Articles by Ewan Kennedy

All good things come to he (or she) who waits, so they say. And no more was that borne out than in our relationship with the Mazda CX-5. Having initially been disappointed with the performance of the petrol powered medium-size SUV, colleagues had consistently been telling us to wait for the arrival of the diesel version.Well, the wait is finally over. We’ve just driven the all-wheel drive oil burner and it is a red-blooded road warrior compared to its pale performing petrol counterpart.The entire CX-5 range is replete with standard features, which include air-conditioning, Bluetooth, cruise control, MP3/WMA compatible CD player with four speakers and steering wheel mounted audio controls, plus USB input. Mazda satellite navigation comes with a 5.8-inch colour touch-screen on the dash.Added convenience comes from power windows and mirrors, remote central locking, push-button start, tilt-and-reach adjustable steering wheel, trip computer and a tyre pressure monitoring system for the first time in this segment.Only the best to test, I had the range topping Grand Touring spec model with unique features such as xenon headlamps with adaptive front lighting, daytime running lamps and an emergency stop signal flashing the rear lights under intense braking to warn following drivers.Okay, the diesel is 2.2 litres and turbocharged, as opposed to the 2.0-litre naturally aspirated petrol. Maximum power is 129 kW diesel to 113 kW petrol, most telling is the difference in peak torque, 420 Nm to 198 Nm. Say no more.An engine stop-start system, called i-stop in Mazdas, cuts the engine when the vehicle is at a standstill with the driver’s foot on the brake. It is restarted automatically when the foot brake is released.For those with an aversion to this technology, the system can be cut off by the push of a dash-mounted button. But keep in mind you’re increasing emissions by doing so.On test, fuel consumption came out at 7.2 litres/100 kilometres on town trips, the i-stop weighing in with economy here; on mainly highway running this was bettered by up to 2 litres per 100 kilometres.ABS anti-locking brakes, dynamic stability control, traction control, emergency brake assist, emergency brake-force distribution, hill-start assist, front, side and curtain airbags all conspire to keep CX-5 occupants safe.The Grand Touring also has the option of features new to this vehicle segment. Lane Departure Warning warns the driver of unintentional lane changes; Blind Spot Monitoring keeps an eye out for other vehicles out of the driver’s vision by means of a flashing icon incorporated in either exterior mirror; and High Beam Control automatically switches between high a low beam of the headlights for optimal night vision.Front and back sensors, plus rear-view camera aided parking, while a premium Bose 231 Watt amplifier with nine speakers helped entertain travellers. The whole thing was topped off by a slide-and-tilt glass sunroof letting in welcome rays of winter warmth.The Mazda CX-5 is the first production model to feature Mazda’s new Kodo – Soul of Motion – design theme, in this case the cheetah, the fastest land animal. The body is supposed to represent a forward-leaning sprinter ready to come out of the blocks; the rear positioned cabin representing a predator preparing to pounce. Frankly, that eludes me. It’s an SUV, for god’s sake, admittedly a sharp looking one at that.With keyless entry, inside the cabin were luxury leather seats, the front pair heated and designed to minimise whiplash in the event of an accident, the driver’s spot with eight-way power adjustment and lumbar support, plus rear-view mirror with auto dimming.A rear cabin area is capable of carrying 403 litres of cargo up to the tonneau cover that opens and shuts with the tailgate, expandable to 1560 litres of flat space with the rear 40:20:40 seat backs folded, this operation taking place automatically at the flick of a couple of levers set into the side walls.No tentative take-off, or the problem of running out of legs on steep climbs a la petrol version. Pressing the accelerator pedal, the diesel test car instantly put its best feet forward.Braking was purposeful, the ride firm and choppy on uneven surfaces – not to the liking of all on board. The speed sensitive steering was well weighted and provided just the right feedback to the driver.

The Mini Cooper S Coupe is powered by a 1.6-litre four-cylinder turbocharged engine delivering 135 kW of power (the JCW engine weighs in with 20 kW more) and 240Nm of torque mated with a six-speed manual gearbox. Acceleration is 0-100km/h in 7.0 seconds. While fuel economy comes in at 6.3l/100km. There’s also a Mini John Cooper Works Pack to add even more oomph to performance.Standard equipment in this stunning looking little Mini Coupe is generous, with bi-xenon headlights, speed-sensitive power steering, electric exterior mirrors, parking audio alarm, height-adjustable seats, automatic climate control, Bluetooth hands-free function with USB audio interface and an audio system with MP3-compatible CD player and AUX connection.Optional equipment includes black headlight housing, adaptive headlamp system, automatic dimming rear-view mirror and exterior mirrors. Buyers can also choose from equipment such as a 10-speaker Harman Kardon hi-fi, the Mini Visual Boost radio or Mini navigation system.DESIGNTo waist height the stunning new Mini Coupe looks much like any other Mini. After that it’s obvious that all hell broke loose in the styling studio. Just look at the steep slope of the windscreen, the distinctive rear glass treatment and a sharply curved roof in a contrasting colour.The very different roof of the Mini Coupe has already gained the nicknames of ‘helmet top’ and ‘helmet head’ and is a talking point wherever you drive it.If you don’t like the very different roof of the new Mini Coupe, but do find favour with the rest of the car, then the Mini people can sell you an open Roadster version instead. Indeed this was our vehicle of choice when we made the booking, but the Mini PR gang decided we wouldn't like to test a topless car in winter.The curve of the roof finishes with a spoiler on the leading edge of the tailgate. There’s another spoiler, this time an active one that pops up when the Mini Coupe reaches 80 km/h. At maximum speed of around 224 km/h this spoiler applies extra downforce of 40 kg for safer high-speed stability. Total weight of the Mini Coupe is slightly skewed to the front, providing maximum traction through the front-wheel drive.Inside the cabin it’s ‘Mini Central’ with all the usual suspects - quirky controls and switches, and an oversize speedo dominating the central dashboard, a tradition harking back to the original Mini of the 1960s. There is a digital speedo incorporated in the tachometer and information display dead ahead of the driver behind the steering wheel. A neat touch is the inclusion of oval recesses in the roof liner creating extra headroom.As there are no back seats the Mini Coupe can carry a swag of cargo, 280 litres to be exact. It’s a handy shape so bulky sports gear and the like can it with ease. A unique two-piece cover keeps contents from prying eyes.The high-opening tailgate on the Mini we reviewed was heavy and hard to open, possibly a problem with the adjustment of the struts, but check for yourself when you do your personal road test. Short folks may find it hard to reach up and shut. Again, your call.SAFETYHigh body rigidity for optimum protection of occupants and pedestrians was of primary concern. Passenger safety extends to the cabin interior with front and head-thorax airbags, the latter integrated into the sides of the seat backrests. Naturally there are three-point inertia-reel seat belts including belt force limiters and belt tensioners.DRIVINGThe test vehicle was fitted with an optional six-speed Steptronic automatic transmission ($2350) which added a new dimension to the sporting nature of the Coupe. Gears were selected manually using the shift lever, or steering wheel-mounted paddles. The paddles weren’t as easy to use as in most others, but if it was our money we would go for the manual any day.Having said that, the auto produced a relaxed drive, even in stressful heavy traffic.In the automatic Mini JCW we tested fuel consumption was in the five to six litres per hundred kilometres range on the open road, but fanging the car around our interesting mountain route saw it leap to the nine to ten litre range.Much has been done to match engine performance with handling qualities. Agility of the sort found in a go-kart, was the catchword. There was no denying steering and stability were of the highest order for a car of this segment.The ride which was harsh and skittish on at times on uneven surfaces, to the extent it could upset some passengers. On smooth blacktop the minor discomforts were soon forgotten in the sheer joy of driving the new exotic Mini.Mini Cooper S CoupePrice: from $40,700Warranty: 3-yearsSafety rating: 5-star ANCAPEngine: 1.6-litre 4-cyl petrolTransmission: 6-speed manualBody: 3729mm (L); 1683mm (W); 1407mm (H)Weight: 1150kg 

Toyota is back! The Japanese automobile giant, which once fed our driving passion with cars such as the 2000GT, Supra, Celica GT-Four and MR2, but is now better known for bland product, is on to stirring stuff again.The car in question, the Toyota 86, is a rip-roaring 2+2 that wipes any opposition on price. Two variants are on offer Downunder, the base GT and up-specced GTS, both with either a six-speed manual or six-speed automatic transmission.Starting at just $29,990 for the manual GT, the price rises to $35,490 for the GTS manual. Automatic adds $2500 to both grades. Close rivals such as the Mazda MX-5, Peugeot RC-Z and BMW 125i can tip the scales at many dollars more.The Toyota 86 is not short on ‘stuff’ to keep the costs down to these surprisingly low levels. The GT has daytime running lights, seven airbags, a five-mode stability control system, traction control, anti-locking brakes. So it’s right up to date in the latest thinking in primary and secondary safety devices. On the comfort side there’s cruise control, air-con, a decent sound system, 16-inch alloy wheels and multi-information display.The 86 GTS gains 17-inch alloy wheels, auto levelling HID headlamps, a 6.1-inch display screen for satellite navigation with live traffic updates, dual zone climate control air-con, fabric front seats with leather accents and red stitching, and aluminium pedals.As a 2+2 the Toyota 86 has no illusions about carrying rear seat passengers. However, with the backs folded flat there is space in the boot to carry four race wheels, or more conventional items such as two golf bags.Styling of the new 86 was inspired by the 1965 Toyota 2000GT with its classic side-window shape, long bonnet and rear fender line. Indeed, chief engineer Tetsuya Tada put a 2000GT in the studio in the hope of infusing designers with the essence of the classic sports car. The singularly minded Tada san was lucky enough to have the ear of the man at the top who made sure he got his way. The man’s passion shines through.Just like borrowing a cup of sugar from a neighbour, Toyota knocked on the door of Subaru and walked away with a 2.0-litre horizontally opposed boxer engine. The joint development enabled the moulding of the best technology both companies could muster.Subaru is no bit player in this dynamic duet. The flat ‘four’ is extremely light and sits low up front of the 86. It is hooked up to the rear wheels, in all but the auto GT, via a Torsen limited-slip differential situated down the back giving the car, with a similarly rearward driving position, as near 50/50 weight distribution as possible – in this case 53/47.Calling on the best brains from both companies, the all-new engine has the highest specific power output and revving ability in the Toyota stable. The unit delivers 147 kW (200 horsepower in performance car language) at 7000 rpm and 205 Nm of torque between 6400 and 6600 revs on 98 RON petrol. In true sporty fashion the engine doesn’t max out till it hits 7450 rpm.A compression ratio of 12.5:1 gives the naturally aspirated motor maximum performance across the entire rev range, while maintaining remarkable fuel consumption, 7.8 litres per 100 kilometres for the manual variants and an even more surprising 7.1 litres / 100 km for the automatics. Carbon dioxide emissions are put at 164 grams per kilometre (auto) and 181 g/km (manual). The engine delivers a sporty note to the cabin via a sound creator and damper.We had the chance to experience this during the launch of the car in the ACT. We hated the first part of the programme on a range of roads in and out of Canberra. That’s because we weren’t there. The aircraft scheduled to take us to Canberra had engineering issues (how ironic) and we stayed grounded until a replacement was found.We arrived almost 24 hours late at a chilly, fog shrouded driving centre in time to take part in sessions that included track time, a hill climb, dirt driving and drifting. As the fog lifted the sun warmed the body; the Toyota 86 warmed the soul. All manoeuvres required direct input from the driver, the 86 answering with positive responses that were entirely in keeping with a car with such a sporting heritage.The Toyota IS-F inspired six-speed automatic gearbox, with steering wheel-mounted paddles even blipped the engine on downshifts. Smiles all round. The Toyota 86 has form. The Sports 800, developed in 1962, became the first car with a front mounted horizontally opposed engine driving the rear wheels. The later Corolla Levin AE86’s powertrain made this an ideal car for rallying and on circuits and, latterly, for drifting. Which explains the tagging of this new model as ’86’.What may be seen by some as a bit naff, the front fenders carry a distinctive 86 emblem featuring opposed pistons a la boxer engine with the figures ‘86’ in the middle in a style meant by the maker to represent a four-wheel drift. Yeah, right!However, overall the new 86 sends Toyota back down the road to the glory days of exciting yet affordable sports cars which capture the imagination of anybody with a yen for driving fun. What will Toyota do to top this?On the practical side, like all new Toyotas, the 86 takes advantage of Toyota’s capped price servicing plan, with up to four scheduled services at $170 each.

The global design has been an open secret for some time now and seems sure to fit well into the Holden portfolio. Holden describes the little Trax SUV as having room for five, plenty of cargo space and class-leading technology. However, Holden is being tightlipped on details, only saying that more information will be revealed before the pubic unveiling of the vehicle at the Paris motor show in September this year. Trax has funky styling that, while following the current strong theme from GM, takes it a couple of steps further. The bonnet if very tall, the grille carries plenty of brightwork and there are large indentations in the doors. The GM Trax will be a global car that will be sold in more than 140 markets around the world. Most are likely to be badged as Chevrolets, but Holden is well aware of the strength of its nameplate in Australia so has insisted the Trax will come here with lion-and-stone badges and the name Holden emblazoned on it. Holden’s executive director of sales, marketing and aftersales, John Elsworth, says the Trax will be an important model for Holden as the small SUV segment has grown 57.3 per cent year to date in 2012 compared with 2011. Elsworth went on to say, “Trax will deliver the flexibility, great fuel economy, advanced safety features and car-like handling that more and more customers are looking for in today’s SUVs. With cars like Trax we continue to deliver world-class vehicles that meet the changing needs of customers.” Holden has revealed that a number of Trax models will be on Australian roads in the near future as Holden engineers complete development work on the global program. Not for the first time, Holden’s engineering expertise is being used to design and test important models in the GM world. Holden’s director of powertrain engineering, Simon Cassin proudly says, “We are working closely with the homeroom on global calibration work and of course making further refinements to ensure Trax will be well suited to Australian roads and conditions when it arrives next year.” May we speculate that the small Holden SUV will be built with both two-wheel-drive and all-wheel-drive, with the former coming in at a price in the mid twenties, rising to high thirties with AWD and lots of fruit? So it will appeal to those looking for the versatility of a small station wagon at an affordable price. Stay tuned for further details when we are able to get our hands on them.  

It represented a giant leap forward in chassis dynamics and build quality, showing the South Korean car industry had reached a new stage in maturity. Almost immediately, the Hyundai i30 gathered in a number of Australian and overseas automotive awards and achieved praise from motoring writers and, even more importantly from car buyers. Here’s a fascinating fact - every Hyundai i30 sold in Australia is still under new-car warranty, being covered by a five-year / unlimited distance warranty. So the first cars, sold in October 2007, are still covered. Now the second-generation of the small-medium hatchback Hyundai has been launched and looks likely to continue the success of its predecessor. It looks as though the styling is going to create controversy as Hyundai is out to challenge what’s considered normal in automotive shapes. While the front with its large hexagonal grille works neatly enough, some may find the sweeping shapes of the side swages a bit over the top. Time will tell, and there’s certainly nothing like challenging convention to make people sit up and take notice. Station wagons were a part of the original Hyundai i30 scene but, at least at this stage, we aren’t likely to seem them imported to Australia as the European factory is only making them with the steering wheel on the wrong side for us. For the time being we are only getting the five-door hatch. New i30 is longer and wider than the old and just a touch lower. Interior space allows good legroom for four adults and my six-foot frame has no trouble sitting behind itself - if you see what I mean. The centre seat in the back is probably best left for a child, though three adults can fit back there in emergencies. The front seats are well shaped and comfortable and we like the new interior design. While not as challenging as the exterior lines, the cabin has interesting shapes and modern angles. Even better it’s finished to a high quality that looks to be long lasting. We were impressed with the ride quality and handling during our introductory test drive of the new Hyundai hatch out of Melbourne and through the Yarra Valley. A considerable amount of local design of the suspension and steering has been carried out in Australia - both by Korean and Australian engineers - and the endless compromise between comfort and road manners is just right to our way of thinking. Hyundai has pushed the car to the stage that any more firmness may have been too much for some people. By doing so it has made the i30 appeal to those who really love driving. An interesting system called Flex Steer lets the driver choose the amount of assistance provided by the EPS (Electronic Power Steering). Perhaps a bit of a gimmick in our eyes (and hands) but we will let the market make the final decision. Hyundai has installed its vehicle stability management system (VSM) in the new i30. This isn’t merely another electronic control system, it’s a highly sophisticated setup that can even counter-steer the car if a driver is really silly in their actions and gets the tail right out of shape. Build quality inside and out show the rest of the world that the South Koreans are really serious about challenging the Japanese. Two engines are on offer: a 1.8-litre petrol and a 1.6-litre turbo-diesel. We test drove both and our preference is for the cheaper (by $2600) petrol unit, but the added grunt and reduced fuel consumption of the diesel will certainly appeal to many. Both engines can be mated to a six-speed manual or six-speed automatic transmission. The all-new Hyundai i30 has been crash tested in Europe and achieved the maximum five stars. Australasian barrier tests, which differ marginally from the European ones, are still to be carried out, but the local importer is confident in getting the top result here. Safety features include seven airbags, including a unit to cushion the impact of show on the driver’s knees. New Hyundai i30 is being sold in three levels of luxury: Active, Elite and Premium. Prices range from $20,990 for an i30 Active with the petrol engine and manual gearbox, to $32,590 for an i30 Premium with the diesel engine and automatic transmission. These prices are higher than anticipated by most pundits and show that Hyundai Australia is no longer nervous about pricing its cars at the same level as its Japanese competitors. The spec levels of the Korean i30 are higher than those Japanese cars, partly accounting for the higher recommended retails. The complete Hyundai i30 range is: i30 Active 1.8-litre petrol five-door hatch: $20,990 (manual), $22,990 (automatic) i30 Elite 1.8-litre petrol five-door hatch: $24,590 (manual), $26,590 (automatic) i30 Premium 1.8-litre petrol five-door hatch: $29,990 (automatic) i30 Active 1.6-litre turbo-diesel five-door hatch: $23,590 (manual), $25,590 (automatic) i30 Elite 1.6-litre turbo-diesel five-door hatch: $27,190 (manual), $29,190 (automatic) i30 Premium 1.6-litre turbo-diesel five-door hatch: $32,590 (automatic)  

Well aware its elderly Escape SUV wasn’t doing well in the booming medium SUV market, Ford Australia has launched the European Kuga – which is almost in run-out mode overseas.An all-new Ford Kuga is scheduled to reach Australia early in 2013, this time only a matter of months after its debut in Europe.The Ford Kuga comes down under in two specification levels: the midrange Kuga Trend and topline Kuga Titanium. An entry level variant may be added to the range with the all-new model 2013 model, but Ford Australia executives won’t be drawn on discussing future plans.Starting at $38,990 the midrange model comes with your expected tech and design features. There’s Bluetooth connectivity, voice control, a Sony CD 8-speaker system, keyless start/stop, cruise control, leather wrapped steering wheel, front foglamps, roof rails, follow-me-home lighting and capless refuelling.Ford Kuga Titanium adds 18-inch alloys, a fixed panoramic glass sunroof, dual-zone climate control, leather trimmed seats (the fronts are heated), leather trimmed gear shift, six-way powered driver’s seat, rear privacy glass, rear parking sensors, automatic headlamps and wipers.As a special treat, the Australian Kugas are powered by Ford’s five-cylinder Duratec 2.5-litre turbo-petrol engine. Though not a new powerplant it produces up to 147 kW of power, and 320 Nm of torque. The large capacity of the turbo engine means that top torque comes in at a mere 1600 rpm, and the graph shows it stays at that high level until the engine is revving at 4000 rpm.Fuel consumption during our test period was typically in the nine to eleven litres per hundred kilometres range in town driving, falling to seven to eight litres in the bush. Not a bad number for a big petrol engine in an SUV.Many owners will therefore enjoy the efficiency of full torque almost all of the time. Aussie drivers traditionally like grunt and this engine supplies it in spades. Better still, it can be left in high gears and still pulls willingly.The big five-cylinder engine sits beside a five-speed automatic transmission. It runs through an AWD (All Wheel Drive) system. The sophisticated Haldex clutch system in the transmission means you can take the Kuga on only reasonably serious unsealed surfaces. It isn’t really aimed at the serious 4WD buyer, but will work fine for weekend and holiday excursions in the Australian bush.The Ford Kuga Trend is well-equipped with 17-inch alloy wheels and a two-part rear tailgate that can be opened in its upper section only, or like a full conventional hatch.Kuga has been on sale in several countries for up to four years, but it received a major facelift in 2011 so the styling looks bang up to date. In particular it bears a strong resemblance to big brother Ford Territory, as well as to the Ford Focus and Mondeo, as part of Ford’s global styling strategy.Ford Kuga comes with a five-star NCAP safety rating and has six airbags. To avoid the need for the airbags there are ABS brakes with emergency brake assist, stability control and traction control with roll-over mitigation, the latter handy in a relatively high-riding SUV.Ride comfort is generally good and, again, the Kuga has a sophisticated feel. It’s way ahead of the somewhat outdated Ford Escape that it replaces in the overall stability and refinement stakes.Other than the tyre noise on coarse-chip surfaces, the Kuga is quiet and relaxing to ride in. And it’s certainly not alone in suffering from tyre noise when treated to a stretch of Australian backroad running. It’s a pity Ford Australia can’t lend some of its suspension engineers to the European design centre to show them what can be done. Just look (and hear) the way Ford’s Aussie Territory and Falcon deal with these surfaces to see what we mean.Ride and handling give Kuga a Euro feel that will appeal to keen drivers. The way it grips the road makes it feel a lot better than the typical Asian sourced SUV. No longer does the driving enthusiast have to sacrifice driving pleasure just because the family is at the stage where it needs a station wagon.Not only is it strong, we were also impressed by the smoothness of the engine. It really does feel as though it’s from an expensive upmarket Euro car, not an affordable Ford. Perhaps the fact that the engine is also used by Volvo explains this feeling.We anticipate that the next generation Kuga may come with other engine and transmission options, including a turbo-diesel engine and manual gearbox.Kuga Trend 2.5-litre turbo-petrol five-door hatch (automatic)Kuga Titanium 2.5-litre turbo-petrol five-door hatch (automatic)

It’s a well known fact that any new consumer product attracts the early adopters - and these people almost invariably want the topline offerings in the range.

The natural disasters in Japan and Thailand that ripped its production facilities, and those if many suppliers, to threads.

Ewan Kennedy reviews the 2003, 2004, 2006, 2007, 2010 and 2011 Volvo XC90 as a used buy.

The original version of the Volkswagen Touareg was designed to have good off-road ability - in the mistaken belief that buyers wanted a 4WD. The new model has been backed off in its standard format as very few people ever take their SUVs away from sealed surfaces.The Touareg 150TDI we tested is priced from $62,990, and also came with the $5400 driver assist package that includes active cruise control, lane assist, front assist and occupant protection system.TECHNOLOGYThe engine sits in front of an automatic transmission with eight forward speeds, there is no manual option. The automatic is a conventional torque convertor unit, not a double-clutch DSG as the latter are notoriously awkward at very slow speeds, such as in off-road driving.The Touareg 150TDI we tested had the basic 4Motion AWD system which does not include low range transfer case or differential locks. It is ideally suited to gravel roads as opposed to 4WD tracks or fire trails and rock hopping.The transition from ‘on-road’ to ‘off-road’ is achieved by turning a knob in the console that changes the traction control for better grip on loose surfaces. On dirt tracks, forest trails and the like we found it to have excellent traction and it retained it good on-road ride comfort.The Touareg has sensors fitted to the underneath of the external rear view mirrors and these monitor road markings. If the vehicle starts to drift to one side or the other the steering wheels shudders alerting the driver. Front assist lets the driver know there is insufficient braking space between the Touareg and the car in front.Weight reduction has been achieved as a two-speed transfer box is no longer fitted as standard. Instead it is an extra-cost option for those who do want go into the bush. The 4WD system without a transfer case uses the tag of 4Motion. The heavy-duty 4WD with a transfer case is called 4XMotion.DESIGNThe second generation Volkswagen has styling that follows the latest neat and tidy VW theme that is likely to remain timeless. Europeans are becoming increasingly anti-4WD in their thinking so Volkswagen has been sensible in making the Touareg look more like a sensible station wagon than an off-road vehicle.Though it looks smaller than the superseded gen-one model, the new Touareg is significantly larger inside due to its longer body and stretched wheelbase. This results in a spacious back seat so there's legroom for the tallest of adults. Comfort in the rear has been further improved by making the backrest adjustable for rake.VW has given the interior an all-new look, with a classy appearance and intelligent use of soft feel materials on the dash. There is the usual neat and easy to read Volkswagen instrument layout as well as an integrated LCD multifunction display that’s also simple to use and minimal in the distraction it causes,The Touareg’s luggage area has also been increased in size and is easy to load thanks to the squared off rear end, though the height of the floor may cause hassles for smaller owners.The cargo area is large at 580 litres and with the rear seat folded there’s a cavernous 1642 litres. The rear seat has a 60/40 split and the centre section of the backrest folds down to create an armrest with cup holders. It also folds down completely to create a ski hatch.DRIVINGThe new VW SUV has a solid feel and excellent refinement in noise, vibration and harshness control. At a cruising speed of 110 to 120 km/h there is almost no wind noise so the big VW wagon offers quiet relaxed travel for hours on end.We found the front seats comfortable and supportive. Leg and headroom is not an issue in front or back. The rear seat passengers also enjoy dual air conditioning vents at head height. However, the middle seat in the rear is rather firm - not a place we would like to be on a long trip.The interior has a good number of usable storage bins that makes it an ideal family vehicle.Visibility outwards is excellent thanks to the slimming down of the windscreen pillars and the moving of the windscreen slightly closer to the front seats. The view out to the rear is also very good and one of our shorter road testers said she had no trouble at all in normal driving and reverse parking.Touareg is predictable in the way it handles and only a tiny number of owners will ever come close to finding its limits, when the aforementioned safety electronics will get them out of trouble. Body roll for a largish SUV is minimal.Cleverly, though it has increased in size, the new VW Touareg is almost 100 kilograms lighter than the outgoing model. This weight reduction has been achieved not only by the different 4WD systems, but also in many other areas throughout the vehicle.Clever engine and transmission design, as well as the aforementioned trimming of weight, has reduced fuel consumption and emissions by as much as 20 per cent compared with the outgoing Touareg. Our review vehicle used about seven to nine litres per hundred kilometres in country running, increasing to nine to eleven litres around town or in hilly country. These are excellent figures for a large vehicle in this class.VERDICTAll-in-all the new Volkswagen Touareg has logical improvements on the original in almost all areas and should be a big seller with appealing combination of style, space and safety.MODEL RANGE150 TDI 3.0-litre V6 turbo-diesel five-door wagon: $62,990 (automatic)V6 FSI 3.6-litre V6 petrol five-door wagon: $67,990 (automatic)V6 TDI 3.0-litre V6 turbo-diesel five-door wagon: $77,990 (automatic)V6 TDI 4XMotion 3.0-litre V6 turbo-diesel five-door wagon: $82,990 (automatic)Volkswagen Touareg 150TDIPrice: From $62,990Warranty: 3 years/ unlimited kmSpare: space saver/ temporaryEngine: 3.0-litreV6 diesel 150kW/400NmTransmission: 8 gears, sports automaticBody:  4898mm (L), 1965 mm (W), 1732 mm (H)Weight: 2154 kgThirst: 7.2 L/100km, 190g/km CO2