Articles by Ewan Kennedy

The third generation Porsche Boxster, tagged the 981, takes the same styling route as its predecessors, which is no bad thing.Porsche owners over the years have shown strong resentment to any major changes in direction, so features like the air intakes in front of the rear wheels and the shape of the bonnet and headlights follow a familiar theme. You can choose between a standard Boxster at a modest starting price for this class of just $107,500, or the high-performance Boxster S with a recommended retail price of $133,800. The new-generation Porsche Boxster provides a pure-bred machine for what is a very modest price for the class in which it operates. It’s little wonder that dealers are reporting very satisfactory sales in the first few months of this German machine.The standard variant uses a new-design 2.7-litre flat-six powerplant with direct fuel injection in place of the manifold injection 2.9-litre of the previous model.Despite its smaller capacity the new unit has 15 per cent more power (now 195 kW), yet uses 13 to 15 per cent less petrol. That’s impressive. Choosing the Porsche Boxster S puts a revised version of the well-established 3.4-litre flat-six just behind your back.With 232 kW of power and 360 Nm of torque it has higher outputs, but uses less fuel than in the old model. Transmission options are six-speed manual and seven-speed double-clutch PDK automatic.At the tail there’s more change in the design, with a strong style line that runs the full width, with the taillights following the horizontal shape of the metal.New Boxster is bigger than before and would have weighed substantially more, but more aluminium has been used than ever before with the bonnet, rear deck and door skins all benefitting from the lightweight material.Combined with other weight saving measures the mass of the Boxster has trimmed by 25 to 35 kg depending on model. It all helps in improving straight-line performance, providing nimbleness and in reducing emissions and fuel use.On a slightly more mundane note, there is reasonable stowage space within the Boxster and the fact that it has two boots (one in front the other in the rear) makes it a more than practical long term touring car.If you’re going to be spending hours each week the PDK makes sense, but if you want to be part of the action it simply doesn’t provide the same sensation of driving as does the ‘proper’ manual gearbox.On the road the latest Porsche Boxster is close to perfect in its balance and nimble handling. The use of a mid-rear engine, rather than the full-rear unit as in the 911, gives it virtually neutral weight distribution.The Boxster hangs on to the road at speeds well in excess of those achievable by anything other than an ultra-expensive supercar. And the fact that it’s lighter than the typical supercar makes it more nimble in its feel.The electrically assisted power steering, which is used to trim fuel use and exhaust emissions, provides better feedback than any similar units we have tested in other cars and really does feel as though your hands are in direct touch with the road.Depending on the model and options chosen there are various adjustments for the suspension, steering, engine and transmission settings. So Boxster can be tuned to provide a comfortable ride, a firm one or a full on racetrack hardness.Some sharp potholes and bumps did send a shudder through our test Boxster S on some occasions when we selected the firm Sport setting. Try for yourself during your own pre-purchase test drive to see if the car’s characteristics suit your needs.The way the Porsche engines sound during gearchanges and on throttle liftoff is simply superb. Even in speed-regulated Australia you can get a lot of pleasure from dropping the roof (it only takes nine seconds and is fully automatic) and just listening to your progress as the powertrain does its sporting best.The engine has switchable stop-start in the interests of emission reduction. The engine starts almost imperceptibly and we were more than happy to leave it switched on in anything other than very slow traffic crawls.We have just stepped out of a Boxster S automatic after a most enjoyable week of smile-inducing driving. While we are well aware that the auto is both faster and more economical than the manual our preference is still for the extra driving involvement that’s provided by the manual.

Volkswagen has spiced up the Multivan with a powerful TSI 350 petrol engine hooked up to a seven-speed DSG automatic transmission. Until now the people carrier Multivan was only offered with diesel engines, so the addition of the petrol engine broadens appeal. The ‘350’ indicates the maximum torque available from the engine.VALUEThe new Multivan TSI350 features the same equipment levels as the TDI 400 (diesel) models in either Comfortline of Highline. Bluetooth is optional on Comfortline and standard on Highline. Our test Multivan was the Comfortline specification starting at $54,990 (before on roads) with the Highline TSI 350 starting at $71,990.TECHNOLOGYThe 2.0-litre petrol engine with turbo intercooler and direct injection is a sophisticated piece of machinery that at no times suffers under the 2.1 tonnes of the Multivan. The new engine packs a bigger punch than you would expect from that smallish capacity. This is due to direct injection technology along with a little intercooled turbocharger.There's 150 kW of power on tap with maximum torque of 350 Nm available from a low 1500 rpm. Driveability is excellent. The engine is mounted transversely and sits low over the front wheels. The fact that maximum torque of 350 Nm is on tap over a broad band of 1500 to 4000 rpm means it is never found wanting. There is little turbo lag and torque steer is non existent.DESIGNThe last freshen up in styling came two years back when the commercials adopted the corporate VW appearance with a broad, horizontal grille which is simple, yet effective. We are not a fan of the huge rear cargo door as you need at least two metres of rear clearance for the door and the person opening it. This is because this type of door is needed for the van's role as a cargo holder in the Transporter line.The interior is all about functionality for carrying seven passengers in a 2-2-3 format, plus luggage, in as much comfort as possible. What facilitates this is sliding doors on either side and the second and third rows of seats running on floor rail system. You can have almost as much cargo area as you want - or as little - depending on where you slide the second and third row of seats. Or, you can fold the third row altogether and make it a four seater with a bundle of cargo space.Both the second and third row of seats get overhead consoles with air conditioning and lighting controls. So there's three-zone air-conditioning and four drink holders and three 1.5-litre bottle holders. We like the step inserts provided for passengers in both the front and rear plus the fact they are illuminated. There are 12 v sockets for all three passenger rows and retractable blinds on the side windows for the second and third rows. We also like the grab handles above all passenger doors, as it's a vehicle that you need to climb into.SAFETYThe Multivan seems to have just about every bit of safety apparatus going around - but not one of the most important for a vehicle of this size and use: There is no standard reversing camera on Multivan although there are front and rear parking sensors. As a seven seater you would expect to see this vehicle at hotels, airports and resorts - places that abound in people chaos, including little people.A reversing camera is available as an option. What there is, is impressive: front and side airbags and rear curtain airbags, stability program, ABS brakes, brake assist, anti-slip regulation, hill holder, rear fog lamps, auto locking after take off, electric child safety locks on rear doors and child anchor points on back of rear seats.DRIVINGOne of the things that has not changed with Volkswagen vans is the forward vision from the driving position. It has always been excellent. The interior layout of the instrument panel and dash is very Volkswagen, easy to navigate and use. The seating position is like a pilot's chair in a ship: comfortable with arm rests and support where you need it. The only reservation we had from a driving perspective is the gear lever that comes out from the dash is close to the steering wheel and indicator stalk.Three times in the first two days we knocked the gear shifter into neutral when reaching for the indicator. It didn't happen again after this, so it's something you become accustomed. During our test we recorded 8.3 litres/100 km on the open road and 10.5 litres/100 km around town. For most of the time we were one-up, so this consumption would rise with passengers or cargo aboard.Volkswagen’s DSG transmissions seem to vary a lot - some are uncertain at low speeds, others not - but we found this one performed well at all speeds. It is a lovely combination with the engine and no doubt plays a major part in making the Multivan TSI 350 feel light and lively. Despite its ride height Multivan really has good road manners. Body roll is minimal making for a comfortable ride for passengers. The straight-line acceleration is quite remarkable and this is one van that will not be embarrassed off at the lights. This is a well balance package that rates among the more enjoyable vehicles we have driven this year.VERDICTA must drive for large families looking for seven seats and those needing a commercial passenger vehicle.

Keen to give its vehicles a European image, Hyundai is calling the new body style a Tourer rather than a station wagon. The Tourer was designed in Germany and it comes as no surprise it uses what Hyundai calls its Fluidic Sculpture theme. This shape has been greeted with enthusiasm in many countries, with buyers saying it stands out from the crowd. Unlike the about to be superseded i30 wagon which had a longer wheelbase than the hatchback, the new Tourer will share the i30 hatch's 2650 mm wheelbase. That’s already a long wheelbase so there shouldn't be any compromise in interior and luggage space. The i30 Tourer is 185 mm longer overall than the hatch and has 528 litres of stowage capacity with rear seats up, an increase of 150 litres over the hatch. This increases to an impressive 1642 litres with the rear seats folded flat. Additional underfloor storage compartments add to the i30 Tourer’s versatility Again following the European way of doing things, the new Hyundai i30 Tourer wagon will be sold with both petrol and turbo-diesel powertrains. The 1.6-litre direct-injection petrol engine puts out 99 kW of power and 164 Nm of torque. The latter at a very high 4850 rpm – the sort of engine revs seldom, if ever, achieved by most drivers. Presumably the torque will be offered at much lower revs, we are yet to drive the new wagon and will comment on its performance as soon as we have done so. Sounding much more practical, the 1.6-litre turbo-diesel engine has peak power of 94 kW at 4000 rpm, with top torque of 260 Nm being produced between 1900 and 2750 rpm. Both engines will be offered with either a six-speed manual or six-speed automatic, the latter having a sequential manual mode. The new Hyundai i30 Tourer has a sophisticated range of active and passive safety technologies. Standard across all models are Vehicle Stability Management (VSM), Electronic Stability Control (ESC), Traction Control System (TCS), and ABS with EBD and Brake Assist.  Safety during a crash will be assisted by ultra-high-tensile steel within the body shell and seven airbags on all models. The local importer tells us the Hyundai i30 Tourer will be sold in Australia in two trim levels, Active and Elite, and that standard equipment will be similar, but not identical, to the i30 hatchback. Full specifications will be announced closer to the launch of the Tourer. We will attend the press launch of the new i30 wagon and report on it immediately afterwards. The complete Hyundai i30 Tourer range is: GDI Active 1.6-litre petrol five-door wagon: $22,990 (manual), $24,990 (automatic) CRDI Active 1.6-litre turbo-diesel five-door wagon: $25,590 (manual), $27,590 (automatic) CRDI Elite 1.6-litre turbo-diesel five-door wagon: $31,190 (automatic)  

Not only becoming the biggest selling roadster of all time, but also nudging many other car makers into building open-top cars, something that had previously seemed to be impossible due to ever tightening safety regulations.The Mazda sportscar is a delight to drive, with pin-sharp steering, excellent road grip, near-neutral balance and the ability to change direction mid corner at the merest hint through the wheel that it’s needed. Many owners love to take them for a quick blast along their favourite stretch of road on a sunny Sunday morn.They usually drive with the top down of course, even if the weather is threatening. That’s because the soft-top only takes seconds to send down and pack up again. You can do it when stopped at a red light, though it does require you to have a supple body, because a fair bit of upper body twisting and shoulder strength is needed.A folding hardtop roof made things much simpler when introduced in September 2006. It not only works neatly, but has added a minimum of weight to the car and takes little away from luggage carrying capacity. So popular did the folding hardtop become in Australia that imports of the soft-top slowed to a crawl and in the latest model, introduced in November 2012, the hardtop became the only unit offered in Australia. You may be able to get one on special order by speaking to your Mazda dealer.The Mazda MX-5 was launched in Australia in October 1989 and remained almost unchanged in its body until March 1998, when a near-new car was introduced. The original model had pop-up lights, the latter one fixed units. At the same time, an increase in boot space made the MX-5 a more practical car, one that could be used as a daily driver by a couple.A facelift in October 2000 saw the rounded grille replaced by what Mazda calls a five-point grille to bring it into line with the styling of the rest of the Mazda family. An all-new MX-5 arrived in October 2005. It was slightly larger than before, though weight rises were kept to a minimum.Engine power isn't quite as impressive as the chassis dynamics; the original MX-5 only had 1.6 litres. That was lifted to 1.8 litres in November 1993 in a new engine that was slightly modified but, surprisingly, wasn’t as happy to rev as in its previous incarnation although torque was fattened out.The 1998 model change kept the engine at the same size but gave it a little more punch, although still not quite enough. In October 2000, the engine received a new variable valve timing system to improve power and torque. Response was significantly improved with that latest engine but is still nothing to get excited about.A 2.0-litre engine was introduced in the new 2005 model and is arguably the best yet. Changes to the 2.0-litre engine in 2009 and 2012 saw it able to rev to higher numbers, yet it was improved in the low down grunt department at the same time.Anyway, half the fun of driving a little roadster like this is rowing it along on the gearbox, going for the right gear at the right time to make the best of the engine’s limited power. The gearchange on the original Mazda MX-5 is one of the sweetest units you will ever meet, with short positive changes that not only work well but feel great at the same time. So the relative lack of engine power is actually a bonus in the minds of some owners.Earlier gearboxes were five-speed manual units. A six-speed was used in the 10th Anniversary limited edition of 1999, and became standard in the October 2000 model. The six-speed is a close-ratio unit, having a similar ratio in top gear in both boxes. To our way of thinking the six-speed isn't quite as pleasant in its feel as the latter five-speed, but it’s still an excellent unit.An automatic transmission with six forward ratios became an option in 2005. Believe it or not, it's almost as nice to sit behind as a manual because of the very-sporty programming of its electronics. Good design and high build quality mean the MX-5 is reliable. It’s fairly easy for a good amateur mechanic to work on and spare parts are normally reasonably priced. The Mazda dealer network isn't huge but works effectively and we have heard of no real complaints about availability.Insurance can be expensive, particularly for young and/or inexperienced drivers so it’s worth shopping around to get the best deal. As always, make sure you understand what you are getting for your premium dollar.WHAT TO LOOK FORIn early models look for stitching that's worn or even broken in the soft-tops and for discolouration in the plastic rear window in early models. A glass rear window was used in the new model of 1998. Check under the carpets for dampness as the car may have been caught with its top down in the rain. It's best to ask the owner of the car for permission before pulling up the carpets.It's probably best to keep clear of MX-5s that have been used in lap dashes at race tracks or in rallies. These can often be recognised by tyre scrubbing (if they haven't just been renewed to hide the fact) and by the fitment of a rollcage, fire extinguisher or extra instruments. Also look for heavy deposits of brake dust on the callipers and the inside of the wheels.Check that the Mazda's engine starts easily, idles reasonably smoothly and doesn't blow smoke from the exhaust under hard acceleration. The gearbox should be light and positive in its change action and not baulk or crunch even on the fastest of changes. The third-second change is usually the first one to show up any troubles.Look for crash damage that's been repaired, indeed it may be very wise to call in a professional if you are in any way suspicious.CAR BUYING TIPBeware the sports car that has actually been used as a car in sport - these are comparatively rare and may be in need of expensive repairs.

Audi A3 has been a winner since its introduction when it changed the way people thought about small cars. Prior to the A3 the prestigious German marques were only selling cars built on medium to large bodies with high prices to match.Audi showed it didn’t have to be like that and the company’s arch rivals Mercedes-Benz and BMW have since joined the (relatively) affordable small-car brigade.Audi A3 Sportback will begin its life in Australia in April or May 2013. Only five-door models are being imported as Audi Australia believes buyers looking for three-door will opt for the smaller A1 instead.VALUEPrice is yet to be confirmed though they are expected to remain about the same. Adding to the desirability of this small-medium car is a full range of information and audio systems. The topline versions of the Audi A3 will come close to the big Audi A8 in sophistication.The most expensive A3 variants will have radar cruise control, automatic correction if the car wanders out of its lane and crash anticipation and passenger injury reduction.TECHNOLOGYPetrol and diesel engines are available with capacities ranging from 1.2 to 1.8 litres for the former, and 1.6 to 2.0 litres for the diesels. An LNG (Liquefied Natural Gas) engine and a plug-in hybrid will be offered in years to come.Australian specs for engines have yet to be announced, but it’s likely we will get the larger petrol and diesel units, with the hybrid being an outside possibility. Manual and automatic transmissions will be fitted, with a strong emphasis being on the the autos in Australia.The latest engine design from Audi sees its engines using as little as 3.8 litres per hundred kilometres, with even the sportiest powerplants only consuming about 5.6 litres per hundred when measured on the combined European driving cycle.DESIGNThe latest five-door A3 takes a new direction in styling to previous models; while those leant in the direction of practicality and common sense the new model takes a strong sporting stance in the styling field. It has a lean and low look, with a wheelbase longer than in the three-door A3 in order to minimise front and rear overhangs.The lines from the now-traditional ‘single-frame’ grille back through the dual sweeping highlights on the doors give it a low appearance, and the shape of the rear hatch is aimed at visually emphasising the horizontal shape.In an interesting move, there’s an adornment package that adds chromed strips around the side windows. It will be interesting to see if this blast from the automotive styling past is picked up by other makers. As someone who grew up with chromed cars in the 1960s and ‘70s we must admit to being suckers for this brightwork.Cleverly, though the third generation Audi A3 is larger, more spacious and much better equipped than the original 1999 model it weighs virtually the same as that car. The engineers have managed to trim about 90 kilograms out of the body on the gen-two A3 by clever design that minimises the use of materials, without the need for expensive metals.Despite the relatively steep slope of the hatchback the Audi A3 Sportback has decent headroom in the rear seat. The A3 is typical of this class of car in being aimed at the family unit of two adults and three children, but it’s possible to fit three adults in the rear provided they aren’t of the hulking variety. Indeed cars such as the Audi A3 are often used to carry four adults in their home markets in Europe.SAFETYThe A3 will have a full range of crash avoidance features and if a crash becomes inevitable the car will attempt to have it occur at the lowest possible speed.DRIVINGWe have driven both petrol and diesel engines and manual and automatic A3s during the event in Monaco and found them to be tractable at low engine revs with the petrol powerplants happy to rev high into the scale. The turbo-diesels aren’t particularly willing to rev much over 4000 rpm, but that’s not their lot in life so that’s no big deal.Ride comfort is very good and the nimble handling is so well balanced that it’s hard to realise this car is driven by the front wheels with all that means in the way of forward weight bias. Quattro models will be introduced shortly and be powered by big grunt turbo-petrol engines.Noise levels are very low and more like those you would expect in the larger A4 and A6 Audi models. This will further enhance the willingness of Australian buyers to trade down from large cars into prestigious Audis and the like.VERDICTOur preview of the latest generation Audi A3 five-door Sportback at its global launch in Monaco leaves little doubt that the success story will continue in Australia and globally.Audi A3 SportbackAvailable: April, 2013Price: est. from $42,000Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, EBA, TC CRASHEngine: 1.4 and 1.8 4-cyl turbo-petrol or 2-litre turbo-diesel; 103kW/250Nm and 132kW/250Nm or 100kW/320NmTransmission: 6 or 7-spd dual-clutch auto or 6-spd manual; front drive or AWDThirst: 4.7L/100km/5.6L/100km or 4.2L/100km; 95RON; 110/130 or 108g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: from 1205kgSpare: Space-saver  

The upper-luxury car market is in a state of serious decline in many countries at the moment, with sales in Australia for example down by more than half in recent times. People either can’t afford cars, or don’t want to be seen in ostentatious vehicles, or, and this is the most likely among many of the very rich, are going for highly equipped SUVs. Lexus has been the leading Japanese upper-luxury car market worldwide for more years than its competitors care to remember. When the first Lexus, the LS Line, was introduced in 1990 it was greeted with considerable scepticism by many pundits. These people have since been proven wrong. Extreme quietness and smoothness were combined with a level of build quality that was close to perfection right from the start made many consider the Lexus LS400, as it was then, as an option instead of one of the big two German marques. Now in a move that’s surprised many, Lexus has given the LS Line a major working over in the styling stakes, giving it a shape that’s anything but ordinary. The new Lexus LS’s big ‘spindle-grille’ front is complemented by flowing lines that could almost be Italian in the flair of their flare. Upper-luxury cars tend to be on the conservative side, with the Audi, BMW and Mercedes offerings being much more conventional in their bodies. Only time will tell if the Lexus planners have got it right...Due to the need to keep the cost of the redevelopment of the latest Lexus LS Line under control during the harsh years of the GFC this is not an all-new model.  Rather it carries much of the existing ‘skeleton‘ but with significant changes in shape and mechanically. The doors and the roof panels have been carried over but everything has been reshaped. The floorpan has been strengthened and has had some aerodynamic aids added to further reduce noise levels and at the same time make it a little slicker through the air to minimise fuel consumption and emissions. Inside there have been major revisions to the seats and dash area, with the very large central screen being borrowed from the all-new Lexus GS we reported on recently. This unit holds a lot of information but does so in a way that minimise distraction to the driver. Technology upgrades are a feature of this Lexus. The very sophisticated air conditioning system has numerous sensors that monitor interior temperature in several locations, even including the seats, as well as readings of humidity. In the topline models there’s even checking of the strength of infrared rays coming through the glass. Equally fascinating is the fact that the clock. It is designed to look like a traditional old-style unit, but is actually a high-tech electronic machine that keeps an eye on its poison on the planet using GPS satellites. Meaning it can update itself as it moves from one time zone to another. This smart clock is just thing for the time-confused folks living in Coolangatta / Tweed Heads who can lose or pick up an hour just by driving across an intersection when daylight saving is force in NSW! Major primary safety features are driver fatigue and inattention warnings and automatic collision avoidance, or crash severity mitigation if avoidance becomes impossible. Lexus tells us suspension changes are aimed at giving the new Lexus LS a sportier feel without taking anything from the comfort and quietness that have been a hallmark of the model since the beginning. Though we have undertaken major technical presentations and looked over and under the new LS in detail, we are yet to drive it. So we can’t comment on the change in suspension philosophy. Stay tuned. The Lexus V8 engines are modified versions of the existing units and produce slightly more power while having lower petrol consumption and emitting less CO2. The automatic transmission is the same eight-speed unit that has been used in the superseded models. The exception is the hybrid version which uses a continuously variable transmission (CVT). To let it mimic a conventional auto the CVT has eight pre-set ratios that can be chosen by a driver who feels the computer has the car in the wrong ratios. As before, a petrol-electric LS variant is offered, but this time around it will be sold as standard with the short wheelbase, not the longer one seen previously. This has led to a price reduction of around $30,000. Similarly, Lexus found that most previous owners of the standard LS didn’t want the extended wheelbase, so that latter model is now sold only on special order. Lexus Australia tells us that around 90 per cent of LS buyers have bought themselves another LS when the time came to move up from their old car. The strikingly different shape of this new car may challenge that history - it will be interesting to witness what happens over the next year or so. Our feeling is that today’s older buyers are more amenable to change than those of previous generations – but, as we said previously, only time will tell. The new Lexus LS Line range is: LS 460 F Sport: $189,900 (automatic) LS 460 Sports Luxury: $192,400 (automatic) LS 600h Sport: $217,900 (automatic) LS 600hL: POA  

Nissan Pathfinder is a reasonably tough off-road station wagon that has gained a lot of respect amongst Australian buyers in the 25 years it has been on the local market. Pathfinder is chiefly aimed at the suburban user, though you will find a fair number in the bush.Whereas the first models had a separate chassis, the full-wagon variant of the Nissan Pathfinder used a monocoque body. Just to cause further confusion, the latest one, from July 2005, has reverted to a full chassis for added toughness and is again virtually a Navara with extra seats. Though this time there is a fair bit of work in the passenger comfort field as well.Pathfinder began its Australian career in December 1986 as a two-door wagon. Following the sales success of the then-new concept, in October 1992 it became a four-door. These older models may be near their use-by date, though we still see some good ones on the road. November 1995 saw the introduction of a virtually all-new Pathfinder that was aimed more at the passenger market than the ute-with-more-seats buyer.We have experienced some body movement on rough roads in the second-generation models, the ones with the monocoque body. This can get worse as the vehicle ages, especially if it has led a hard life. This probably explains the decision to go back to the separate chassis in 2005 Pathfinders. So it’s probably best to regard the 1995 to 2005 models as soft-roaders rather than off-roaders.The earlier Nissan Pathfinders had good ride comfort for their class and era and have a reasonably spacious interior. There is less headroom than you might expect in the pre-2005 models, and legroom in the back could be better, though it’s certainly not cramped.The 2005 Nissan Pathfinder is significantly larger than the previous ones and has seating that’s good for four adults, five without too much leg rubbing. Headroom is good and the front seats are well shaped. The rear bench seat is reasonably comfortable. Boot space is large and easy to load.Most older Pathfinder models have a petrol engine with a capacity of 2.4 litres. A smooth 3.0-litre V6 was added to the lineup in 1993, it is a punchy unit, though the revs do have to be kept up to get the best from it. The V6’s capacity went up to 3.3 litres with the 1995 model change. The 2005 Pathfinder uses a big 4.0-litre V6 that has plenty of grunt.Diesel engines, though common in the Nissan Navara, were not offered in Pathfinders until the introduction of the new 2005 model. The unit in this Pathfinder is a healthy 2.5-litre four-cylinder turbo that punches out more that 400 Newton metres. As its introduction coincided with the start of fuel price rises in Australia it’s no surprise that many buyers have opted for this oil burning option and it’s already being sought out on the used-car market.Pathfinders with four-cylinder petrol engines have a five-speed manual gearbox. The 3.0-litre V6 can be ordered as a five-speed manual or four-speed automatic. The 3.3 engine comes only with a four-speed automatic as does the 4.0-litre petrol. The turbo-diesel again wins out, having a choice between a nice six-speed manual  and a modern five-speed auto.Early Pathfinders used an old style 4WD system, but from the 1999 Pathfinder it came with a sophisticated all-wheel drive system with the title of All-Mode. This 4WD layout offers the driver numerous choices: everything from rear-wheel-only drive for easy on-road use, to four-low for seriously tackling tough off-road terrain. The Auto setting juggles the amount of drive needed to each end of the Pathfinder according to conditions under the wheels.On-road the later Pathfinders are almost car-like in their refinement and general feel. There is more wind noise than you would get in a passenger car of the time in the 1995 to 2005 models. Handling is reasonable in all models, but the centre of gravity is relatively high so you can’t drive a Pathfinder as though it’s a car.Nissan's dealer network is widespread with spare parts, repairs and servicing available in most areas, even in some pretty remote locations. Insurance isn’t usually over expensive as befits a vehicle that is seldom driven hard.WHAT TO LOOK FORRust can get into the lower corners of the door and the tailgate but is not common in vehicles that have been correctly driven and maintained. Check also for rust in the chassis rails, especially if you suspect it has been subjected to beach use.Look for damage to the protection plates, the sill panels and the underneath of the bumper-bar corners, all items that suggest rigorous off-road driving. Four-cylinder engines can sound harsh even when they have a fair bit of life left in them. Worn engines tend to be slow at picking up oil when started stone cold, resulting in low pressure. So listen for bearing rattle and watch for an oil-pressure warning light that’s slow to go off.Check for an engine that smokes from the exhaust. It is usually at its worst when the engine is accelerated hard after it has been idling for a minute or so.  Severe engine wear is the most likely cause.Gearboxes are generally tough, but try some fast gearchanges from third to second and feel and listen for worn synchros. Automatic transmissions should be smooth and quiet in operation and not have too long a delay when going into Drive from Neutral.If driven hard in tough off-road situations Pathfinders may suffer from suspension mounting or chassis cracks. Get an expert to do an inspection as these can be expensive items to repair.CAR BUYING TIPFour-wheel-drive purists scoff at those who never take their 4WDs off-road – that is until they come to buy a secondhand model for themselves. Then they opt for used vehicles that have never been taken off road… 

As a motoring journalist I typically drive between 250 and 300 cars every year. Yet there are some out there who drive 10 times as many vehicles as I do, perhaps 20 times. The guys and gals who valet park your car in upmarket hotels are finely tuned to the vehicles they drive and take an interest in anything that’s new to them.So when I rolled up to the Sheraton Mirage on the Gold Coast the other day in a new Infiniti FX the eyes of the guys lit up. To be honest (sorry to all the marketing people at Infiniti) they had no idea what the big SUV was. The badge – showing a road disappearing into infinity – was totally unknown to them. Indeed, though they immediately recognised it as being a prestige vehicle they made a couple of incorrect guesses before I explained that Infiniti is to Nissan what Lexus is to Toyota.They loved the looks of the Infiniti FX inside and out, describing it as one of the most stunning vehicles they had seen for a long time. We have to agree with them; unlike other sporting SUVs that are simply standard vehicles with revisions to the body to give it a tougher look, the Infiniti was designed from the start to be a 4WD that was anything but shy.VALUEInfiniti’s big new FX is a genuinely sporting SUV that’s been designed like that from the ground up. With a starting price of around $100,000 it provides very good value in this semi rarefied market segment and we can see it building up strong sales as soon as buyers start to sample its dynamic abilities.TECHNOLOGY - FXsWe tested two Infiniti FXs during a two-week period, one powered by a glorious 5.0-litre petrol V8 that gives it the sort of thrust that’s sure to bring a smile to the face of any keen driver. It not only provides plenty of acceleration but does so with just the right sort of V8 sounds and slightly uneven beat that only a bent-eight can manage.It’s a bit of a gas guzzler in a manner that typical of the breed, though it has to be said that a high-performance SUV using 12 to 15 litres per hundred kilometres in general driving really isn’t all that bad. Interestingly, this is the engine upon which next year’s Nissan V8 Supercar is (loosely) based. Exciting.DESIGN - FXsJust look at the long swooping bonnet with the sort of lowered centre section usually only seen in low slung sports cars; at the sloped rear end styling and the huge wheels and you will soon agree that the shy are retiring had perhaps better look elsewhere.There are disadvantages in any sporting vehicle and the big Infiniti suffers in the cargo area because the long slope of the tail restricts the height of long, tall items. Still that’s not unusual in the latest generation of SUVs. The boot area is long and easy to access through a large tailgate that was power operated in the models we road tested.The interior is as eye catching as the exterior, with the FX having a twin-cockpit area for the two in the front, with a real emphasis on the driving position. During a hot, sticky start to spring up here on the Gold Coast we found the air conditioned front seats to be a real bonus. Seat comfort in front is good with bolsters that give a strong cue to the fact this vehicle is aimed at the sporting driver.Back seat travellers have head and legroom that’s good without exactly being generous, a function of the FX being as more of a tall coupe than a traditional 4WD.TECHNOLOGY - FXThe second week saw us behind the wheel of a 3.0-litre V6 turbo-diesel Infiniti FX. Like all modern diesels the Infiniti unit provides plenty of grunt in the lower to middle ranges, yet is more of a fuel sipper than guzzler. We had no trouble in getting in under eight litres per hundred kilometres on the motorway and even around town sub-10 litre number were the norm.DESIGN - FXBig 21-inch wheels and wide tyres are always going to provide plenty of grip and the suspension is nicely sorted out. Nimble the FX is not, but it does hang on determinedly and is nicely balanced with cornering. There’s some road roar on coarse-chip surfaces but we have hear worse. The complete Infiniti FX range is:FX37 GT 3.7-litre petrol five-door wagon: $83,900FX37 S 3.7-litre petrol five-door wagon: $92,900FX37 S Premium 3.7-litre petrol five-door wagon: $95,900FX30d GT 3.0-litre turbo-diesel five-door wagon: $85,900FX30d S 3.0-litre turbo-diesel five-door wagon: $94,900FX30d S Premium 3.0-litre turbo-diesel five-door wagon: $97,900FX50 S Premium 5.0-litre petrol five-door wagon: $114,900Infiniti FXPrice: from $83,900Engine: 3.7-litre petrol 6.0-cyl, 235kW/360NmTransmission: 7-speed autoThirst: 12.1L/100km, CO2 282g/km

Seat belts do save lives, witness the big drop in fatalities right from the day seat belt wearing became compulsory in Australia. We are rightly proud to have been world leaders in this legislation, which began in Victoria almost 30 years ago.A large percentage of road fatalities comprise vehicle occupants not wearing seat belts. Which should get the road safety authorities off their simplistic ‘speed-kills’ bandwagon. The trouble is that it’s so much easier (and more lucrative financially) to set up an automatic radar trap than to physically look for people not wearing seat belts.All the more so when some passengers are cunning enough to hold the seat belt in their hand but not buckle it up, so that from the outside it looks as though they are wearing the belt. If there's anything more stupid than that I’m yet to find out what it is.A similar idiotic trick is to only put on the seat belt when a police car is sighted, then take it off again when the car has passed. Not an unusual act among some young blokes in the bush, and one they openly boast of...What really rankles with me is that tens of thousands of people are legally not wearing seat belts. Truck drivers and taxi drivers are the main culprits. How governments can look at statistics which prove without the slightest shadow of a doubt that seat belts save lives – then allow people to drive without them, is beyond me.Not wearing a seat belt is tantamount to suicide. Which is exactly what it is in some cases. Though the subject is usually only mentioned under the breath, there's increasing speculation that some otherwise unexplained deaths in single-vehicle crashes are suicides.It would be possible to investigate individual fatalities and come to a conclusion about personal reasons for a crash, but there seems to be an understandable reluctance to do so. So, always wear your seat belt. And please get into the habit of putting it on before you start to drive, not 100 metres down the road when you have to take your attention from driving to find the belt, then the buckle, then finally strap yourself in. That is if you haven't had a crash during all that fumbling around. 

The small-medium Mercedes-Benz C-Class, while costing significantly more than many cars in its class, is becoming increasingly affordable by the standards of the prestige car market.Though it has been built down to a price when compared with upper crust Mercedes models, the price trimming has been done intelligently and you still get a car that’s well built and uses good quality materials.The C-Class is sold as a three-door coupe, a four-door sedan and five-door station wagon body. Coupes from 2008 to 2011 were called the CLC-Class in an attempt to give them a sportier image. That didn’t seem to work and with the new model of 2011 the C-Class coupe name was revised.This is a rear-wheel-drive car so those travelling in the back seats of sedans and wagons will find themselves a little squeezed unless the front seats are moved forward a notch or two. This situation has improved over the years as the C-Class cars have become slightly larger, but it’s still smart to take the family along during your pre-purchase road test to make sure it suits them.Boot space is good and the big bootlid in the sedans makes it easy to load. The wagon is of the stylish school, with a sloping tailgate that robs the load area of some cubic capacity.Naturally the back seats and boots of the coupes are on the cramped side, but that’s par for the course.Few cars come with such a staggering range of engines as the Mercedes C-Class. Four, six and eight-cylinder engines are offered. The latest petrol engines have direct petrol injection and are significantly better than the older units in terms of performance consumption and emissions. Look for the letters CGI in the car’s title, indicting the new-generation engines. The name Kompressor in the car’s title means it has a supercharged engine to provide extra torque. Later units use a turbocharger rather than a supercharger.The hot AMG models use the V8s and have tremendous performance, but this comes at a cost in high fuel consumption.Mercedes-Benz C-Class with turbo-diesel engines have been sold for many years, long before they became common in other European marques. They have either four or six cylinders. The newer diesels (look for CDI on the badge) are a big advance on the older diesel in smoothness and refinement and once the car is cruising at a steady speed we defy you to pick them from petrol powerplants.The great majority of C-Class Mercedes-Benzes will have an automatic transmission, though you will find some four-cylinders cars have a five-speed manual gearbox, they may cause real hassles at resale time.Luxury levels are Classic, Elegance, Avantgarde and Sport. The latter has firmer suspension for better road feel and will make a nice car for the enthusiastic driver.Spare parts, servicing and repairs are all expensive for a car of this size, but certainly not for a machine with the high prestige rating the Benz affords you. Insurance costs are generally reasonable for a car in this class.It pays to buy a used Mercedes-Benz which has been serviced throughout its life by an authorised dealer. Their mechanics are not only trained to high standards, but are in constant touch with the factory. A car with a full service history will almost invariably command a higher price but be sure the service books are genuine.Mercedes-Benz Australia offers a good used-car scheme on cars up to five years of age. The length of the warranty varies according to the workshop’s assessment of the car.WHAT TO LOOK FORBe sure the steering is positive with no unnecessary free play in the straight-ahead position. There were some problems with the early version of the Brake Assist System (BAS). These should have been rectified by a dealer after a recall. Contact the dealer or Mercedes’ head office to see if this work has been done.Do a visual check of the car inside and out for signs of damage or worse-than-average wear. Pay particular attention to the bumper-bar corners for signs of paint scrapes. Also have a good look at the condition of the seats.Always call an expert for the final say no matter how good the Mercedes appears to be after your own inspection. Either use a mechanic formally trained on Mercedes or a senior inspector from your motoring association. Noisy engines, or units that are slow to start may be about to rack up an expensive repair.CAR BUYING TIPIf you’re considering getting an old prestige car rather than a new, but somewhat mundane, car make sure your budget is up to the task of supporting the higher running costs of the upmarket machine.