Articles by Ewan Kennedy

Far too many drivers think their car’s blinkers are just there to look pretty, providing bright orange highlights to break up the frontal appearance. Not so, guys and gals, your car’s blinkers are your number one method of communication with those whom you are sharing the road. Get into the habit of thinking before you hit that blinker lever and you will make life just that little bit safer for everyone – but especially for yourself, and isn’t that a good thing? Only about five per cent of drivers signal before changing lanes. That sad fact recently became obvious when I did a survey of other vehicles during one of the seemingly interminable bus trips that are a fact of life for we motoring journalists. My one-man, bus-seat research campaign, shows that about ninety five drivers out of a hundred don’t signal their intentions. The silly thing is that virtually every driver does use their car’s blinkers, it’s just that they do so during the lane change manoeuvre, not before it. Instead of saying, “I’m about to change lanes” the signal is “Look at me, I’m part way through changing lanes’. The first thing other drivers see is the car in front of them altering its direction, then its blinkers coming on. In other words the signal becomes all but irrelevant. Having opened with that rave I must say that a couple of times lately I’ve come across idiots who accelerate to close a gap when I’ve signalled that I needed to change lanes. Then abused me afterwards for cutting in front of them – just what goes through their tiny minds? Just as dangerous are the people who put on their car’s brakes before the blinkers when they are planning to turn off the road. The driver behind, who may have been following them uneventfully for many kilometres, suddenly sees brake lights go on for no apparent reason. Then several seconds later the blinker comes on. By then it’s too late, because the following driver’s attention has been distracted by the unexpected appearance of brakes lights. Most of the time that doesn’t matter overmuch, but there are occasions when that distraction may have pulled the driver’s attention away from something else of vital importance. It will now seem though I’m contradicting myself: I can’t understand why many drivers use the blinkers when there isn’t another car in sight. Many a time I’ve sat in a passenger seat late at night when there’s no traffic about and watched the driver use the blinkers to change lanes (usually too late, but let’s not get back onto that again). Though I would never question them out loud, I feel the drivers would probably say that it’s best to use the blinkers automatically without having to think about it. I beg to disagree, it’s best to keep your mind on all the details of driving all the time, which includes being aware of other vehicles in the same area as your car. Naturally, if you’re unsure about the latter it’s smart to use the blinkers just in case.  

Even in its smallest model, the 1 Series, BMW has stuck to its guns in providing pure driving pleasure. Witness the use of rear-wheel drive to provide the sort of chassis balance that keen drivers just love.The downside of RWD is that there isn’t a lot of room inside a BMW 1 Series because of the long engine bay needed to house straight-six engines, space for a driveshaft under the floor, and a differential under the back floor.  Having said that, the cabin has good legroom in the front seats, though some may find foot-width is restricted.There's not a lot of passenger space in the back unless the front occupants are willing and able to give up a fair bit of their legroom. By the way, BMW does sell a front-wheel-drive car – it’s called the Mini. However, it’s not exactly spacious in the back seat either.When launched in Australia in October 2004, BMW 1 Series came only as a five-door hatch. A smart two-door coupe and a pretty little soft-top convertible were added to the range in May 2008. BMW 1 Series’ styling in hatchback format gives it a tail end treatment that's almost wagon like. So while the boot is relatively shallow due to the aforementioned differential being under it, there reasonable overall volume.Most of these small BMWs are powered by a four-cylinder 2.0-litre engine.The coupe and convertible aren’t as useful in their luggage spaces as the five-door hatch, but that’s hardly unusual in the sporty market. As always, try for yourself to see how the brilliant baby Bimmer meets your individual needs in people / luggage carrying.BMW 1 Series comes with a staggering choice of powerplants. In petrol format, these range from 1.6-litre and four cylinders all the way to 3.0 litres with six cylinders. Some of the sixes have twin turbochargers, others don’t have a blower at all. The twin-turbo engine is a superb unit and takes the 300 horsepower, 224 kilowatt BMW 135i to close to the famed BMW M3 in its performance.The 1 Series M Coupe, with even more power from its twin-turbo six than the standard turbo-petrol models, provides excellent performance and many are saying it could have been called the M1 to join the M3 and M5 in the high-performance lineup. However, the M1 tag was used on a BMW supercar model in the late 1970s and the company chose not to use it for the new hot coupe.Most of these small BMWs are powered by a four-cylinder 2.0-litre engine. Even the so-called 118i has a 2.0-litre capacity, though others actually do displace 2.0 litres. To further add to the confusion, the 125i engine actually has a displacement of 3.0 litres (it's the six-cylinder unit without turbochargers).Transmission choices are generally six-speed manual or six-speed automatic.An impressive 2.0-litre turbo-diesel engine became part of the lineup, in BMW 120d format, from May 2006. The grunt of the modern BMW diesels is great, but they miss out on the virtually instantaneous throttle response provided by non-turbo powerplants so many drivers aren’t keen on them.Improbably as it would have seemed a decade back, the 2.0-litre turbo-diesel is even used in BMW 1 Series coupes and convertibles. It is tuned for greater power, so has the title of 123d, rather than 120d. Transmission choices are generally six-speed manual or six-speed automatic. Some of the smaller-engined, lower cost models were sold with a five-speed manual in their early days.BMW manual gearboxes are a joy to use, with slick changes through the well-chosen ratios. This is another benefit of the use or rear-wheel drive as the gearbox is close to the lever, not way out near one of the front wheels as in a front-drive car. Unless you do a lot of hard commuting we suggest the pleasure of the manual should be yours.BMW is long established in Australia and there are dealers in all metropolitan areas, as well as in major country centres. However, if you do travel into semi-remote areas you may have trouble finding either a dealer or a mechanic experienced on the marque.Ideally a BMW should be serviced and repaired by an authorised dealer as these are complex cars with a lot of electronic components. The car can be connected to a computer to assist in fault diagnosis. There are some mechanics with formal BMW training and who now operate as independent specialists. They generally have a high reputation.A 1 Series with a written service record stretching back to day one will generally fetch a higher price on the used market. Smart buyers of second-hand models will keep up this record ad infinitum. Insurance charges are high for a small car – but not too bad when you consider the complexity and quality of the BMW's body and the fact that you're buying an image machine, not simply a car.WHAT TO LOOK FORCheck the back seat and boot trim in case some large items (such as people!) have been squeezed into a space that wasn’t adequate for them. Many 1 Series live in suburban areas so could have had the odd bump or scratch. Look for signs of crash repairs such as mismatched paint, paint overspray and ripples in the panels.A magnet will tell you if the material under the repaired area is metal – or plastic filler that has been inserted to try and fool the innocent. Engine repairs can be expensive so make sure they start within moments of turning the key. Preferably arrange to do this with the engine stone cold after an overnight stop.During your test drive feel for any hesitation under acceleration and look for oily smoke from the exhaust when the engine is worked hard. Make sure manual gearchanges are quiet and ultra-smooth. Fast changes from third to second gears are usually the first to show problems.CAR BUYING TIPCars designed to be driven hard and fast seldom are. Don’t we live in a strange world? So if you do come across one that’s been driven the way its makers intended it may be best to look elsewhere.

Mitsubishi Australia’s introduction of the keenly priced Mirage five-door hatchback has rekindled interest in the larger and more luxurious Mitsubishi Lancer range of cars. The Lancer is significantly bigger than the Mirage, and is a size down on the now defunct Mitsubishi 380 sedan.While the Mirage is aimed at those looking for a suburban car, the Lancer can make long country trips with ease. In these times of downsizing, the Lancer has to some extent filled the slot left by the much-missed 380. Unless the kids are large teenagers Lancer owners tell us their cars are large enough suit their needs.Mitsubishi’s Lancer which starts at from $19,990 is built to a high quality and has earned a well deserved reputation for running for year after year without missing a beat.The semi-sporty Lancer VRX (from $29,990) that was our road test car for the last week has the convenience of Bluetooth, steering wheel controls and a smart key, so is bang up to date despite the fact that it’s been on the Australian market for over five years.Typically the Lancer’s 2.0-litre four-cylinder petrol engine will use about seven to nine litres per hundred kilometres on motorways and in gentle cruising on flattish roads. Around town this is likely to rise to nine to eleven litres per hundred. These are good numbers for a mid-sized car with good interior volume.The manual gearbox felt a bit on the notchy side at first, but we found that we soon settled into its way of doing things and liked the semi-sporting feel it provides.There's the option of a continuously variable transmission (CVT) which is likely to be the choice of a large number of buyers. Like all CVTs it can be an acquired taste, but once you’re used to its different operation, particularly the droning sound it produces under hard acceleration, you will probably cease to notice it’s different to a conventional automatic.Lancer’s front seats are well shaped and spacious enough for all but the largest of Aussie backsides. They provide decent support for moderately hard cornering and are easy to get in and out of.The back seat can accept three adults, but is better suited to two and a child. Legroom is good without being outstanding and it will be necessary for those in the front to move their seats forward if there are tall people back there.The cabin has plenty of stowage areas for the bottles, mobile phones and assorted bits and pieces we all tend to carry around these days.The small-medium Mitsubishi’s boot can take a handy amount of luggage and it can be expanded by flipping down the split-fold rear seats. These are fitted across the complete Lancer range. As well as the sedan we tested, Mitsubishi Lancer is also offered as a stylish hatchback.Lancer’s body styling is significantly different to its many competitors in what is one of the toughest of all vehicles classes in Australia. The stylists have given it a front that slants forwards rather than backwards in a manner we really like. A neat lower air dam and bold bonnet creases that flow into the A-pillars give it a neat and purposeful look. The squared off shape of the rear bumper and the way it tapers around visually shortens the overhang.Inside, the double-domed instrument binnacle and deep dial cluster work well both from an aesthetic and ergonomic point of view. The dash trim has a soft touch that gives it a feeling of substance, again making it feel like a larger more upmarket car than it really is.Stability and traction controls were specified by Mitsubishi Australia as standard in the Lancer for quite some time before they became mandatory in this country.The Lancer sits confidently flat when you drive it around corners with a bit of verve. However, there is a less than compliant ride at times when you hit rough bush roads. The suspension is relatively firm so probably won’t please everybody. We suggest you take a Lancer for a decent test drive on suitable roads to see what you think.Lancer’s steering is well-weighted and responsive and driving enthusiasts will enjoy the experience in what is after all a practical family sedan. Those who enjoy their driving will appreciate the control the suspension offers and, while you really wouldn't call it a sports sedan, it comes closer than you might expect.And if you've got upwards of $56,990 to spend you can get behind the wheel of a Lancer Evo, a machine with a huge amount of performance.

Back in 2004 the Volkswagen Touareg SUV came with the option of a gob smacking V10 5.0-litre turbo-diesel engine that was the talk of the town in SUV circles.It cost big money and was only bought by those with bank balances to match. Despite a couple of price reductions along the way it never sold particularly well. It was comparatively thirsty for its type, but we aren’t sure that fact registered with those who did buy one. So the V10 engine wasn’t carried forward into the all-new Touareg when it was introduced in 2011.Now, well aware that many Australian drivers like performance vehicles, Volkswagen Australia has added a turbo-diesel V8 Touareg to its lineup. Thankfully more and more Aussies are coming to grips with the reality of climate change so the big Touareg V8 TDI R-Line has relatively low fuel consumption at a rated 9.2 litres per hundred kilometres on the combined cycle. That’s almost 30 per cent lower than the old V10 diesel engine. As with all Touaregs, the V8 TDI comes with BlueMotion Technologies including brake energy recuperation.The ‘R-Line’ in the Touareg’s title sees it fitted with a dress up package that includes a new spoiler lip, a matte-black rear diffuser with oval tailpipes integrated into the redesigned bumper. A roof edge spoiler certainly attracts attention. The door sills are done in body colour, there are chrome door add-ons and R-Line badges on the front guards that shout out you’re in something special.Huge 21-inch Mallory alloy wheels and dark tinted rear side windows and rear windows will appeal to the typical buyer in this SUV class. There are also sporty looking bumpers and oval exhaust tailpipes as well as an interior trimmed in a luxurious fashion. Inside the Touareg V8, there are Nappa leather trim, R-Line logos on the front stainless steel door sill plates and on the heated seats, a leather rimmed multi-function steering wheel with R-Line logo and gear shift paddles. Stainless steel pedals and a leather gear shift knob with aluminum inserts complete the package.The 4.2-litre diesel uses the latest in efficient diesel injection technology to produce 250 kW of power at 4000rpm and peak torque of a huge 800 Nm. The big diesel lets the driver take the Touareg from rest to 100 km/h in only 5.8 seconds. Transmission is through Volkswagen’s eight-speed automatic transmission. There’s a comprehensive satellite navigation system, Dynaudio Confidence 620-Watt premium audio system with twelve channel digital amplifier and twelve speakers, along with media device interface with USB cable.The standard Comfort Package consists of four-zone automatic climate control dual-air conditioning system, electrically adjustable door mirrors with memory function, automatic kerb view function when reversing, electrically adjustable front seats with three-position memory function for driver and front passenger (electrically height and reach adjustable), along with heated steering wheel with memory and keyless entry.Volkswagen’s Driver Assistance Package includes safety systems such as Adaptive Cruise Control (ACC) with Front Assist and City Emergency brake (City EB), Side Assist lane changing assistant and the Proactive occupant protection system.Touareg V8 is fitted with nine airbags, ASR, EDL and ESP with active rollover protection function, EBC and Off-road Function with Anti-lock Braking System. Volkswagen’s 4Motion four-wheel-drive system, complete with Hill Decent Assist and Auto Hold, is installed in the unlikely event that an owner will take the giant alloy wheels and low profile high-performance tyres into off-road situations.We haven’t had the opportunity to drive the new model as yet as there’s only one in the country and it’s being closely guarded. Pricing for Volkswagen’s new Touareg V8TDI R-Line won’t be announced until it goes on sale in mid March this year. 

It seems to be the season for the return of old automotive friends. In the last few weeks we have attended the relaunches of Infiniti, Mirage, Astra, Barina (now called Corsa) and Beetle – and now the subject of this review, the all-new Nissan Pulsar.It’s likely that over a million Australians have owned Pulsars – 250,000 as proud new car buyers and the balance buying them as used cars as they changed hands several times over the past four decades.Nissan Pulsar has had a mixed history in Australia; though Japanese sourced it was once built in Melbourne and shared parts with Holden’s Astra. Most were fully imported from Japan. Some were called the Nissan Tiida instead of Pulsar – much to the disgust of those charged with the task of selling the car with the bizarre name with the double ii.Now called the Pulsar again, and this time around made in Thailand, the all-new Nissan looks set for the long haul in Australia and even stands a chance of becoming the number one selling vehicle in this country.Don’t believe us on that latter statement? Consider this, the biggest selling car in Australia for the last two years has been the Mazda3, one of the Pulsar’s closest competitors. The Mazda3 is getting on in years and the all-new Pulsar and its arch-rival Toyota Corolla wouldn't mind nudging it aside.The biggest selling point of the new Nissan Pulsar is that it’s priced at $19,990 – the same price as listed way back in 1996. Since then the Pulsar has grown in size and now comes with far more in the way of luxury and safety equipment than it did 17 years ago. The high value of the Australian dollar comes into the equation but the aforementioned tough tussle at the front of the sales race certainly comes into play as Nissan chases buyers.Even the lowest cost model, the $19,990 Pulsar ST manual, has 16-inch alloy wheels; cruise control; a six-speaker stereo with MP3, and Aux jack; keyless entry; and power windows and mirrors. This is far from being a stripped-down model and may have all the fruit that many buyers need.Paying an extra $3660 puts you into a Pulsar ST-L which has front foglights: a rear spoiler; different 16-inch alloy wheels; and daytime running lights. Inside, there’s a higher level of cloth trim; leather details on the steering wheel; USB connectivity; a colour screen for the infotainment system; and fancier facings on the dashboard;The topline $28,990 Nissan Pulsar Ti adds 17-inch alloys; leather trimmed interior; satellite navigation; and dual-zone air conditioning. The Ti comes as standard with a CVT automatic transmission, whereas you have to pay $2250 extra to get that unit over and above the price of the six-speed manual in the lower grades.On-road costs have to be factored into all these prices.Probably the biggest feature of the all-new Nissan Pulsar is its interior space. There’s excellent legroom in the rear and my six-foot frame was quite comfortable when sitting behind itself – if that doesn’t sound too Irish. Most cars in the next segment up from the Pulsar don’t have that much rear space and this Nissan could easily act as a full-size family car even if the kids have hit the huge-teen stage.The boot is very large at 510 litres, again making the Pulsar more than suitable for use as a family sedan.Power comes from a 1.8-litre four-cylinder engine developing up to 96 kilowatts of power. Peak torque comes in at a sky-high 4800 rpm where it’s an impressive 174 Newton metres.The high revs required to get the maximum grunt out of the engine are somewhat misleading and during our introductory road testing out of Melbourne we found the engine pulled strongly from 2500 rpm and even worked smoothly at just 1500 rpm if you didn’t want it to accelerate hard. It’s happy to hold onto gears when climbing all but the steepest of hills.Primary safety gear in all Pulsars includes VSC and ABS with brake assist and electronic distribution. Secondary safety sees the fitment of six airbags.Ride comfort is pretty good, though the Pulsar did get bumped around by some poor quality Aussie back roads. Tyre noise on all but coarse-chip surfaces was minimal, with the Nissan being particularly smooth and quiet on good quality motorways.Handling is competent enough, without actually having any pretensions to sportiness. Those wanting the latter will have to join the queue of keen drivers waiting for the return of the Pulsar SSS late in 2013. This will have a turbocharged 1.8-litre engine developing 140 kW, as well as sports tuned suspension and steering.At this stage all new generations Nissan Pulsars have a four-door sedan body, five-door hatches will begin importation in May or June. Prices and specs on these haven’t yet been made public.A car with a full-sized interior, reasonable performance and good build quality for only $19,900? We can see the new Nissan Pulsar selling up a storm.

Kia’s Soul is aimed at people who want a sensible car that looks anything but sensible. People who like the retro look of a Fiat 500 or BMW Mini, but who also need a back seat that’s suitable for family use.The soul range starts at $21,490 for the manual 1.6-litre petrol variant. An automatic version of this model is also available at $23,490. The Soul+ 2.0-ltire petrol version starts from $26,990. And finally, the Soul+ 1.6-litre turbo-diesel with automatic transmission will set you back $29,990.The car we tested was powered by a 1.6-litre petrol engine with 95 kW of power, and 157 Nm of torque at 4850 rpm. While 4850 revs aren’t likely to be reached by many owners the engine has decent torque from about 2000 rpm and really gets up and moves nicely from 3000 onwards. The engine is nicely responsive and we found it happy to pull away from the lights with a good deal of poke. The 2.0-litre petrol engine prodcues 122 kW and 200 Nm and 1.6-litre turbo-diesel is capable of 94 kW and 260 Nm.Chunky looks that come into the love-it-or-hate-it category are the biggest feature of the soulful Soul from South Korea. And we have to say straight out that we love it. Every line makes a statement, from the distinctive German-inspired grille, through the squared-off side and tall roof to the look-at-me taillights makes the Soul stand apart from the madding crown of lets-not-offend-anyone school of design. The interior is cheeky in style too with big gauges and a funky look that harks back to the 1970s.The really good news is that the Kia Soul isn't all style and no substance. Buyers of large family cars will find there’s room for large teenagers in the back seat. Obviously, plenty of headroom, fore and aft. The Soul has a reasonable-sized boot, but in a shortish car like this it relies on depth rather than length. While it may not be large enough to cart a lot of gear on an extended holiday trip with two kids on board, you really need a big station wagon or SUV for that, the Soul will prove more than adequate for most families almost all of the time.As with the Mini, the options list for the Kia Soul is large and designed to tempt the individualist who really wants to stand out from the crowd. Naturally there's a big choice of colours, mostly very bright ones, and alloy wheels in several sizes. You can add a body kit and/or various decals. Or how about a two-tone dashboard, fancy seat trims or stereo speakers that pulse with the music?Yet Kia Australia reports that a lot of Soul buyers aren’t getting into the car because of its appearance, but because it’s an easy car to get into. Owners in the baby-boom bracket love the fact that the seats are at the height of their backsides, therefore they can get into the Soul without the need to flop down into a low-slung sedan or up into a towering SUV.Our road test Kia Soul came in a bright red colour and had large alloy wheels added to a great design that was loved by all who saw it.Typically we found the engine using about five to six litres of petrol per hundred kilometres on in level open-road running. Around town the consumption was generally in the seven to nine litre bracket. At just 48 litres the fuel tank is relatively small so the overall range could be limited in big Aussie road trips.Kia Australia opted to import the Soul with the European rather than American suspension setup in the interests of reasonable handling, although this does create hassles if you drive on roughish roads. Our road test Soul had the 18-inch alloy wheel option and we found the ride to be rather too firm for our tastes. And really noisy on coarse-chip surfaces. There are smaller wheels in the price list and these may be a better bet on the comfort side of things.Handling is competent enough, the Soul holds the road well and is reasonably willing to change direction part way through a corner. We aren’t keen on the feel through the electrically-assisted power steering, finding it a bit on the dead side and not giving a lot of feedback. As the Kia Soul certainly doesn’t have a sporting setup, and certainly doesn’t challenge the Mini we mentioned earlier, it’s probably best left to those looking for stylish pizzaz, not to forget practicality.The Kia Soul isn’t for everyone, but the individualist on a tight budget will love it.

Prices for the CX-9 range start from $44,525 for the entry level Classic spec.The infotainment system in the big Mazda SUV has been upgraded and now features audio, navigation and speech-recognition systems in what Mazda calls it’s HMI (Human Machine Interface).The big Mazda CX-9 has a relatively old-fashioned V6 petrol engine displacing 3.7 litres. Changes to the engine and its ancillaries in this facelifted model have been made in an attempt to  reduce its fuel consumption. It’s no longer the gas guzzler that it was in its early days, but the upgraded the model still likes a drink.On quiet country roads and motorways you may be able to get its consumption down to 10 to 12 litres per hundred kilometres. Around town expect the engine to be operating in the 12 to 15 litre range. These fuel figures are not good, but Mazda is presumably working on its fuel saving SkyActiv technology for the V6 engine and that will hopefully make the CX-9 kinder to the air we all breathe.The ancestors of Sports Utility Vehicles (SUVs) were 4WDs and back in the olden days the first 4WDs were nothing but trucks. Though things have changed since then, most SUVs tend to have relatively conservative styling. Styling that’s aimed not to offend conservative truck buyers.Mazda, always a very innovative company, has decided to break the old mould – resulting in SUVs that have moved completely away from their distant ancestors. It began with the Mazda CX-5 with its big grille and flowing lines. Now we see the subject of this week’s road test, the Mazda CX-9. Though the stylists were faced with the difficult job of taking an someone plain vehicle and giving it an all-new character, they have done their work well.Of course, most SUVs are bought as people movers, not SUVs and certainly not 4WDs, and these buyers can be conservative in their own right.Whether these people will go for the big new-look Mazda or one of its conservative looking competitors is a question that’s yet to be answered, but we certainly got plenty of looks during our week of living with a CX-9.There's room for seven adults without them being overly cramped, though four adults and three children is more realistic. The centre set of seats can slide back and forward to let you vary the amount of legroom available in this seat and the third row seats. With the centre seat in its rearmost position there's almost limo-like legroom.The third row of seats fold flat very simply to give a useful increase in luggage space. Even with all seven seats in use there's still room for a couple of fair-sized suitcases or similar behind them.Mazda Australia has been very strong on safety for many years, so the CX-9 has had electronic stability control and rollover protection to help prevent crashes since its introduction downunder in 2007.The list of safety features has been greatly expanded, particularly in the crash avoidance field. Forward Obstruction Warning (FOW), Lane Departure Warning (LDW) and High Beam Control (HBC) anticipate danger and help the driver avoid it. Not all safety systems are sold in every grade so it’s best to talk about them with your favourite Mazda dealer.Suspension and steering haven’t been altered in the new model. Though Australian imports have more dynamic settings than the American models, the big Mazda CX-9 is relatively soft and has very light steering. Keen drivers need not apply.Mazda CX-9 can certainly be used in light-duty running on forest trails, perhaps even at the beach. We did quite a few kilometres running on dirt road and found the suspension did an excellent job of cushioning shocks.The big Mazda has a good turning circle for its class and this is a real bonus when it comes to the reality of squeezing it into a tight parking space in an underground parking station. Our test vehicle didn’t have parking ‘beepers’ but did have a reversing camera.

Ford’s EcoBoost engine technology, found in a range of Blue Oval products from the Fiesta light car to the Falcon large family sedan, deserves more attention than it is getting from the Australian car buying public.Truly a technological tour de force, the EcoBoost engine in all its capacities - the 1.0-litre version won the 2012 International Engine of the Year award - has matched performance and fuel efficiency in a manner unchallenged by most rivals. Now with the latest model to make use of the system – the Focus halo car, the ST – maybe all that is about to change.Built in Germany, the $38,290 Ford Focus ST is covered by a three-year, 100,000 kilometre warranty and Ford’s capped price servicing. Ford is shouting loudly about its SYNC connectivity system; advanced software, developed in conjunction with Microsoft, that enhances Bluetooth and voice control of a number of systems.Voice commands are more elaborate than before and can be used to make phone calls or select music from a digital media player. With automatic phonebook downloading, hands need not leave the multi-function steering wheel and eyes the road ahead. However, while using this system the Ford driver may not be concentrating fully on their driving, thus increasing the chances of a crash.Making use of Ford’s EcoBoost technology, the Focus ST - for Sport Technologies, or Sports Tuning, whichever Ford info you read - is powered by a 2.0-litre four-cylinder turbocharged engine pumping out 184 kW of power and 360 Nm of torque.A new electrical system takes power steering to a new level. At low speeds maximum power is on hand, gradually reducing on acceleration, feedback becoming more direct and steering wheel turn trimmed for the equivalent direction change. Torque steer, although managed to some extent, can sneak up on the driver under acceleration close to the limit.In full sports car operation the Focus ST is capable of the sprint to 100 kilometres per hour from standstill in 6.5 seconds. However, as befits a vehicle of the carbon counting era, the car has an Eco mode which helps the driver work efficiently with gear changes, anticipation of traffic conditions and at speeds on highways. A display, using up to five petals (the most efficient), scores the driver for fuel efficiency.   If EcoBoost has been hidden, the same cannot be said about the ST packaging, which has an unmistakable look about it. The car immediately presents its sporty credentials with a black trapezoidal grille incorporating red ‘ST’, bi-xenon HID headlamps, daytime running lights plus static cornering lights. Side skirts, a bold rear roof-mounted spoiler and centrally located twin tailpipes bring down the curtain on the complete hot hatch.A five-seater, keyless entry opens the door to an ST cabin with soft-touch surroundings; always a sign of quality. Occupants can settle into body-hugging bespoke Recaro seats covered in black leather with contrasting tongues of material matching the car’s exterior colour.Up front, seat features include length adjustment and cushion tilt, while an all-new rear bench, made with special foam, makes sure passenger comfort is not compromised. Legroom and headroom are good in the back and front. Leather trim extends to the multifunction steering wheel, and gear and handbrake levers. As well as a range of standard instruments and dials, sport-style gauges, on top of the dash, monitor turbo boost, and oil pressure and temperature.Going backwards, a crystal clear full-colour image projected on a 5-inch screen on the central dashboard, together with guidelines, helps show the way. The screen is also home to sat nav info and maps. The suspension is fully in harmony with the active safety features of the car, having upgraded shock absorbers and springs, which lower the chassis by 10mm compared to other Focus models.The rear suspension additionally has also been revised with a number of new parts developed specially for the Focus ST, which rolls on 18-inch wheels and Goodyear Eagle F1 Asymmetric 2 Tyres with deflation detection. The package has resulted in the vehicle earning a five-star ANCAP safety rating.Accelerator pedal pressure is the key to a crescendo of under-bonnet sound designed to stir the driving enthusiast’s soul. The sharp action of the stubby gearstick – optimised by the dash-mounted shift indicator – is matched by the take-up of the clutch; it’s either in or out, there’s little leeway here.Brakes on the test car took time to get to grips with, being as sharp and attentive to pedal movement as the clutch. Alloy pedal covers cash in on the ST’s sporting nature. An unusually wide 12-metre turning circle for a car of this class resulted in some frustrating to-ing and fro-ing in limited parking areas.

When introduced to Australia in 1998, the Mitsubishi Challenger was virtually a Triton pickup fitted with a station wagon body. Over the years it retained parts in common with the Triton but became more sophisticated.Challenger is slightly smaller and less passenger oriented vehicle than selling Mitsubishi Pajero. This makes it significantly cheaper. Many 4WD enthusiasts say the Challenger is closer to being a ‘real’ 4WD than the Pajero, and love it for that.Take it to forest trails and it will cope with ease, likewise it handles beach driving well. Having said that, a well driven Pajero can be pretty handy off-road as well. From mid 2007 until December 2009 no new Challengers were built.That’s because the engineers concentrated on designing the all-new Triton (the one with the interesting shape at the rear of the doors) before starting to expand their efforts onto the Challenger. Mitsubishi Challenger was a five-seater until the all-new model of 2009 when a seven-seat option was offered.All Challengers have good head and legroom but the older models are a bit cramped for width in the back for three big adults. Luggage space is excellent in the five-seater, with plenty of length and width. Naturally, the seven-seat models lose space in the rear, but are still pretty good.The area is quite easy to load despite being high off the ground. There is also plenty of in-cabin storage space. The Challenger has reasonable on-road comfort for its type and most owners are happy with its characteristics. Later models improved in this.However, those looking for a very relaxed suburban ride may be better off opting for Pajero instead. The Mitsubishi Challenger’s engine is either a 3.0-litre petrol V6 unit or a four-cylinder 2.5-litre turbo-diesel. The petrol engine is willing enough, but is slightly down on torque at everyday revs.So you have to work at gearchanging to keep it working to best advantage. The five-speed manual gearbox is light and easy to use. The automatic transmission used prior to 2009 is a four-speed unit, then moved up to five-speed unit with the all-new 2009. The auto has Mitsubishi’s semi-intelligent change system and can be used as a sequential manual.The Challenger’ doesn’t use the highly-regarded Super Select 4WD system fitted to the Mitsubishi Pajero, rather it has an old-style setup which normally drives the rear wheels only. The two-speed transfer case can be shifted on-the-fly between 2H and 4H at speeds of up to 100 km/h and the front hubs are automatic.So, apart from the inability to use 4WD on sealed roads the system is almost as good as the Super Select one. Though some see this setup as being old-fashioned it explains part of the aforementioned appeal to buyers looking for a ‘real’ 4WD.The suspension in the original ute-based model has a very firm ride that can make the Challenger tiring on a long trip. Mitsubishi made major revisions to the suspension as part of the mid-2000 facelift and mechanical makeover. The 2009 Triton is much more civilised in the comfort department.Spare parts availability is good and we have heard of no complaints about pricing. Mitsubishi is long established in Australia, having built cars in its Adelaide factory for many years, so is well represented in most areas. Even when you’re deep into the outback there’s a good chance you can find parts and a mechanic who understands the Challenger.Insurance is generally at the lower end as it’s the sort of vehicle that normally sells to conservative people.WHAT TO LOOK FORIf you suspect the Mitsubishi Challenger has had a lot of use on dirt roads and in off-road conditions make a careful check of the interior fittings as the firm suspension can eventually cause squeaks and rattles.Look over the cabin for signs of rough usage, being sure to look into all the hidden storage areas for damage that may have been caused by bored junior travellers. At the same time check out the luggage area for damage and/or bad staining.While the Challenger was built down to a price, quality certainly didn’t suffer and there's the typically impressive Japanese attention to detail. Look under the Challenger’s body for signs of damage caused by too-hard driving in harsh areas. Also look and taste for salt on the chassis rails.Salt can really attack steel and frequent beach use can cause corrosion to rip into the metal if it’s left unchecked. Make sure that the Mitsubishi’s engine starts easily and idles smoothly as soon as it settles into its rhythm.Check the engine doesn't blow any exhaust smoke when accelerated hard, especially after it's been idling for a while. It if does it could be due for an expensive overhaul. Be sure that all gearchanges are smooth and light. Check that 4WD is engaged in both high and low ratios without too much effort.CAR BUYING TIPDon’t even think of handing over your hard earned until you've had a full professional inspection, preferably from an expert on the make/model you’re considering.

VALUEVolkswagen Polo GTI provides strong performance for a pretty modest price, carrying a recommended retail of just $27,790. On road costs have to be factored in, but even so, the Polo GTI won’t be a lot over the 30 grand mark before it’s yours.TECHNOLOGYAs is the way with many new European cars, Volkswagen has fitted a smaller engine than in the superseded Polo GTI. That model had a 1.8-litre turbocharged engine, the new model has a 1.4-litre ‘twincharger’ powerplant. It has both a turbo and a supercharger. The supercharger pumps extra fuel into the engine at low revs, the turbo at higher engine speeds.There’s some overlap between the two air pumps to give strong torque over a wide band, with the supercharger being de-clutched at 3500 revs, when the turbocharger takes over completely. Maximum power from the Polo’s twincharger engine is 132 kilowatts. This clever engine produces a strong 250 Newton metres all the way from 2000 to 4500 revs. In everyday driving you will have the engine sitting at peak torque virtually all the time.Sadly Volkswagen Australia can’t sell you a six-speed manual version of the hot Polo as it has opted to import only the seven-speed DSG automated manual. While we are aware the DSG equipped Polo is quicker than the six-speed manual, we feel there are enough ‘real’ drivers out there to justify bringing in some manuals as well. Here’s hoping the decision is reversed some time soon.DESIGNPolo GTI is lifted in appearance from the rest of the Polo range by having blacked out honeycomb front grilles, as well as black backing to the headlamp surrounds. There are red highlights above and below the main grille. A bolder front bumper ties in with the extended door sills and complements the 15 mm lower suspension.At the rear are chromed exhaust outlets and a diffuser look to the back bumper. Over the rear window sits a neatly shaped wing. The quick little Volkswagen GTI looks good without going over the top in style.Inside are tartan covered seats, red-leather trimmed wheel and gear lever knob and sports instruments.DRIVINGThis little Volkswagen road rocket takes only 6.9 seconds to get to 100 km/h from a standing start. The six-speed manual would probably increase this to the low sevens, but that’s still excellent performance. All the more so when you consider the bargain price.There’s a lot more than simply drag racing to 100 km/h to make driving enjoyable. We love the near instantaneous reaction from the engine and the way it just keeps on producing stacks of grunt. Overtaking is ridiculously easy, simply click down a gear or two, give the right pedal the message, and the Polo GTI leaps past slower traffic is a short and safe distance.Another advantage of using a smaller engine is that the reciprocating components are lighter, so the engine is only too happy to rev harder the moment you ask it to do so.You don’t buy a high-performance car to save fuel, but VW’s latest technology minimises consumption and emissions. Open road driving will see the Polo using fuel at the rate of seven to eight litres per hundred kilometres. It’s unlikely to use more than ten litres per hundred in normal driving.Handling is nicely balanced and the use of an electronic sports differential means the Polo can easily be controlled on the throttle. It turns in neatly, holds its line well and is small enough to be able to use a lot of its own side of the road while still taking the ideal line through bends.Ride comfort in the VW Polo is good for a sports model riding on 17-inch wheels, though some passengers may find it too firm on rough roads.VERDICTHigh-performance cars aren’t supposed to come with low price tags. Yet Volkswagen Polo GTI gives you the driving excitement for a very modest outlay.Volkswagen Polo GTiPrice: from $27,790Engine: 1.4L/4-cylinder; 132kW/250NmTransmission: 7-speed sports automatic dual clutch, front wheel driveThirst: 6.1L/100km combined