car flipped at 400km/h while attempting to break Benz's open road speed record of 432.7km/h, set by his great rival Rudolf Caracciola only an hour earlier. His death ended the on-road competition between the automotive giants.With the onset of WWII, the focus switched to military vehicles but it was geography, rather than Germany losing the war, that almost killed off the illustrious brand.Auto Union's factories were in Saxony and were seized and dismantled by the invading Russian army. Prototype vehicles and the race cars were returned to the USSR to be reverse-engineered.DKW went to Ingolstadt, where, with the help of the Bavarian government, in 1950 it resumed building two-stroke bikes and front-drive cars.Mercedes-Benz bought out the Auto Union in 1959 then sold it to Volkswagen in 1964. VW built Beetles at Ingolstadt, dropping the two-strokes and marking the demise of DKW. It bought back the Audi nameplate in 1965. VW bought struggling NSU in 1969 and created Audi NSU Auto Union. In1985, Audi got its own identity. The rest, as they say, is history.