Articles by Ewan Kennedy

So let’s look at the facts behind them to hopefully make you appreciate their advantages, we will also look at what problems they can cause.The primary purpose of a space saver spare wheel/tyre is to take up less room in the boot. Their use also makes the car lighter to reduce fuel consumption and exhaust emissions.Though some critics say they also save car makers money this isn’t necessarily true. It’s probably cheaper for the car makers to buy five identical wheels/tyres for each car than four that are the same and one of a completely different design.The disadvantages of space-savers is that they are often speed limited to something like 80 km/h and are restricted in the distance they can travel, often to 250 kilometres.Those who dislike space-savers say they are not suited to Australia due to the vast distances travelled in our continent. The sad reality is that Australia is the most urbanised country on the face of the planet and many people seldom drive more than a few dozen kilometres from home.Only a tiny percentage of people will ever find themselves in the remote outback in an area that’s 250 km from the nearest service station or tyre retailer. In the meantime the other ninety-nine per cent of us are running around in cars with a huge spare tyre that may never be used.There are other advantages in having a space-saver. Human nature means that if a full-size spare has been fitted to replace a punctured one, the flat tyre often stays in the boot indefinitely. Get another flat and you are completely stranded.Space-savers are coloured bright yellow or orange to remind the driver they are fitted to the car and that the flat full-sized tyre should be repaired and put back onto the vehicle as soon as possible.There are a lot of cars on the road with bald, partly deflated spare tyres in the boot. Usually because someone on a tight budget has decided to use the spare on the car instead of buying a new one. Or because their car is being sold or traded so the owner has swapped the tyres around to put the best looking ones on road.So have a serious think about your driving habits before deciding between a full-size or space-saver wheel. But have a look in the boot of your potential new car first, because some daft designers have come up with the idea of having a full-sized wheel well with a space-saver sitting in it. Thus no space saving.But what if the flat tyre you've just replaced with the space saver won’t fit into the small area in the boot? The answer is simple, put it in the boot.If you’re worried about a dirty flat tyre being squeezed in with your luggage carry a plastic bag in which to put the tyre.Finally, if you do intend make long trips in the far outback then buy a full-size spare and take it with you. Admittedly if the car’s not equipped with a proper area for it to be mounted it may cause a hassle, but not as much of a hassle than if you do get stranded out there. 

Nissan Tiida is a bargain on the used-car market because of its surprising lack of popularity on the new-car scene. Several times during its five years the new car price was dropped to try and improve sales.But why didn’t it sell well in the first place? Primarily because it was the successor to the ultra-successful Nissan Pulsar, but the management decided to give it a strange new name. At least we were spared attempts to give it the official pronunciation of Tee-eeda... But the name never struck a cord and next time around the replacement model will, thankfully, be called Pulsar again.Nissan Tiida has a somewhat boxy style, but that’s to make it a very spacious interior. There's as much, if not more, legroom in the rear as you will get in most large family cars. As well as good headroom and shoulder room to go with it.The front seats are almost as large as those of a six-cylinder car, thanks partly to an ingenious design that sees the adjustment levers being placed in the frequently-wasted space between the two seats.The boots of both the sedan and hatch are large, with the topline Tiida hatch having a further useful feature of sliding rear seats so that you can further increase the size if you don’t need full legroom in the back seat.Noise and vibration suppression are impressive giving the sort of refined feeling you would normally expect from a car of the next size upwards. Ride comfort is good, with a reasonably supple feel from the suspension. However, the electrically-assisted system is over light and on the vague side.Power comes from a new design of 1.8-litre twin-cam engine with good torque from about 2000 rpm upwards. The engine is a little reluctant to rev and fairly noisy towards the top end of its power band, but it’s not really aimed at the sporting driver so that’s forgivable.Tiida has a six-speed manual gearbox, making it a leader in the class at the time. The shift is surprising noisy and gives a real clunk-clunk sound with every gearchange. We find it irritating, owners say they get used to it.On the other hand, the automatic is an old style four-speed unit, though it works well enough and the engine isn’t doing silly revs at motorway speeds. Nissan Tiidas originally came from Japan, later a Nissan factory in Thailand provided most Australian imports. This is a factor in the low price of the car due to a trade agreement between Australia and Thailand. Build quality is almost as good in the strictly controlled Thai factory from the Japanese one. In March 2010 the Nissan Tiida got a comprehensive facelift that saw the front of the car being extended and reshaped. A new radiator grille added to this look. The topline Tiida Ti had its side skirts done in the same colour as the rest of the body to visually take some of the height out of the car. Nissan (nee Datsun) has operated in Australia since the mid 1960s so has a strong, experienced network of dealers. There are more dealers in country areas than is normal for Asian cars in this class and Pulsar was a big seller in the bush – Tiida didn’t so as well. Spare parts prices and servicing are reasonably priced and we seldom hear any complaints about parts availability.Insurance premiums are on the modest to midrange in price and there are seldom any big differences from company to company. It’s always worth shopping around, but be sure you’re doing an accurate comparison on what is, and is not, covered in the policy.WHAT TO LOOK FORCheck for crash damage or previous repairs as these can seriously affect the resale value of the car. Sight along the doors and look for ripples in the finish of the panels. Look for paint colours that don’t quite match from panel to panel. Tiny specks of paint on non-painted surfaces such as windows, badges and brightwork are another sign of a repaint.Nissan Tiidas are popular as family cars so look for a damaged interior created by bored kids. Look at the condition of the boot mats in case heavy loads have been ripping about during cornering or braking.Make sure that the engine starts easily and idles smoothly from the moment it ticks over. Be suspicious of any rattles from the bottom, these may indicate slow pickup of the oil. Check for smoke from the exhaust if the engine is worked hard, driving up a hill in a high gear is a good test. Be sure that the clutch takes up positively, gearchanges are all light and easy and that there is no sign of clutch slip. An automatic transmission that has harsh changes may need be overdue for a service, or even major repairs.CAR BUYING TIPBuy at the end of the month because there’s a good chance the sales person is on a bonus system and wants as many sales as possible for that month. 

With more than 10 million sold since its introduction in 1998, the Focus has proven to be a favourite with buyers worldwide.The Focus Titanium, with its long list of standard features and excellent driving dynamics should see solid additions to that total by way of sales in Australia. Fuel consumption around town was in the range of eight to nine litres per hundred kilometres and in the country this easily dropped to six to seven litres, with high fives on offer if you put our mind and right foot into economy mode.Standard equipment includes satellite navigation, Active Park Assist, voice control, keyless entry and start/stop, partial leather seat trim, heated front seats and good-looking 18-inch alloy wheels.The audio system is a standout, featuring nine speakers, an AM/FM tuner, single disc CD, MP3 compatibility and Bluetooth streaming. There’s Aux connection for external music devices, USB and iPod ports. Driver information is provided by a multi-function display with distance to empty, average fuel consumption, average speed and outside air temperature.The Titanium we reviewed had the 2.0-litre GDi Ti-VCT direct injection petrol engine. Putting out 125 kW of power and peak torque of 202 Nm, the engine is smooth and pleasant to sit behind. It pulls strongly at low to mid revs and isn’t overly harsh if revved to the top end of the tacho.Active Park Assist searches for a parking spot at the side of the street. Then at the press of a button on the centre console the system reverses the Focus into the spot with the driver operating the footbrake only.Voice control can choose a radio station, select a cabin temperature, dial a contact on a Bluetooth connected phone and play a Bluetooth-connected device. Clear diction is the key to avoiding frustration, though as with all such systems we had troubles at times. A Help function can make life easier while you’re learning the ropes.Focus has increased torsional rigidity in this latest generation. Stiffened front and rear subframes, together with well placed insulation materials, combine to cut road noise and vibration. There’s the usual increase in sound intrusion on coarse-chip surfaces, but the Focus is certainly better in this respect than previous models. Having said that, the Falcon, which is completely designed for Australian roads, does it significantly better.Active safety comes via ABS anti-skid brakes with Electronic Brakeforce Distribution and Emergency Brake Assist. Dynamic Stability Control incorporates Traction Control. Hill start assist, something that’s of no use on a car with an automatic transmission, is fittedAll models in the Ford Focus range have driver and front passenger forward and side thorax airbags. There are side curtain airbags for front and rear seat occupants.Handling is excellent for a car in this class, being noticeably better than Asian models in this respect. The steering is sharp and precise and the midsize Ford holds its line even on bumpy roads. It’s always willing to change direction in mid corner and the feedback to the driver will suit those who see cars as mere transportation devices.Ride comfort is very good, all the more so when you consider the sporty dynamics of the chassis. Even rough and ready Australian backroads don’t give it any grief and long trips can be completed with minimal effort.The engine was mated to the six-speed dual-clutch PowerShift double-clutch automatic transmission. In Normal mode the Ford PowerShift automatic takes care of itself. In Sport mode shifting decisions are made by the driver.However, instead of having paddles on the steering wheel it’s operated by a button on the gear shifter. This works well enough, but the big advantage of a paddle control system is the safety achieved by not taking your hands of the steering wheel.The double-clutch auto wasn’t as grumpy as some of its type at very low speeds, but still doesn’t have the smoothness of a full torque convertor automatic.The 2012 Focus Titanium is a topline model crammed with latest smart technology and driver aids and our test week in a hatchback version saw us enjoy the finest features in modern motoring at a pretty modest cost.

Honda’s Civic sedan and hatchback are two quite different machines. While other companies come up with cars that are identical except for their rear end treatment, Honda chooses to build two quite different models to significantly broaden buyer choice. Civic four-door sedan has been on sale in Australia for several months. It’s aimed at relatively conservative buyers and is built in either Thailand or Japan.While the Civic hatch is very much a European machine, it has a dynamic look and feel and is bought by the young and the young at heart. Interestingly the Honda Civic hatch is totally built in a factory in the UK.If you thought the previous Honda Civic hatch had striking good looks just wait until you see the new one. The first batch is already on board a ship on its way down under and will go on sale late in June.We have just spent three solid days in the UK and Germany, watching the Civics being built and driving them on the autobahns of Germany as well as on some stunning scenic backroads of that beautiful country. More about our driving impressions in a moment.Though there are obvious similarities in the front end styling of the new Civic hatch, everybody panel is different to that on the sedan. The rear has a stunning new shape. In particular the rear lights act as an integrated spoiler with their sculpted shape designed to smooth the air as it leaves the back of the car. Thus achieving a class leading Cd figure of just 0.27 - something that seemed all but impossible until now.Honda Civic is one of the best looking five-door hatches of all. Yes, it does have five doors, just check out the concealed handles and view the way it seems to have the sleek lines of a two-door hatch / coupe.As well as the rear light / spoiler, other aerodynamic aids are in the shaping of the front end, the semi-blister rear guards and out of sight panels beneath the car that make air pass cleanly under it. This aero shape has been achieved without any loss of headroom under that sleek rear roofline.Inside, the Civic hatch has a similar layout to the sedan we reported on the other day. This includes the clever double-level instrument panel, with the digital speedometer sitting high for virtually instrument readout.Working in conjunction with the body shaper are changes to the 1.8-litre petrol engine, the manual and automatic transmissions and suspension changes combine to give the new Civic an official fuel consumption figure of just 6.1 litres per hundred kilometres.Yet Honda has given us a strong hint that even better engines are on their way. Apparently the current unit, while significantly better than the 1.8 it replaces, is in its final stages of revisions and will be replaced by an all-new power plant within about two years.In an interesting move, the European arm of Honda has suggested the Australian importer also takes delivery of turbo-diesel engines. So Australian buyers will have the option of a super-economy 1.6-litre Civic diesel midway through 2013.Unfortunately the diesel is only mated to a six-speed manual gearbox at this stage as that’s the way European drivers prefer them. Honda Australia has teamed with some other markets to try and push Honda into designing an automatic transmission to sit beside the turbo-diesel engine.New Civic hatch has a many primary safety aids, including intelligent ABS brakes and vehicle stability control systems. Sadly, active cruise control and crash mitigation systems that are offered on topline versions of Civic have been discounted for our market due to relatively high costs.Systems like these are only seen on ultra-expensive European cars in Australia at this stage so we understand Honda Australia’s point of view. But, who knows, if enough Australian buyers indicate a willingness to pay for these items they may yet eventuate. Perhaps make a call to your local Honda dealer…In the meantime, six airbags will do all they can to protect your body and those of other occupants should things still go badly wrong.We saw the 205km/h on our speedo during our German motorway drive and there was more in hand. (Curiously, we didn’t die, so it appears the laws of physics in Germany must be different to those in Australia where our governments tell us 111 km/h could claim our lives at any moment…)Civic hatch is smooth and quiet to ride in thanks to having an even stiffer body than before. Part of the refined feel is due to the use of fluid-filled suspension bushes at the rear, another feature that’s normally only found in expensive European saloons.Engine performance is good without being outstanding as there is now a leaning in the direction of economy and low carbon emissions in the performance / consumption compromise. Torque is strong and the six-speed manual has neatly chosen ration and is positive in its actions. Steering leans in the direction of sportiness with a good feel through the steering wheel.As it’s still several weeks before the new Honda Civic hatchback arrives in Australia the company won’t reveal its pricing strategy at this stage - other than to say the price list will begin in the mid-twenties. The fact that the new model should rightly be regarded as European is likely to assure buyer acceptance at that price point.

For the first time Audi Australia has launched a driver education programme open to the public that could have everybody from the P-plater to the would-be Le Mans Series legend smacking their lips. The Audi Drive Experience covers all standards of driving from beginning with the Basic Driving Experience aimed at sharpening skills behind the wheel, testing drivers’ and the cars’ limits. The Advanced Driving Experience takes place at higher speeds, where advanced exercises place emphasis on car control. The Performance Driving Experience takes knowledge and skills from the advanced course to a higher level. The Sportscar Experience uses one-on-one coaching to read track conditions and use techniques employed by professional race drivers in Audi’s RS 5 and R8 5.2 FSI quattro. The ultimate, of course, is the Race Experience – the only one held outside Germany - which takes place at Phillip Island with one-on-one coaching in the Audi R8 LMS, plus full performance analysis.         Topping off the list is the Ice Experience, a two-day slip and slide around New Zealand’s southern alps. Under the tutelage of a team of 11 hand-picked experts, led by TV presenter, race driver and engineer Steve Pizzati, clients are taken through a full day of training - a morning of theory and manoeuvres, and an afternoon on the track smoothing out driving technique. The motoring media were given a sampler at Phillip Island GP circuit, one of six tracks in each state and territory but the Northern Territory to be the venues for the five-tier course aimed at improving the standard of all levels of driving ability. Using a range of Audis from a $6.8 million line-up of vehicles totalling 9246 horsepower, including the A1 Sport, Q models, flagship A8, S4, RS5, TT RS and the R8 V10 supercar, the scribes were introduced to units from the course which included dealing with skidding in the wet, rapid lane changing and the most effective use of ABS when turning under heavy braking. The hardest part for the experienced steerers was being encouraged to ignore driving rules and do the wrong thing in an emergency, then using the vehicle’s hi-tech safety features to right matters. Afternoon track time was taken to the accompaniment of intermittent sun showers which kept everyone focused on proceedings.  While serious, it was a lot of fun. Audi has a history of driving education programmes, beginning with the quattro experience in 1980, closely followed by the ice experience a year later. Nineteen ninety-seven saw the invitation-only driving experience come online. Now there’s the Audi driving experience 2012 for anyone prepared to lay down the dollars. Prices range from $750 for the Advanced Experience to $5990 for the full-on LMS R8 race experience. Beginning in July, all can all be booked online through a dedicated Audi site. Not that the goodwill is all one way, Audi is using the drive experience as a branding exercise and a bid for sales of its high-tech, super-safe product. Smart move.  

When launched in October 1994, the Toyota RAV4 was a cute and cheeky 4WD. Over the years it expanded in size and from the latest model in February 2006 has become positively staid – sounds like the typical human life cycle doesn’t it!In the ‘teenage’ years of its life cycle, the funkiest of all RAV4s arrived in January 1998, but barely lasted two years on the market. Though called Cabriolet by Toyota, it is in fact an old-style soft-top. The roof is reasonably easy to pull down and erect, but we still recommend a bit of practice at home before you set out on a topless trip on a cloudy dayThe great majority of Toyota RAV4s have a two or four-door station wagon body. The former is on a shorter wheelbase than the latter, so misses out on both rear-seat space and luggage carrying capacity.The RAV4 isn't designed to conquer the great Aussie outback, Toyota has plenty of other 4WDs and SUVs capable of dong just that, but it is a lot more competent than you might expect. Good ground clearance, big wheels and handy approach, departure and ramp angles mean it can take on rocks, ruts and rough stuff with plenty of verve. The short-wheelbase is, naturally, better than the LWB if you want to get serious off-road.These little Toyota SUVs use what are virtually car tyres and don’t have a low-range transfer case. Better tyres can make it just perfect on the beach.The RAV4’s first engine was a modern 2.0-litre four-cylinder unit that gives better than average performance for its class. The engine was extensively modified at the beginning of 1998 to give it a broader spread of torque. The four-cylinder engine was increased in size to 2.4 litres in 2003.From October 2007 a V6 engine option with the capacity of 3.5 litres joined the fray. It goes without saying the V6 has plenty of grunt, but it can be on the thirsty side at times.You have a choice between a five-speed manual and a four-speed automatic transmission in most models. The V6 comes only with a five-speed auto. The four-speed automatic is a modern unit that works well and doesn’t take too much edge off the performance, but many computers now provide five or six forward ratios.Toyota has been number one in the Australian automotive market for a number of years. So it has dealers in almost all areas of Australia, even those which are ignored by other big players in our market. So getting spares and repairs isn't likely to be a hassle.Dealers in the most remote zones are more likely to carry spare parts for LandCruisers than for the RAV4s. Nonetheless, you aren’t likely to have to wait for more than a few days for parts to be shipped to the bush from one of the major cities.Insurance is generally in the low to moderate range and there doesn't seem to be a huge variance in premium prices between them.WHAT TO LOOK FORThe Toyota RAV4 is built to a high standard but it’s still wise to have a full inspection after doing your own check up. Most RAV4s never go off road, but look closely for panel and underbody damage, just in case.Scratches in the paint and and/or the door sills and lower body corners are tell-tale signs a RAV4 has come into contact with solid objects, perhaps only bushes and similar shrubbery. But it all costs money to have rectified.If you come across sand in the underbody, try it for a salty taste. RAV4s appear to be well rust proofed but salt water really rips into steel if it gets half a chance. Check the condition of the trim, especially in a soft-top as the latter may have been caught out in the rain or even driven in the surf - again check for that salty smell or taste.Listen and feel for loose components in the transmission system that have been abused in off-road driving. The engine should start first time every time, and idle smoothly even when completely cold. If there is smoke from the exhaust under hard acceleration the engine may be in a bad way.If a manual gearbox is reluctant to go down from third to second when the change is hurried, trouble could be brewing. Automatic transmissions which have had a hard life may be reluctant to change and could be slow at engaging a drive gear from Neutral or Park.CAR BUYING TIPSilly as it may sound, beware the 4WD that has been off-road. So few do any real work these days that it’s easy to find one that’s never been off sealed surfaces.

The all-new Honda Civic is larger than ever, to the extent that it can be used as a family car by those downsizing from a traditional six-cylinder Ford, Holden or Toyota.Civic is all about style these days and the new model has that ‘sculpted from a single billet’ look that’s a strong evolution of the now superseded car. A strong seller in Australia, indeed worldwide, for many years, the Civic is sold in a big variety of models here and there are even more in the offing.Now in its ninth generation, the Civic is being sold in three versions Civic VTi-L and Civic Sport and, the most interesting one, the Civic Hybrid. Interior space in the Civic hatchback is fine for four adults, with space in the centre-rear for another without too much discomfort. Despite the slim and sleek appearance headroom is fine.We liked the complex double-decker styling of the dash and instrument area, with the digital speedo sitting high to make it easy to keep track of. Good quality plastics are used on the trim, but we were a little disappointed in the somewhat mundane grey-on-grey colour scheme. Boot space is good and the luggage is reasonably easy to load through an opening that’s wide and practical.There’s a big emphasis on in-car entertainment and communication in the latest Civic. A screen in the right-centre of the dash displays the functions of the phone, iPod and audio systems. These are controlled by buttons on the steering wheel to minimise driver distraction. Two conventional petrol engines are being offered, something that’s not common in this class, where ‘sports’ generally means some extra badges and larger wheels.The Civic VTi-L is powered by a 1.8-litre, 104 kW engine, the Sport’s powerplant has a capacity of 2.0 litres and produces up to 114 kW of power and 190 Nm of torque. Honda Civic VTi-L has a choice between a five-speed manual or six-speed automatic transmission. Oddly, the Sport only comes with the automatic.Arguably the most caring of all car companies about the environment, Honda is continuing its work on petrol-electric hybrids. Major changes have been made to the electric motor and it is now powered by a lithium-ion battery in place of the nickel-metal-hydride of the previous model. This gives it more grunt off the line and, while not turning it into a sports machine in its acceleration, it has plenty of performance for day-to-day driving.Our test review of the new-gen Civics was done chiefly on the Sport, though we did spend a little time in the Hybrid as well. We will get back to the latter in weeks to come. Only the four-door Civic sedan is coming to Australia at this stage, it’s imported from the recently reopened Honda factory in Thailand. As before, the five-door Honda Civic hatch will be built in Honda’s plant in the United Kingdom.We have been invited to tour that factory in a couple of week’s time, followed by a substantial test drive of the cars. Thus we will be able to report on them two to three months before they arrive downunder. Ride comfort is good as Honda has increased suspension travel and worked on recalibrating bushing compliance so they are more suited to rough and ready Australian country roads.The 2.0-litre engine in the Civic Sport is very Honda in the way it loves to rev. While there’s reasonable torque in the low and midrange, it’s when you get the engine towards the top end of the tacho that it really starts to sing. Keen drivers will love it and learn to make the automatic transmission work in the areas they like best.Fuel consumption during our test period was in the eight to ten litres per hundred kilometres range around town, falling to sevens in the country. Handling in the Civic Sport is quite sharp and it turns in neatly and positively, with good feedback through the steering wheel.

A four-cylinder Falcon, eh? Sounds like the ‘big bird’ has had its wings clipped. Nothing could be farther from the truth.The complete Ford Falcon EcoBoost range is FG Falcon Mk II EcoBoost XT at $37,235, FG Falcon Mk II EcoBoost G6 at $40,835 and FG Falcon Mk II  EcoBoost G6E at $46,735.The Falcon EcoBoost joins the Kuga TE and Ranger PX 4x2 and 4x4 in Ford’s capped price servicing and 12 months myFord standard roadside assistance. Details are available on the Ford website that provides customers with the maximum price they will pay for a standard A or B logbook service for an eligible vehicle at participating Ford dealers.The much loved traditional Aussie large family ‘six’ has been fitted with a 2.0-litre four-cylinder motor as part of Ford’s world-wide roll-out of its EcoBoost family of high-tech, low-emission power plants.Apart from Ford’s 2.0-litre direct-injection four cylinder in the Falcon and 1.0-litre three-cylinder, set to appear Down Under in the EcoSport sports utility vehicle in 2013, the EcoBoost family also includes a 1.6-litre I-4 and 3.5-litre V6. Plans call for an EcoBoost engine to be available in more than 90 per cent of the company’s global nameplates by 2013.The new Falcon engine combines common-rail direct fuel injection, turbocharging and variable valve timing to produce the best performance and torque while improving fuel economy and cutting carbon dioxide emissions. The Falcon becomes the first rear-wheel drive vehicle to be fitted with Ford’s global high-tech EcoBoost engine which will be available on Falcon XT, G6 and G6E at no additional cost.The EcoBoost engine continues to provide Falcon drivers with the performance they demand from a big car. Official power and torque figures claimed are 179 kW at 5500 rpm and a substantial 353 Nm between a low 2000 to 4000 rpm. Built in Valencia, Spain, the engine when fitted to a Falcon XT has consumption of just 8.1 litres per 100 kilometres on the combined urban/highway cycle, an 18 per cent improvement over the standard in-line six-cylinder engine.Falcon G6 and G6E are also given a boost with fuel consumption of 8.5 L/100km – a 14 per cent improvement – while CO2 emissions are bettered by 14.8 per cent to just 201 g/km compared to the 4.0-litre in-line six-cylinder. Ford is also working on the introduction of engine stop-start technology aimed at cutting the motor when the vehicle is stationary, for example, at traffic lights, thus saving even more fuel.Further efficiencies are obtained through weight savings. The new engine is down a substantial 74 kg over the six-cylinder XT. Improved aerodynamics by way of an engine undertray are another factor in the decrease in fuel consumption, as is the fitting 16-inch low rolling resistance tyres to the Falcon XT.Like the rest of the FG Falcon MkII range, the Falcon EcoBoost takes advantage of an upgrade of features that includes a new 8-inch colour touch screen with integrated audio and phone functions as well as satellite navigation on the G6E series. On the down side, Ford says towing should be maximised at 1600 kg as opposed to 2300 kg with the bigger capacity engine.The cabin is quieter thanks to an acoustic windscreen, inner and outer dashboard insulation, an under-bonnet sound absorber, improved engine and transmission mounts and insulated transmission tunnel.The Falcon MkII also carries a comprehensive occupant protection and security package that includes dual front, side thorax and curtain airbags, Dynamic Stability Control, rear parking sensors and driver fatigue warning system.Ride and handling are what we have come to expect from an Aussie car with local engineering input. Cold weather and altitude testing were conducted at Mount Hotham, with Falcon EcoBoost sedans also being used in towing tests. The suspension has been upgraded, with spring and damper rates tuned for both XT and G6 models, while the XT enjoys a 13 mm lower ride height.On a race track straight-line sprint from a standing start during the Falcon EcoBoost launch, the XT hit 100 km/h around the seven second mark. On the road it was hard to tell – apart from a rather pleasant turbo whoosh – the power plant was a four-cylinder force-fed unit, not a bigger ‘six’. Pedal response when overtaking was as good as a ‘six’, with negligible turbo lag.

A two-door Commodore Coupe in concept was the runaway star of the 1998 Sydney Motor Show. Interestingly, Holden use the name Monaro for this stunning two-door, saying a fresh new model needed a new name, hence the tag of Commodore Coupe. The public strongly disapproved, demanding that the car be called Monaro and, a long three years later the new Monaro finally hit the road in December 2001.The new Monaro shared its wheelbase and much of its drive train with the Commodore sedan. But, obviously, many body panels were unique to the coupe.The body is 100 mm shorter than the sedan’s but two passengers can sit in reasonable comfort in the back seat. Headroom is the governing factor, not legroom. So take a couple of tall passengers for your road test.The interior is more distinctive in its finish than the sedan’s. Even the less expensive Monaro model has leather trim. The front seats have power operation and a smart release mechanism that makes them slide forward automatically to let people into the back.The boot is surprisingly voluminous, even more so because it houses a space-saver spare wheel instead of a full-size unit. The rear seat backs don’t fold down, so you can’t increase boot space.Styling changes with the introduction of the Monaro V2 Series II in December 2002; and in the V2 Series III from August 2003 were relatively minor. The VZ Monaro of September 2004 had a much gutsier look thanks to the use of the bonnet scoops developed for the Pontiac versions of the coupe that were built in Australia and exported to the USA.Only two engines were offered: a  supercharged 3.6-litre V6 and a powerful 5.7-litre V8. Buyers overwhelmingly went for the bent eight and the V6 was quietly slipped from the scene midway through 2003.The V8 came with a limited slip diff, 18-inch alloy wheels, premium stereo system, Variatronic steering, 12-function trip computer, automatic operation, road-speed dependent windscreen wipers, a three-position driver’s seat memory and climate-controlled air conditioning.Compared with the Commodore, Monaro’s suspension is less compliant to suit its sporting nature. Some owners looking for a cruiser and not a bruiser may find the springing too stiff. Others will grumble about road shock coming up the steering column.Both the V8 and V6 have great steering systems but the V8’s steering is sharper and more responsive than the six, again because it’s aimed at the sports buyer.Holden Monaro is not as quiet as the sedan, though it's better in this regard on rough roads than many imported coupes. There are front and side airbags for the front occupants, height-adjustable pyrotechnic front seat belts and ramps in the front seats to prevent someone slipping under the safety belt during a collision. ABS brakes try to prevent the need of the previously mentioned items.Traction control complements the safety package, cutting back power if one rear wheel should rotate faster than the other. However, keen drivers will find it’s too intrusive and doesn’t back off again quickly enough.Both Monaro models have an adjustable steering column, engine immobiliser, remote releases for the boot lid and fuel flap, power door mirrors, mobile phone point, a decent audio system with steering column controls, and driver's seat lumbar adjustment.The Monaro V6 and V8 are both genuine performance cars, costing much less than imports with similar performance and handling.Holden Special Vehicles (HSV) introduced its hotter variants of the new Monaro in December 2001. However, it didn’t call its car ‘Monaro’, simply tagging it ‘HSV Coupe’. The Melbourne based HSV operation said it wanted to differentiate its versions from the Holden original.The HSV body revamping gives the HSV Coupe a lower, meaner look. Changes to the body hark back to the days of the old 1960s and ‘70s Monaros in the ‘gills’ behind the front wheels, as well as cues to the old wheel covers in the new alloy wheels. Clever stuff.A fascinating version was the HSV Coupe 4, launched in December 2004 it uses a four-wheel-drive system to further aid traction. However, its added weight and the loss of most of the boot space meant it never really took off in buyers’ minds.Spare parts are still available for these Monaro and are pretty reasonably priced. It goes without saying that there are Holden dealerships in just about every town of any significance in Australia.Bits that are unique to the Monaro may not be stocked in more remote regions, but it seldom takes more than a couple of days for them to be transported from the spare parts facility.Service and repairs are often within the ability of the good amateur mechanic and there's plenty of underbonnet space in a large car like this. As always, don’t touch any item that may be safety-related unless you know what you are doing. And it's wise to have a workshop manual at your elbow before commencing.Insurance premiums are usually higher than for the equivalent Commodore, reflecting the sporting nature of the typical buyer. But the costs are certainly not prohibitive.Despite doubters saying the new Monaro would be a flash in the pan and wouldn’t last it continued to sell strongly for several years, before finally being cancelled in July 2006. Quite a few were exported to the USA and sold in solid numbers, though with their steering wheels on the wrong side for Australia. It will be interesting to see if any re-imports get back to this country.Monaros are generally bought by enthusiasts and get servicing strictly by the book. Ask to see the complete service record. Engines should start easily and idle smoothly virtually from the moment they light up.Manual gearboxes should be quiet in operation and pick up lower gears during all changes with no graunching. The change action isn't the lightest around, after all these are large cars with big-torque engines, but if one feels too bad be very suspicious.Make sure the automatic transmission changes smoothly and quietly, it should be virtually seamless except when accelerated hard.Check that the correct oil pressure is reached pretty well straight away. This is best done with the engine stone cold, preferably after and overnight stop.Look for signs of body damage and for crash repairs. If there's the slightest doubt as to the body’s condition have a professional give it a thorough inspection. We often see minor damage on the bumper corners as these are big cars and can be hard to squeeze into tight parking spots.Check over the condition of the complete interior, particularly for signs of sun damage on the dash pad and rear shelf. Look for scuffing of the front seat backs where people have squeezed through to the rear area.A car that has been pampered bay loving owner is likely to be in excellent condition - if it hasn't been thrashed and/or taken to track days. 

When BMW entered the small car market with the 1 Series eight years ago some thought a car using rear-wheel drive wouldn't work in a machine of this size. They pointed out that tight interior space would tell against it when all its competitors had space-saving front drive.Over a million sales later BMW has proven it was right in sticking to rear-drive. Indeed the unique selling proposition (USP) and the upmarket air inherent in a rear-drive car has no doubt been a factor in the success. There are plenty of keen drivers more than happy to trade the mundanity of interior room for the joy of excellent chassis balance and superb handling.Now we have the second-generation BMW 1 Series with more space in the back seat, more about that in a moment. ValuePricing starts from $43,500 for the manual and $46,577 for the automatic.Better still, the 1 Series has been trimmed in price, partly due to the value of our dollar, but also because the continuing weakness in the European market means the Australian branch can push a tougher deal through head office. To sweeten the deal, higher equipment levels than in the outgoing 1 Series add to the value equation.DesignVisually, the new BMW ‘1 Series is a solid evolution of the first model, but clever shaping has given it more style. You wouldn't exactly say it competes with the Italians in its body shape, but it’s certainly less severely German in its lines than in the past.Though there is 21 mm more rear legroom, the back seat is still not a comfortable place to accommodate adults travellers any more than short distances.Try the kids for size during your own test drive if they are likely to grow into the hulking teenage years before the end of your ownership period. The height of the little Bimmer is unchanged because there was already good headroom in all seats.Boot space has benefited from the longer body, up 10 per cent to 360 litres, which is pretty handy in a car in this class.The first models to be released are in Australia are five-door hatches with the choice of two 1.6-litre petrol and one 2.0-litre diesel engines, all turbocharged. Larger engines, three-door hatches, coupes and convertibles will follow over the next few years.DrivingThe BMW 118d we have lived with for the past week uses an upgraded version of the 2.0-litre diesel from the first generation 1 Series.It now produces 105 kW and 320Nm (up 20Nm). The official fuel consumption number is 4.5 litres per hundred kilometres. During our review period it sat in the five to six litre range on the open road and rose to six to eight litres around town in some quite heavy traffic conditions.Though this wouldn't be our engine of choice in a BMW, the turbo-diesel can do the 0-100km/h acceleration test in a reasonable 8.9 seconds so has a semi-sporty feel to it. In gear acceleration is more important than pure sprinting in real life driving and the solid torque from the revised powerplant gives the little BMW a strong feel once the turbo lag has been passed. Slide down a gear in anticipation of overtaking so you get the torque up and running, and you spend a minimum of time on the wrong side of the road when overtaking. We will try to get ourselves into the more powerful of the two petrol powerplants and report on them. Somehow economy engines and BMW don’t make a good combination in our minds. Even better will be the high-performance 1 Series models that are further down the track.The ride is relatively firm at times, but the excellent balance, wonderfully responsive steering and excellent cornering grip the little Bimmer provides will appeal to those who see cars as more than mundane transport.Stylish in a way that was missing in the original manner, the all-new BMW 1 Series will attract many new customers to the marque. The reduced prices and the choice of several comprehensive options packages will do it no harm at all in the upperclass end of the small car market.VerdictIf you’re moving down from a larger car or getting out of one of these boring compact SUVs then be sure to put one of these small BMWs on your short list.BMW 1 Series 118dPrice: $43,500 (manual), $46,577 (automatic)Warranty: Three years/unlimited kmService interval: Variable (condition-based servicing)Thirst: 4.5 L/100kmSafety: Not assessed (previous model five-stars)Equipment: Six airbags, ABS, ESPEngine: 2.0-litre four-cylinder turbodiesel, (105kW/320Nm)Transmission: Six-speed manual, eight-speed automatic; rear-wheel driveSuspension: Aluminium double link hinged tie bar front, multi-link rearDimensions: 4324mm (L), 1765mm (W), 1421mm (H), 2690mm (WB)