Articles by Ewan Kennedy

Nissan Maxima is the largest car sold in Australia by the Japanese giant. For some reason it’s frequently overlooked by those shopping in the family car scene.Maxima is about the same size as the Toyota Aurion and isn’t a lot smaller than the Commodore and Falcon. It’s well worth including on your short list.The Maxima can carry four adults and a child with ease. Five adults will fit if they don’t mind doing some squeezing up, but that applies to all cars of this size.Though it's not quite as good on really rough corrugations as cars that are specifically built for Australian roads, it copes reasonably well with Aussie dirt roads. Ride on smooth surfaces is quiet and comfortable.Handling is softer and less responsive than that of the local sixes, but the Nissan is safe and predictable and will suit all but sports sedan enthusiasts.Nissan couldn't seem to make up its corporate mind on how the Maxima should look; it was somewhat unusual in the pre-1995 models but then went mainstream for a few years.Maxima from late 2003 then went the radical route in its shape, something that increased buyer awareness and certainly helped sales. But the 2009 model went back onto the conservative track, though it is still a handsome machine and suits many shopping in this usually conservative class.Maximas prior to the 2003 model, use a 3.0-litre V6 engine. From the 1995 model, a twin-cam 3.0 was installed. It has plenty of low-down torque and immediate throttle response so appeals to drivers of cars set up in the Australian fashion. The twin-cam engine is also noticeably smoother and quieter than the old single-cam one. The 2003 Maxima received an excellent 3.5-litre V6 and it’s better still.In 2009, Nissan Australia made an interesting move introducing a small 2.5-litre V6 as an option to the 3.5-litre unit. The smaller engine has more performance than you might expect, but traditionally buyers of six-cylinder family cars in Australia want plenty of grunt and the 2.5 may disappoint those people.Nissan Maxima is unusual in having a manual transmission option in a market that’s normally auto-only. However, the manual was only offered during 1995 and 1996 and only in the lower-cost model. This five-speed unit is not common and could be difficult to resell. Then again, if you are doing a lot of country driving where few gear changes are required, a manual will save on fuel.The automatic transmission had four forward ratios until becoming one of the early adopters of a continuously variable transmission (CVT) in 2006. The CVT gives a little more performance and there's some reduction in fuel consumption. But not all may like the different sound and feel it displays. It's an acquired taste so give it a good long road test if you haven’t experienced a CVT before.Maxima model names have a somewhat confusing history. The lower-priced versions, called Maxima M in the pre-1995 models, Maxima 30J until October 1996, Maxima 30S Touring, and currently Maxima S, come well-equipped, with air conditioning, alloy wheels, power windows, cruise control and a quality stereo.The topline cars, tagged Maxima Ti then Maxima 30GV, then back to Maxima Ti again, are positively luxurious, with power-operated front seats, leather trim (not used in all early Ti models) and ABS anti-lock brakes. Additionally the 30GV and later Ti variants have climate-controlled air conditioning, a power sunroof, dual airbags, a built-in alarm system and foglights.From 2003, the lower-cost model became the ST-L, with the Ti tag being retained by the upper-crust variants, a further upgrade to the Ti is called the Ti-L and is loaded with good gear. Spare parts prices are often a little higher than average for this class, reflecting the fact that the Maxima is fully imported. We hear very few complaints about prices so owners obviously consider them acceptable.The good home mechanic can do some of their own maintenance and minor repair work on older models, later ones are pretty complex in places. Underbonnet access is good but make sure you have a workshop manual before diving in too deep.The Australian Nissan dealer network is long established and works well with outlets in virtually every area, even those deep in the outback. The latter may not always keep spare parts on hand for the Maxima so you may face a wait if unlucky enough to have problems in the bush.Insurance charges, though usually higher than for Aussie family sixes, aren't excessive. There can be a bigger than average range of premium charges so it's smart to take time to shop around.WHAT TO LOOK FORThe engine should start almost the moment you turn the key and idle smoothly and quietly immediately.A smoking exhaust is probably a sign of expensive wear – and the older Maximas are often getting towards their use-buy date.If the automatic transmission is slow to go into gear or harsh in its changes it could be due for an overhaul – though you may get away with simply having it serviced.Check the brakes pull up the car in a straight line and that one wheel doesn’t lock before the others. If ABS is installed you should feel a pulsing through the pedal during hard braking. If it’s too harsh have an expert look it over.Make sure there are no suspension noises when the car is driven on rough roads. This could indicate the car has had a rough life in the bush.Look for body damage or repairs following a crash, an inspection of the front tyres for uneven wear and a look over the seats, door trim and carpets for signs of rough use.Always have a professional do a final inspection as these are relatively complex cars and it’s easy to miss some items.CAR BUYING TIPIf shopping for something out of the ordinary try looking for a car club featuring the model.The gals and guys there can be a superb source of information. 

The recent emergence of Opel in the Australian car market makes for interesting times for small car buyers. The car once sold here as the Holden Barina is back, this time carrying its original name of Opel Corsa.Opel, a division of General Motors since the 1930s, hopes to gain an image that’s European, thereby pushing itself further upmarket than the Asian produced small cars.Made in Germany and Spain, the Opel Corsa offers buyers the chance to own a sporty looking hatch - albeit with less-than-sporty performance. However, it’s a chance to own a European compact hatch at a competitive price.VALUEThere are three variants – Opel Corsa, Corsa Colour Edition and Corsa Enjoy; bright and breezy names to give it a different place in the overall scheme of small cars.Prices start at $16,490 for the Corsa three-door manual and top out at $20,990, plus on-roads, for the Enjoy five-door automatic. Our test car was the latter with manual transmission, which sells for $18,990.The Colour Edition comes standard with a black painted roof, 16-inch alloy wheels and is available in range of bright exterior colours, which are carried through to the interior where the colours and instrument panel patterns create a two-tone effect. A seven-speaker audio can be controlled via steering wheel-mounted controls, while USB connectivity has just been added to Bluetooth with voice recognition plus auxiliary input.Added appeal comes from Opel Service Plus, with the Corsa costing a reasonable $249 for standard scheduled services in the first three years of ownership. Also available is Opel Assist Plus, an Australia-wide 24-hour roadside assistance program for the first three years from registration.TECHNOLOGYThere is a choice of either five-speed manual or four-speed automatic transmissions. No choice with the engine, though, just a 1.4-litre producing 74 kW of power at 6000 rpm and 130 Nm of torque at 4000 revs.  DESIGNThe Australian Corsa has been the subject of serious design upgrades recently in a move to give the hatchback more road presence. The lower of the double radiator grilles is expanded, giving width to the front of the car. The Opel Blitz (lightning) badge is incorporated in a sculpted chromed bar, adding to the assured appearance.The Corsa joins the rest of the Opel range by incorporating wing-shaped daylight running lights in the headlamps. Fog lamp units with integrated chrome blade complete the assertive character of the car.Black plastic surroundings and dark material seat coverings give the interior a utilitarian look, the only contrast being a matt silver centre stack panel. Analogue instruments are clear and simple to read, while audio, fuel, air-con and other information is displayed on a screen centrally located on the dashboard.With room for up to five occupants, shoulder space with three in the back is not the best and not up to the legroom, which is ample for the average-sized person. With power front windows only, the folk out back are left to twiddle the window winders by hand.At 285 litres with the rear seats up, cargo space is at a premium. However, fold the backs down and there’s 700 litres and up to a maximum of 1100 litres to take bulky items.SAFETYThanks to a rigid passenger cell with computer-modelled deformation zones and high strength steel sections in the doors, Euro NCAP awarded the Corsa the top rating of five stars for passenger safety.Restraints include two-stage front airbags, dual side airbags and dual curtain airbags. Opel’s patented Pedal Release System and front active headrests are standard throughout the Corsa range.DRIVINGWhile Corsa sets out to put on a sporty face, the performance falls short. Best kept in the upper rev range, the five-speed manual transmission calls out for the extra cog. A six-speed manual would make the car a much livelier, more appealing driving proposition.With a zero-to-100 km/h saunter taking 11.9 seconds, the five-speed manual test vehicle made its way through heavy traffic consuming more than eight litres of fuel per hundred kilometres, while stretching its legs on the highway the Corsa cut an economic dash at six litres per 100km.VERDICTNeat styling gives the Euro Opel Corsa a head up in the affordable car stakes. Anyone wanting more performance from an Opel Corsa – a lot more performance – can opt for the recently introduced Corsa OPC, the acronym standing for Opel Performance Center, which is to Opel models what HSV is to Holden.Opel CorsaPrice: from $18,990 (manual) and $20,990 (auto)Warranty: Three years/100,000kmResale: N/AEngine: 1.4-litre four cylinder, 74kW/130NmTransmission: Five-speed manual, four-speed auto; FWDSafety: Six airbags, ABS, ESC, TCCrash rating: Five starsBody: 3999mm (L), 1944mm (W), 1488mm (H)Weight: 1092kg (manual) 1077kg (auto)Thirst: 5.8L/100km, 136g/km CO2 (manual; 6.3L/100m 145g/km CO2 (auto)

Welcome to Mini edition seven. No one else on this planet can stretch one basic shape into so many different designs.When the Mini was revived in the 2001 as a follow up to the highly successful Mini first introduced in 1959 it came in a single body style. Amazingly the company has just introduced the seventh iteration.Think Mini’s cousin, the BMW X6 (Mini is owned by BMW these days) and the Range Rover Evoque to get an idea of the sales area occupied by the Paceman. BMW has come up with yet another acronym to describe the Paceman, wanting us to call it an SAC, for Sports Activity Coupe.Naturally, there’s a huge range of options and Paceman buyers seem sure to follow others in Mini land by trying to make their vehicle genuinely unique.Mini Paceman is sold in two variants in this opening phase, the $35,900 Cooper with a 90 kilowatt 1.6-litre engine and the $44,100 Cooper S with the same engine plus a turbocharger to lift its peak output to 135 kW.These prices are for the six-speed manuals, add $2350 for the six-speed automatic transmission. On-road costs also have to be factored in. Speak to your dealer for full details on the big list of options as well as the on-road price.Mini Paceman is its name and style is its game. Basically Paceman is a Mini Countryman with only two doors and a different back end. It’s a sort of a cross between an SUV and a coupe.Paceman is sold as a four-seater, but those in the rear had better be of modest dimensions unless the front seat occupants are willing to sacrifice legroom. Surprisingly, headroom isn’t a major problem because the rooflining is sculpted to make room for your uppermost region. Boot space isn’t too bad at 330 litres.Interior styling is right out there in a continuation of the Mini tradition, with a huge, but hard to read, central speedo and smaller instruments tagged on here and there. Ergonomic it’s not, so those who want function over fashion should shop elsewhere.A full-house Paceman JCW (John Cooper Works) Paceman edition, featuring all-wheel-drive, is scheduled for later in 2013. Having introduced the seventh edition of the one body shape are the guys and gals at Mini resting on their laurels? No way, the fun team has its sights set on at least one more.What that will be is secret, but chatting to insiders seems to point us in the way of a four-door sedan. Sounds boring, even the Mini stylists of the 1960s couldn't make a sedan (two-door) look like anything other than an afterthought – but who knows. Google Riley Elf and Wolesley Hornet to see what we mean.Another future possibility is the return of the Mini Moke, a vehicle that was hugely successful in Australia, being built here for many years. The rest of the world didn’t take to it, though, so who knows? The original Moke had front-wheel-drive like all Minis, but this time around Mini has the all-wheel-drive setup for the Countryman and that could be pushed under the new Moke. Here’s hoping...Paceman has a five-star Euro NCAP crash test rating, thanks to the use of front and side airbags and side curtain airbags for both rows of seats.We loved the feel and look of the Paceman’s interior during our 200+ kilometre drive from central Brisbane and up into the soggy hinterlands, where it looks as though it’s going to keep raining forever.Though some of the bumps and thumps caused by the roads being washed away under our wheels did cause the suspension to find its bump stops at times, the Mini always felt stable.The go-kart feel of the steering and the way the Mini responds to drivers’ wishes is second only to style in reasons given for buying a Mini, and the Paceman certainly doesn’t disappoint.

VALUEThe i30 Premium has a two-piece panoramic sun roof, the light from which adds a feeling of space inside the cabin. A spoiler is positioned where the roof meets the rear window. The Hyundai emblem houses a reversing camera which improves the limited rear view through a small back window.The usual connectivity is on hand with AUX, USB and iPod/iPhone input and Bluetooth with hands-free phone and audio streaming.TECHNOLOGYThe latest Hyundai i30 Elite and Premium models now has the SUNA Traffic Channel, a digital information service that broadcasts detailed information about traffic congestion and other road conditions.The handy traffic avoiding service is now available in Brisbane, Sydney, Melbourne, Canberra, Adelaide, Perth and on the Gold Coast and will later expand to other areas.At motorway speeds our road test i30 CRDi had fuel consumption in the five to six litres per hundred kilometres range. This increased to eight to nine litres per hundred in hard stop-start traffic motoring.DESIGNWith room for five people, if they are not overly wide, the Premium i30’s cabin has a modern mix of quality hard and soft surfaces. The driver enjoys a 10-way power seat, plus heating.Instruments are made easy to read with sports-style layout and blue back lighting. The Hyundai engine fires up via a start/stop button, while an electronic park brake makes life simpler.Hyundai is running hot in the styling stakes at the moment and everyone who commented on the shape of the i30 turbo-diesel we have just tested loved its shape.SAFETYIt’s not just about looks, the Hyundai i30 has been recognised as ‘one of the safest in the small-car category’ by ANCAP (Australasian New Car Assessment Program), being awarded the maximum five-star safety rating.Seven airbags and rear parking sensors standard across the range, plus a full suite of standard active safety technology including ESC, TCS, ABS, EBD and BAS ensure the Hyundai i30 is on a par with many much more expensive passenger vehicles.DRIVINGThe suspension and steering have been especially tuned for Australian conditions, which only adds to the Hyundai i30’s appeal.The driver can dial up one of three steering modes with Flex Steer. In this interesting system ‘Normal’ provides a balance between steering input and feedback, making it ideal for the majority of roads; ‘Comfort’ reduces the weight of steering, allowing for effortless manoeuvring and more relaxed driving; ‘Sport’ increases steering weight and feedback for maximum driver involvement.Given the nature of a car like this we have decided to run one of the all-new Hyundai i30 CRDi models for an extended test, probably for about three months, and will report back on what it’s like to live with on an ongoing basis. Stay tuned.Hyundai i30 CRDi PremiumPrice: from $32,590Warranty: 5 yearsEngine: 1.6-litre, 4-cylinder diesel, 94kW/260NmTransmission: 6-speed sports automatic, FWD Thirst: 5.6L/100Km, 147g/km CO2

It seems that Mazda can do no wrong in Australia these days. It ‘arranged’ just the right weather for the media launch of the latest version of its latest CX-5 SUV – the rain was hissing down in south-east Queensland, creating floods, closing roads and generally causing mayhem.The seeming contradiction in our opening par is created by the fact that all-wheel-drive vehicles handle the above mentioned conditions better than those in which only two wheels are connected to the engine.So while the Mazda PR people were profuse in their apologies for the bad weather, they actually did themselves a favour by letting us experience the added grip and the greater margin of safety a CX-5 with AWD provides.As well as the new engine option, the rest of the Mazda CX-5 range has received upgrades. The Mail function enables SMS, MMS and emails to be viewed on a larger, 5.8-inch, touchscreen. Messages are spoken by an automated voice when you’re using a Bluetooth connected to a smartphone. The address book now holds up to 1000 contacts enabling calls to be made by using voice commands.Changes in the latest Mazda CX-5 aren’t restricted to mechanical ones. The top of the line model previously known as the Grand Touring with a technical package has been renamed the CX-5 Akera.The event wasn’t intended to showcase the benefits of taming slippery roads, but to introduce another engine to the Mazda CX-5 range. As well as the existing 2.0-litre petrol four-cylinder unit, the CX-5 is now available with a 2.5-litre petrol that produces 138 kW of power and 250 Nm of torque. Well up on the 114 kW and 200 Nm of the engines smaller 2.0-litre brother.Also on the smile-inducing front is the extra cost of that extra 500 cubic centimetres - just 500 dollars. A real bargain, indeed it’s hard to see many people opting for the small saving from the smaller powerplant. Indeed, saving $500 today may result in a loss of more than $500 when it comes to resale time.Note, however, that changes to the engine’s computer on the 2.0-litre have been made to improve its feel and responsiveness. We haven’t yet tested these upgraded engines and may change our minds about criticisms we made when we test drove these engines midway through 2012.So good is the technology in Mazda’s SkyActiv 2.5-litre engine that they not only provide the greatest power and torque in the hotly contested medium SUV class in Australia, but also have the lowest official fuel consumption.The 2.5-litre petrol engine (and the 2.2-litre diesel, not tested here) are only sold in all-wheel-drive versions of the Mazda CX-5. Whereas the 2.0 petrol unit comes only with two-wheel-drive, the front wheels.We are pleased to see that the red and blue paint colours have been given stronger shades. This makes a pleasant change from the seemingly endless array of silver, grey and black cars from most car makers that are currently on our roads.Torque is the main feature drivers want from an engine and the 25 per cent increase in the 2.5 over the 2.0 shows up in excellent driveability. Even on the slippery roads we encountered all day we were able to push the engine hard at times and the extra grunt brought smiles to our faces on many occasions.Though we pushed the Mazdas hard on the slippery and potentially dangerous roads at no time did we find the electronic safety systems coming into play to rescue us from stupid driving. In other words standard setup of the suspension was so good that no assistance was required.

Holden Barinas come from a variety of backgrounds. From 1989 until April 1994, Barina was a Japanese Suzuki Swift with a different name, though it sold in fewer variants than did the Swift. From April 1994, Barina was built by German car maker Opel.Then from December 2005, Barina was produced by the South Korean company Daewoo. These days Daewoo, now GM-Korea, has quite a few Australian engineers and designers so there's plenty of local expertise in them.To further increase confusion, Opel Corsa entered the Australian market for the first time in September 2012 and is the ‘grandson’ of the Barina that used to be built for Holden by Opel.It’s still early days for the Corsa in Australia, but owners of the German Barinas are paying close attention to them. Not only do Corsas have sportier dynamics than the Korean Barinas, the importer is closely related to Holden in back-office operations.Holden Barina is a small car that’s generally tough in its build and put together to a good standard in any of the factories just mentioned. It has earned a good reputation for being simple to drive and park.However, some older models didn’t have power-assisted steering as standard so can be a handful at parking speeds. If you do come across one be sure to road test it at very low speeds to see what you think.The Barina is sold as a three-door or five-door hatchback, or a four-door sedan, the latter not offered at all times. Occupant space in the front seats is fine. Some drivers complain the pedals are too close together in the German versions, others don’t have a problem.Rear seat legroom is rather restricted unless the front occupants are prepared to give up some of their space. Hardly unusual in a car in this class. Boot space is marginal in the ‘Suzuki’ Barina, better in the ‘Opel’ and ‘Daewoo’ versions. Naturally the rear-seat backrest can be folded down to increase luggage room when required.In their Suzuki and Daewoo formats the Barina is mainly aimed at suburban running. The German Opel Barina isn't out of place on country roads provided they are not too rough; corrugated roads can knock them around. They are designed to cruise at 140 to 160 km/h in their home country so dawdling along at 110 km/h in Australia sees them barely raising a sweat.The current GM-Korea Barina isn’t too bad on the rough stuff, but is still better left to the suburban areas. Handling in the European-sourced Barinas is enjoyable and will appeal to the enthusiast. The Suzuki and Korean models can be on the soft side, though a decent set of tyres can make them reasonably pleasant to drive.All Barinas have four-cylinder engines. The Suzuki engine is a 1.3-litre unit (three-cylinder engines used in some Suzuki Swifts but were never installed in Barinas). Though the engine is small, performance is reasonably good because of the light weight of the car.The European-built Opel Barina comes with several different engine sizes. The 1.2-litre engine was sluggish and a poor seller, it was discontinued midway through 1997; the 1.4-litre is the most common engine and provides on-road performance that’s fine for most people.There's also a hot GSi motor in the Opel versions of the Barina. It had 1.6 litres until the 2001 model, then 1.8 litres (re-tagged as the Barina SRi) made it a genuine hot hatch at a pretty modest price.Engines in the current Barina, the South Korean one, have a capacity of 1.2 litres in the low-cost Spark model and 1.6 litres in the others. The 1.2 is on the dead side but the 1.6 provides reasonably peppy performance. These days there’s no high-performance option on Barina, but the Opel Corsa OPC, launched early in 2013 is a great little hot hatch.Five-speed manual gearboxes are probably the best bet unless you are going to be doing a lot of heavy-duty commuting. The automatic in the ‘Suzuki’ Barina is a three-speed unit, that in the German Opel and Korean models a four-speed. The automatic option isn’t offered in all versions of the Opel-based Barina.From November 1997 until late 2000 some three-door hatches were converted into two-door cabriolets by HSV in Melbourne. They are great fun to cruise in when the weather’s right, but their extra weight makes them sluggish in acceleration and handling suffered because of the removal of the roof.The cabriolet is even smaller in the back seat than the others, so is really a two-plus-two not a four-seater. Spare parts prices are generally favourable and there are Holden dealers in virtually all areas of Australia. Those in remote country areas are unlikely to stock every Barina part, so you may have to wait for parts to be shipped from a major city.Barinas are reasonably easy for the amateur mechanic to service and repair, though the underbonnet area is on the crowded side and work can be frustrating at times. Having a workshop manual on hand before you lift the bonnet makes a lot of sense. Insurance charges are generally reasonable, some companies will ask extra for the higher-performance Barina GSi and SRi.WHAT TO LOOK FORThe engine should start reasonably quickly and idle without too much movement. Listen for a rattle when it first kicks over, even if the rattle dies away after a couple of seconds it probably means the engine is badly worn.After the engine has been idling for a minute or so, hit the accelerator pedal and look for a puff of smoke from the exhaust. This could indicate serious engine wear.Make some fast gearchanges and listen and feel for a manual gearbox that baulks or crashes. The problem usually shows up in the critical third-to-second downchange before any others.Automatics that are rough in their changes or which change too frequently, may be due for an overhaul.Check that the brakes don't pull to one side under hard application. If ABS is fitted, feel for a pulsing through the pedal when you push it very hard.Look for front tyres that are worn unevenly. This could be caused by something as simple as poor wheel alignment, but it could also mean the body has been twisted in a prang.Rust is not normally a problem in Suzuki-built Barinas, but if it does get a hold it can make a real mess of the body in a relatively short time. Be wary of this because rust repairs can cost big bucks.Opel cars are significantly better for rust protection and the only problems we have seen are in cars poorly repaired after a crash. Korean cars look to be well rust proofed and are standing up well.To be on the safe side, check for rust in all lower areas of the body, doors and hatchback, as well as the surrounds of the front and rear windows and the petrol filler flap.CAR BUYING TIPSmall cars with low kilometres on the clock have probably spent most of their lives in heavy-duty traffic with their engines cold. This is not good for longevity of mechanical components.

Toyota has been fiddling around with its RAV4 for years, but has finally hit on a design that seems certain to be a big winner. The RAV4 began its life 20 years ago as a small, cheeky two-door runabout for the young and young at heart. But over the years it not only grew in size, it also decreased in cheekiness until the fun factor had disappeared completely.Indeed, the just superseded RAV4 was definitely on the mundane side in appearance. In typical Toyota fashion that worked well and appealed to those looking for a no-nonsense people mover with a reputation for reliability and build quality. But we don’t know of anyone who bought it for its styling…That’s all changed and the all-new RAV4 leans strongly in the sporting direction. At least it’s sporty as far as appearance is concerned, though it’s nothing special in its dynamics. On the road we found it capable enough in its handling, and certainly safe, but the word sporting no longer applies. Which is exactly what many buyers are searching for.VALUETalking of the spare tyre, Toyota has been sensible in specifying a space saver. But as some Aussies seem to like large spare wheels there’s the $300 option of a full-size wheel-tyre. This results in an ugly hump in the load area and the loss of about 70 litres of load volume. Your call, but unless we were buying a RAV4 to go into genuine off-road areas I don’t think the large spare makes sense.TECHNOLOGYFor the first time the Toyota RAV4 is offered with a turbo-diesel engine, a 2.2-litre unit producing up to 110 kW of power. Torque is a big feature of any diesel engine and the Toyota unit has 340 Nm between 2000 and 2800 revs. On paper that’s not a huge torque spread from a turbo engine, but our road testing proved it’s still pretty strong below and above these numbers. It’s only fitted in RAV4s with all-wheel-drive (AWD).Two petrol engines are offered, a 2.0-litre unit used only in the front-wheel-drive entry level model and a 2.5-litre in the AWD variants. Power and torque outputs are 107 kW / 187 Nm and 132 kW / 233 Nm respectively. The V6 engine was never popular and has been discontinued.DESIGNPresident Akio Toyoda, the head of the giant Japanese auto maker, has certainly turned things upside down. The Toyota 86 is a revelation, the all-new Corolla that came out at the end of 2012 looks brilliant. Now the RAV4 has received exactly the right treatment.Not only is Toyota RAV4 a huge improvement in style it is larger inside than before, particularly in the back seats, yet is smaller on the outside. The spare tyre is no longer mounted on the rear door, but is now under the boot floor, thus making it much easier to open the door and load the boot. The tailgate is a top-hinged unit.DRIVINGTalking about off-road driving, Toyota found us a section of rough bush on the south coast of NSW where we were able to put the RAV4 through its paces. It has good ground clearance and angles and the large wheels play their part as well. It thrived in the work we asked it to do although only a tiny number of owners will ever punish their vehicle like this.As in all recent Toyota models, the engineers have done an excellent job in noise and vibration suppression in the new RAV4. On smooth sealed roads it travels in near silence. Rough sealed and gravel roads do see an increase in noise intrusion, but the RAV4 is still pretty impressive.Coarse-chip surfaces, often a problem for imported vehicles, didn’t cause undue hassles in the medium Toyota SUV. Thus demonstrating the amount of work put into the design during Australian testing in early days.VERDICTLooks great and works hard, the all-new Toyota RAV4 is brilliant.

Ford Territory is unique in being an Australian-designed and built SUV. Every other vehicle in this market segment is an imported design that may or may not have been adapted to suit Australia driving conditions.Launched way back in May 2004, with a major makeover in May 2011, the Ford Territory showcases the immense talent of Australian automotive engineering.While it’s getting on in years, it looks to have some life left in it yet. Older models are holding their values well, particularly with smart buyers who are more interested in Aussie practicality than in Euro prestige.The Territory SUV is based on the Ford Falcon and shares some of its mechanical components, particularly in the powertrain, but quite a few other parts are unique to the wagon.Seating in Ford Territory is for five or seven people according to the number of rows of seats installed. The third row of seats isn’t too bad for adults, with good head and reasonable legroom.However, a more realistic passenger load is four adults and three children. Luggage space with all seven seats in place isn’t expansive, but the Territory is hardly on its own in this regard.Fascinatingly, the Territory SUV isn’t nearly as large as it appears, being significantly shorter than a Falcon station wagon. Indeed, it surprises many who learn that it’s not even as long as a Falcon sedan. Thus the Territory is easier to drive and park than many expect. Good handling and ride comfort are major features of the Territory, it’s well-suited to Australian roads and also meets the tough needs of keen Aussie drivers. The big Ford has precise handling for a big wagon and rides better than many European 4WDs that cost far more.Ford Territory uses major components from Falcon’s six-cylinder drivetrain, including a turbocharged variant of the engine from July 2006. There's no V8 option as Ford feels the big sixes have been developed to the stage where they virtually replace the eight. Territory with a petrol engine isn't the most economical of vehicles, though things have improved over the years due to advances in engine technology. The six-speed autos are noticeably better than the four-speeds.Automatic transmissions are used on all models. The auto had four forward speeds on all models until October 2005, when a six-speed was introduced on the upmarket models. The automatic six is the only transmission installed in the turbo-petrol and turbo-diesel Territory.The big news in the face lifted territory was the long-overdue option of a turbo-diesel engine. The diesel is a 2.7-litre V6 diesel and runs a single turbocharger. It uses the latest thinking in variable-vane turbines, as well as high-pressure injection to produce maximum power of 140 kilowatts. Torque of 440 Newton metres is produced between 1900 and 2500 revs.Interestingly, Jaguar and Land Rover use diesels from the same engine family as the Territory unit.Territory is sold with two-wheel-drive or all-wheel drive (AWD). The sales split has generally been in the region of 60/40 in favour of the 2WD model, proving that most buyers of 4WDs are in reality looking for a practical wagon, not an off-road vehicle.Electronic aids improve traction off-road in the Ford Territory 4WD variants so they can handle virtually anything the adventurous family demands. In particular, there are hill-start and hill-descent assistance features and these take much of the scariness out of extreme slopes.Though there's good under-bonnet and under-vehicle access, this is a modern vehicle that’s complex in its mechanical components. So unless you are an expert it’s best to leave all but the simplest of repairs and maintenance to the professionals. Spare parts for the Territory are generally favourably priced and we haven’t heard of any recurring complaints about availability.Virtually every town of any significance has a Ford dealership, and many private garages will have a mechanic or two who was trained in a Ford workshop. Insurance is usually towards the bottom end of the scale, but some companies may take exception to turbocharged engines so ask around before settling for one insurer or the other.WHAT TO LOOK FORThe big Ford wagon is built to a reasonably high standard in Ford's Australian factory at Geelong. We do see the occasional problems so be sure to get a professional inspection.Check the engine starts up easily and idles smoothly and quietly.Make sure the automatic transmission works quietly and doesn’t hold onto gears, or change gears too often when it really should be holding the one ratio.Ensure that the brakes work properly with the ABS system pulling the Territory up in a straight line.Possible leaks at front brake hoses were the subject of a voluntary recall in March 2009. Check with a Ford dealer or the company's head office to see if the work has been done.Take the wagon for a run on rough roads to see if there are any rattles or squeaks as cabin parts move. Even the rear-drive models are sometimes used to explore bush tracks and the like.Look at the condition of the body, especially on an AWD in case one has been taken into off-road territory. Signs of the latter damage are generally at the bumper corners, the underneath of the door sills and on the underbody. Also look for tiny scratches in the body side where it has been squeezed through bushes and the like.Visually check the condition of the interior as kids can do a lot of damage when they get bored.CAR BUYING TIPPeople movers suffer more severe interior use and abuse than just about anything this side of sanitary collection vehicles. Check the condition of all areas inside a Territory carefully.

Crowned as one of the best selling sports cars in history, the new Mazda MX-5 is a welcome treat for its large – and still growing – fan base.Base model price has risen slightly coming in at $47,280. Top spec stays the same at $52,010.The tried and tested 2.0-litre four cylinder remains – no surprise there. Even with the base model outputs hold a respectable 118 kilowatts and 188 newton meters.Mazda has made bold changes to the frontal styling of its MX-5. Whereas every model to date had a grille that harked back to the original 1989 MX-5, the latest model follows a similar theme to the other passenger models in the extensive Mazda range.The result is that the latest MX-5 has a deep grille shaped to give it a 3D appearance. The headlights have a gunmetal effect in their surrounds. Foglights are a fashion item these days, so the MX-5’s stand out proudly to attract the younger generation.This is likely to be the final shape of the third generation MX-5 prior to the all-new model that’s due in 2014.Fascinatingly, the next generation of Mazda MX-5 sees the very Japanese Mazda company teamed with the legendary Italian Alfa Romeo organisation.We can’t wait to see what should be an excellent mix of Italian style and Japanese build quality. Cynics joke that it may be the other way around, but let’s think positive.The MX-5’s interior has also received a fairly mild rework. The previous silver decoration panels and aluminium-finish steering wheel bezel have been replaced by a glossy dark grey.Two-tone Recaro sports seats with leather and perforated Alcantara facings were featured on the MX-5 Coupe Sports versions we tested.Sadly, a lack of interest in soft-top convertibles in Australia means that only the folding hardtops are being imported. I say ‘sadly’ because the lighter weight of the ragtop makes the MX-5 soft-top even more nimble. It gives the car a purer appearance even when it’s closed. Ah well, such is the reality of marketing...Boot space isn’t too bad for a car like this, but packing soft bags makes more sense than using rigid ones if you’re planning an extended holiday in a Mazda MX-5 – and that’s exactly what you should be doing if you want to really get the most possible enjoyment out of yours.Chief engineer of the MX-5 Nobuhiro Yamamoto, came to Australia for the launch of his new toy. Earlier in his career he worked in Australia with the local Mazda racing team so he really knows his stuff Yamamoto-san says his team has made changes to the throttle and brakes to further improved the turn in and the general handling ability of the car.On the road during our recent week’s road test we found the latest Mazda MX-5 to be as delightful to drive as ever. We have been road testing this little roadster since day one in Australia in 1989 and are very pleased to report the new MX-5 continues to provide driving in its purest form,We tested it extensively in our usual drive route that takes in motorway, suburban and beachside driving, as well as the hinterland behind our home area on the Gold Coast. The latter is just the type of road loved by true sports roadster drivers. Mazda MX-5 gives you fast and precise control through the steering wheel and by way of the throttle pedal.Being on the wrong side of 60 I have to admit that getting in and out of the Mazda MX-5 is somewhat of a struggle. You don’t have to be over 60 to find that the interior is on the tight side.The driving position isn’t too bad for legroom but I found that sitting in the passenger seat and not being able to straighten my legs made it uncomfortable after a long trip. Anyone over six-foot tall may like to try it for size before falling in love with the sporting nature of this beaut little roadster.

The ‘v’ in the title of this Toyota Prius people mover stands for versatility, this being the first family oriented hybrid with seats for up to seven people.VALUEPriced from a pretty reasonable $35,990, plus on-road costs, Toyota’s Prius v is longer, wider and taller than the standard Prius. It has a longer wheelbase to take in three rows of seats, plus a small amount of cargo at the rear. This is made possible by installing the compact lithium-ion battery pack under the centre console between the front seats.Toyota Prius v has good quality materials and are matched by features including a 6.1-inch display-screen audio system, automatic air-conditioning, energy monitor, head-up display, keyless entry and ignition, daytime-sensing headlamps, electric power steering, cruise control and daytime running lights.The six-speaker audio includes steering wheel-mounted controls, AM/FM tuner and MP3-compatible single CD player. On top of this is USB / iPod connectivity and  Bluetooth compatibility with audio streaming. It also shows fuel consumption information instantaneously or in historical format.Prius v, like all new Toyota vehicles, is covered by the Toyota Service Advantage with a capped price of $130 for each of up to six scheduled logbook services in the first three years, or 60,000 km.TECHNOLOGYThe powertrain makes use of the latest generation of Toyota's Hybrid Synergy Drive, which employs a 1.8-litre petrol engine and a powerful 60 kW electric motor for a combined system power output of up to 100 kW.Add to this lightweight construction and aerodynamic design, and it’s easy to see why Prius v has officially measured fuel consumption of 4.4 litres of petrol per 100 kilometres on the combined urban / highway cycle and put out carbon dioxide emissions of 101 grams per km. We got this as low as 4.2 litres on a mixed motorway/city run, but heavy-duty around town work had it running in the six to seven litre range – quite a climb.DESIGNThe vehicle is no rework of the flagship Prius hatchback. An extended roofline pays homage to the iconic Prius triangle silhouette but the ‘v’ has a unique profile that provides additional headroom and luggage space.The three rows of quite firm seats are stadium style, each row is higher than the one in front giving occupants a panoramic view of surroundings. Notably headroom is far from compromised.Legroom in the two rear rows ranges from reasonable to cramped depending on the height of the occupant in front, while access to the third row presents the usual case for contortions. In other words these seats are best left for the little-uns.Folded, the 50:50 rear seat backs more than doubles a flat cargo area of 485 litres accessed through a high-lift rear door with low loading lip. SAFETYOn the safety side, seven airbags, a reversing camera, stability and traction control, and anti-lock brakes with brake assist and electronic brake force distribution are standard.Although the ‘v’ is the largest of the Prius family, it still has a good coefficient of friction at Cd 0.29. This low aero drag assists in lowering fuel consumption and emissions.DRIVINGThe Prius v produces a benign drive, constantly giving the impression that there’s not much going on under the skin. That’s far from the truth. From the moment the power button on the dashboard is pressed, illuminating a ‘ready’ on the instrument panel, constantly monitored control systems keep the hybrid set-up giving of its best.The dash-mounted transmission lever, which looks more to a joystick than a traditional gearshift, is the link to an electronically controlled infinitely variable transmission that seamlessly juggles ratios for best performance, driveability and economy.Three switchable driving modes, selected by buttons on the centre console, act on the powertrain, with ‘EV’ mode producing ultra-quiet running on electric motor power alone for up to two kilometres. The result is zero fuel consumption and emissions.‘Eco’ mode optimises fuel economy by curtailing throttle response and limiting power consumption from the air-conditioning system, while ‘power’ mode boosts system performance, the latter accompanied by an angry growl from the powertrain when pushed.VERDICTPrius v has extended the Toyota hybrid’s appeal with room for seven adults and their belongings.