Articles by Ewan Kennedy

‘Zoom-Zoom’ goes the Mazda brand hook - but in the case of the new CX-5, the Japanese automaker’s latest addition to the SUV jungle, maybe it should be just ‘Zoom’. Our recent experience with the petrol-powered version of the new CX-5 performance-wise was underwhelming, to say the least. On the other hand, if perky performance is not near the top of the shopping list, the petrol CX-5 has much to offer.The CX-5 is also the first of Mazda’s new-generation products here to fully adopt its SkyActiv technology to powertrains, body structure and chassis.The body is based on an entirely new structure, uses new materials and is assembled in new processes. It is the first to use 1800MP, a high-tensile steel, the highest grade used in a mass produced vehicle for front and rear bumper beams. The body uses 61 per cent high-tensile steel.The CX-5 is the first production model to feature Mazda’s new Kodo – Soul of Motion design theme – based on the movements of animals, in this case the cheetah.There’s no denying the CX-5 sets the standard for good looks in the medium SUV market as positive comments from interested onlookers proved during our time with the vehicle.The CX-5, from top to bottom, is stacked with standard features, which include air-conditioning, Bluetooth, cruise control, CX-5MP3/WMA compatible CD player with four speakers and steering wheel mounted audio controls, plus USB input. Mazda satellite navigation is based on the TomTom system.Added convenience comes from power windows and mirrors, remote central locking, smart keyless push-button start, tilt and telescopic adjustable steering wheel, trip computer and a tyre pressure monitoring system for the first time in this segment.The Maxx Sport spoils its owners with auto headlamps on/off, dual-zone climate control air-conditioning, two extra audio speakers, leather wrapped gear shift knob, handbrake and steering wheel, wipers with rain sensing function, front fog lamps, satellite navigation, rear seats with 40/20/40 split fold back and centre fold-down armrest.Mazda CX-5 is powered by either a 2.0-litre petrol or 2.2-litre diesel, with a choice of front-wheel or all-wheel drive and in three specification levels - Maxx, Maxx Sport and Grand Touring - all with Mazda’s i-stop fuel saving system in which the engine cuts out when not needed, most commonly when the vehicle stops at traffic lights. It starts up automatically when the brake pedal is released.The review CX-5 we have just spent a week testing was the Maxx Sport 2.0-litre petrol front-wheel drive with six-speed automatic transmission. The DOHC engine puts out 114 KW of power at 6000 rpm and 200 Nm of torque at 2000 revs, good for a zero-to-100 km/h time of 9.4 seconds.As befitting its ‘Sport’ moniker, this Maxx rolls on 17-inch steel wheels shod with 225/65 tyres. A rear spoiler completes the picture as well as adding to aerodynamic efficiency.A new suspension system, with front struts and rear multi-link layout, is lighter yet stiffer and a new steering system adjusts feedback according to speed and conditions.There’s a full suite of safety systems including ABS with emergency brake assist and brake-force distribution; dynamic stability control; traction control; an emergency stop rear lamp signal, front, side and curtain airbags, whiplash minimising front seats and a reversing camera.The test car, in automatic, suffered from sluggish take-off and the problem of running out of legs on steep climbs. This could be overcome by flicking into manual mode and giving the powertrain a hand.Sluggish performance apart, fuel economy is outstanding, the SkyActiv engine. Mazda claims 6.4 litres per 100 kilometres on the combined city / highway cycle. In the CX-5 Maxx Sport FWD automatic we managed 5.8 litres per 100km in similar circumstances.Inside, new seats deliver good lateral and vertical grip and improved thigh and lumbar support. Using two different kinds of black fabric and a new structure, they also weigh less.Quality is carried through to the surroundings, with soft-touch dashboard surfaces and door trim offset by a central panel featuring the glossy piano black treatment pioneered in the RX-8.As for carrying capacity, a tonneau cover that opens and closes with the tailgate crowns a rear cargo area capable of carrying 403 litres of cargo up to the tonneau. That expands to 1560 litres of flat cargo space with the rear seat backs folded.A low loading lip, large rear opening and an automatic seat folding system lift cargo carrying convenience to a new level.

Mazda 3’s ongoing success on the new car market has resulted in a surge in interest in the small-medium model as a used car.

Over almost three decades since its introduction as a Holden-badged Suzuki, the Holden Barina has grown into a sporty small car, with impressive looks similar to both its cheap and cheeky Spark and mature mid-size Holden Cruze siblings.Ondrej Koromhaz, an Australian design team member seconded to the GM Design studio in South Korea, was given the task of reshaping the small car into a truly global car that’s sold in more than 60 countries, as the Chevrolet Aveo and Sonic.Producing a car with a more masculine look than before, Koromhaz has drawn inspiration from the motorcycle with headlamps flanking a double-decker radiator grille designed to keep under-bonnet temperatures at optimal levels.Wheels have been shifted to the four corners of the car producing not only a solid stance but a strong contribution to driving stability through ten-spoke 15-inch alloys that add to the sporty ambience.The Barina flexes its design muscles with formidable flanks and broad shoulders leading the way to rear doors that include concealed handles giving the car a hint of a sporty coupe. Rear lights also take their cues from the motorcycle.The theme extends to the cabin interior with motorcycle-inspired instruments at the centre of which is a digital speedometer incorporating an analogue tacho.The new Barina is no mere well-oiled muscle flexer. The overt masculinity is backed up by power in the form of one of the biggest powertrains in the segment.  A 1.6-litre four-cylinder DOHC petrol engine puts out 85 kW of power at 6000 rpm, plus torque of 155 Nm at 4000 rpm and is mated with a standard five-speed manual transmission or optional six-speed automatic transmission with Active Select.Holden says the manual returns a fuel economy figure of 6.8 litres per 100 kilometres on the combined urban/highway cycle with the manual and 7.3 with the auto. The best we managed was 6.1 on a mainly motorway run in a manual, with numbers in the sevens around town.Among a raft of engine upgrades a redesigned cylinder head, block and crankshaft give greater structural strength, improved heat management and an overall weight reduction of three per cent. There’s a toothed timing belt that requires change intervals every 10 years or 160,000 km, whichever comes first, while piston-cooling oil jets enhance lubrication, resulting in increased engine longevity and extended maintenance intervalsElectronic stability control is standard and incorporates anti-lock braking, traction control, electronic brake force distribution and emergency brake assist should brake pressure need to be boosted in an emergency.All this, plus six airbags – dual front, front side and side curtain – the driver and front passenger with seatbelt pretensioners, and pedal release system has led to the new Barina winning the maximum five-star safety rating from the Australasian New Car Assessment Program.Inside the Barina cabin – one of the biggest in class – there is stretch out room for the front occupants, with good legroom for those in the back, though it’s better suited to two adults than three back there.The boot takes an average load – 290 litres with the rear seat backs up but, this is doubled to 653 litres with the 60:40 backs folded flat. Storage includes pockets on both sides of the centre stack and upper instrument panel for smaller items. The double-storey glove box has two concealed areas complete with USB and auxiliary outlets, with a recessed channel to take an MP3 player cable.Though no hot hatch, the new Holden Barina is a thoroughly pleasant car to drive, with the 1.6-litre five-speed manual offering above-average performance for a car in this class. A firm but comfortable ride elicited no complaints from occupants, while favourable comments on the car’s design were forthcoming from more than one onlooker.

Until now the Lexus GS has been a smaller edition of its big brother, Lexus LS. With a big emphasis on quietness, smoothness and refinement, the just superseded GS, but no real sporting ambitions, it was steadily losing sales to the German luxury marques.All that has changed and we have just stepped out of a pair of the all-new, fourth-generation GS sedans with big smiles on our faces. In the manner of the BMW 3 Series, Mercedes E-Class and Audi A6, the upmarket Japanese sedan provides plenty of driving pleasure.Cleverly, the Japanese engineers have managed to give the GS 250 and GS 350 twin desirable attributes –it’s smooth and quiet in the Lexus manner when cruising gently but becomes a true sports sedan when you push it along hard. The engine has great induction and exhaust note and the transmission sharpens its actions to get the best torque on tap moment by moment.This truly is an excellent grand tourer, or GT, in the true sense of that often misused acronym. You could travel at high speeds in the Australian bush all day and come back feeling relaxed and refreshed.The styling has taken a new direction at the front and back, though the profile still carries cues of the just superseded GS. At the front the designers have come up with what they call the ‘spindle-grille’. This sees a tightening of the sides of the area to create a most distinctive shape that makes the mid-sized Lexus stand out from crowd.Our only criticism is that the lower areas of the bumper/spoiler look as though they will be vulnerable in carparks and over poorly designed gutter ramps. Lexus is not alone in this – but that won’t reduce the size of the bill from your favourite panel repairer.We love the interior styling of the all-new Lexus for its elegant simplicity. It could be mistaken for an Italian machine in the way the primary instruments are large, clear and easy to read at the fastest glance.The stitching of the leather on the dashboard adds to the Italian theme, as does the centrally mounted analog clock, a feature Maserati has used with great effect for generations.The integration of the centre information and entertainment screen into the central region of the dashboard is brilliant. Too many other marques have satellite navigation screens that look like an afterthought, the Lexus’s is just right. As well as being aesthetically pleasing, the central screen is well shielded from light.We don’t like drivers taking their attention off the road, but in many cases they will do so even when it creates danger, so Lexus has done the right thing in helping people minimise distraction.Lexus GS 250 is powered by a 2.5-litre V6 petrol engine that’s a heavily revised unit installed in the now superseded model. It produces more power and torque (the peaks are 154 kW / 253 Nm) than previously, but the official fuel consumption has been significantly reduced.It’s a similar story with the 3.5-litre powerplant in the GS 350, with 233 kW and 378 Nm it gives the keen driver plenty of sporting flair, yet using less fuel and producing fewer emissions than in the superseded unit.We tested both engines on demanding roads in and out of Albury and up into the Snowy Mountains and found the 2.5 is probably best described as adequate in its performance. Compensating for that is the fact that it’s well mated to its six-speed automatic transmission. The auto is quick to sense the need for more grunt and change down gears at a moment’s notice.As revheads we would go for the 3.5-litre V6 any day, but saner drivers will be more than happy with the 2.5-litre.Up to four modes are offered on the auto and on the sporting models with adjustable suspension and steering the sportier the mode, the more the driver feels in control of the GS. Four-wheel steering on topline models adds further to the sporty feeling of this bid sedan.A hybrid version of the new Lexus GS, tagged the 450h, will be introduced on May 15th. As before, the number 450 doesn’t indicate engine capacity, but the fact that Lexus considers it provides the sort of driving feel that would normally demand a 4.5-litre engine.With a staggering array of passive safety features to help you stay out of trouble, as 10 airbags should things still go badly wrong, the Lexus must be one of the safest cars on our roads.Lexus is currently importing the GS to Australia in no fewer that six grades. Rather than filling in about 10 pages with all the details, may we suggest making an appointment with your local Lexus dealer and you can work together to tailor the best car for your needs.What we will say is that there numerous body and interior colour choices; driver’s seats with as many as 20 electrically adjustable settings; Mark Levinson topline audio systems with 17 speakers; air conditioning that moistens your skin - and much, much more...Lexus’s stunning change of direction with its GS series is a bold move. But we feel it will be immediately successful. 

Queensland and Thailand both suffered horrible devastation from floods in 2011. Having seen the effects the huge natural disasters in both locations I can understand the frantic efforts needed to get life back to some sort of normality. Nowhere is this more obvious than in the work done by Honda to restore its factory in Thailand. Most Honda cars sold in Australia come from a factory in Ayutthaya, near Bangkok, so the floods of October 2011 caused total disruption to supplies. This was partly relieved by Honda Australia being able to source some cars from the Japanese factory, but many customers have been forced to wait for months for delivery. Honda Australia was so happy to have the Thai factory back in operation it invited a small group of Australian motoring journalists to witness the official reopening of the plant. The ceremony was performed by Yingluck Shinawatra, the Prime Minister of the Kingdom of Thailand. Without sounding too blokey, this is by far the best looking prime minister I’ve ever seen, she looks more like a fashion model than someone running the government in a troubled country.  But back to the Honda factory…  Imagine buildings occupying an area of about half a dozen Bunnings stores, with their floors under almost three metres of water. Flood water that is flowing so hard it demolishes huge roller doors and piles hundreds of brand new Hondas into mangled wrecks in corners. The last person to leave the factory was the general manager and he only did so after doing a compete tour of the devastated areas to make sure no one was left behind. Captains of Italian cruise liners please take note...  Initial plans for the reconstruction were made from helicopters flying over the derelict site, followed shortly afterwards by inspections from boats, even by divers. The latter reported it was all but impossible to see under water due to mud and other debris.  The logistics and planning for work on this scale are staggeringly complex. Ordering new equipment began almost immediately, though hindsight says 45 days elapsed before the floods receded and the work could be started. Honda is a socially aware company and all its workers were retained during the down time. Many were employed on the clean up and repainting work and we were impressed to see that even gardens that had been destroyed have been replanted and are blooming again.  Less than four months after the floods had receded the Honda factory was up and running again, though output is still limited at this stage. As an amusing reversal of the famous Henry Ford story that buyers could have their Model T in any colour that they liked … as long as it was black, Honda was building nothing but white Citys in the earliest runs we witnessed.  Soon a quarter of a million Honda cars, including Australian Citys, Civics and Accords, will be pouring off the end of the assembly lines in a big variety of colours annually. Work is being carried out on preventative work in anticipation of future floods. The entire business park, of which Honda is but one of many occupants, will be surrounded by a levee bank with a length of 77 kilometres. This gigantic job didn’t appear to be coming on too well when we looked it over, but the workers are confident it will be ready before the start of the next flood season in September. Honda Australia chief, Satoshi Matsuzawa, who led our tour of the revitalised factory, has his fingers well and truly crossed.  As a sideline, a friend of ours in the computer business was jealous when he heard the reason for my trip to Thailand. His company sources electronic components from a factory in the same business park as the one housing Honda. He is desperately getting parts from other countries and says it will take many months before he can again receive parts from Thailand. And if our local council can fix that pothole in the street outside our place in less than four months I will be very surprised.  

Though some were apprehensive about the future of Mitsubishi in Australia when it ceased local production and discontinued the Mitsubishi 380, the Japanese marque continues to thrive here.Mitsubishi Lancer has filled the slot left by the 380, and the Mitsubishi Magna before it, and though smaller than them, frequently meets the needs of those downsizing their family cars. Unless the kids are large teenagers Lancer owners tell us their cars are large enough suit their needs.Lancer’s body styling steers clear of the mainstream in this class and the Mitsubishi stylists have given it a heavily sculpted nose that slants forwards rather than backwards.A neat lower air dam and bold bonnet creases that flow into the A-pillars give it a neat and purposeful look. The angles of the tail-lights add to the stance. The squared off shape of the rear bumper and the way it tapers around visually shortens the overhang.Inside, the double-domed binnacle and deep dial cluster work well both from an aesthetic and ergonomic point of view. The dash trim has a soft touch that gives it a feeling of substance, again making it feel like a larger more upmarket car than it really is. Which is another feature that received positive comments from owners and backs up their statements that the Lancer can be used as a replacement for the Mitsubishi 380.The cabin has plenty of stowage areas for the bottles, mobile phones and assorted bits and pieces we all tend to carry around these days.The Lancer VRX that was our test car for the last week has the convenience of has Bluetooth, steering wheel controls and a smart key.The boot can take a handy amount of luggage and it can be expanded by flipping down the split-fold rear seats. These are fitted across the complete Lancer range. As well as the sedan we tested, Mitsubishi Lancer is also offered as a stylish hatchback. Though the hatch works well, many buyers are opting for the sedan.Stability and traction controls were specified by Mitsubishi Australia as standard in the Lancer for quite some time before they became mandatory in this country.Typically the Lancer’s engine will use about seven to nine litres per hundred kilometres on motorways and in gentle cruising on flattish roads. Around town this is likely to rise to nine to eleven litres per hundred. These are good numbers for a mid-sized family car with good interior volume.The manual gearbox felt a bit on the notchy side at first, but we found that we soon settled into its way of doing things and liked the sporting feeling. There's also the option of a continuously variable transmission (CVT). The latter can be an acquired taste, but once you’re used to its different operation most owners soon cease to notice its peculiarities.The Lancer sits confidently flat when you drive it around corners with a bit of verve. However, there is a less than compliant ride at times when you hit rough bush roads. The firmish suspension won’t please everybody so try to take one for a decent test drive on suitable roads to see what you think.Steering is well-weighted and responsive and driving enthusiasts will enjoy the experience in what is after all a practical family sedan.Those who love to drive will appreciate the control the suspension offers and, while you really wouldn't call it a sports sedan, it comes closer than you might expect.Mitsubishi’s Lancer is built to a high quality in Japan and has earned a well deserved reputation for flawless running for year after year. While not the most exciting car on the road it fills the needs of family car drivers. It is well priced and in this hard fought segment of the market it holds its own nicely.

Two decades ago Jim Richards and Mark Skaife famously thumbed their noses at Aussie fans’ jibes after winning their second and final outright victory in the Bathurst 1000 in a Nissan GT-R Skyline.Since then the GT-R, which Nissan claims is the world’s most affordable supercar, has continued to take it up to the sportscar elites costing an arm, and often a leg as well, more.Now the Japanese auto maker has dropped off its latest GT-R in Australia with a bargain-basement price of $170,800. Just what does the buyer get for his or her buck?Well, there’s the powertrain for a start. The engine pumps out more power than its predecessor, while at the same time using less fuel and producing fewer emissions; transmission shift feel has been improved and specially prepared race tuned oils are used in the differential. Equipment levels have been increased and there’s a fascinating new suspension setup.The heart (and soul) of the new GT-R is, of course, the engine, which now puts out 404 kW (540 horsepower) at 6400 rpm, as opposed to 390 kW previously, while maximum torque has gone up from 612 Nm to 628 Nm between 3200 and 5800 revs. Fuel use is cut from 12.0 to 11.7 litres per kilometre, says Nissan.Each 3.8-litre twin-turbo V6 motor is put together by hand by one of a team of eight builders – each team knocking out two units a day. For example, craftsmen precisely match the ports of the intake manifold and cylinder head. So there is minimum disturbance to the airflow, thus increasing performance.Sodium filled valves mean better cooling, while the catalytic converter has been cut by half thanks to a more efficient catalyst. Engine efficiency has been further extended by using a leaner air/fuel mix and optimising valve and ignition timing.Power is put to ground via a six-speed double-clutch transmission and independent transaxle all-wheel drive system. Shift feel and quietness have been refined.An asymmetric suspension has been designed to give bias to the right-hand drive vehicle. It takes into account the weight of the driver – other occupants are ignored, balance being considered only when it really matters, at race track speeds. Also, the prop shaft driving the front wheels in the AWD system is on the right side of the car, again adding right-hand weight bias.Up front are harder spring rates on the left, while out back the rear suspension arm has been fitted upwards on the left and downwards on the right. The result is, with extensive fine tuning on the Nurburgring north circuit (where else?) vertical load on all four tyres has been equalised.Thus, steering response is improved, as is cornering and ride comfort, the last bettered even more by suspension settings switchable between ‘comfort’, ‘normal’ and ‘race track’ by the driver.The latest Nissan GT-R has a stronger body structure to take power and torque increases and improve handling. In conjunction with new Dunlop SP Sport Maxx tyres, developed especially for the GT-R, the driver gets a better feel of road grip transmitted through the steering wheel.A standard 2+2 coupe, there is little leg room in the rear but a 315 litre boot does not skimp for space. Improvements to the cabin include better looking instruments with blue lighting inside the tachometer matching the shift indicator, while a rear-view camera eases limited vision when reversing.The Bose sound system has been given a boost with woofers that were previously only available with the Egoist spec GT-R. Door speakers and woofer in the rear are now mounted on a solid aluminium panel to reduce vibration and improve sound quality.A 300 km-plus drive in Tasmania on roads including several Targa sections produced miles of smiles as the GT-R showed off its wares. We particularly liked the action of the fixed position steering wheel-mounted shift paddles.The sound coming from the dual twin exhausts perfectly matched the way the car was performing and road grip was such that there was a distinct lack of tyre distress on tight bends.All in all, the quality of the experience well matched that enjoyed in sports cars costing a great deal more, a fact backed by the claim that Nissan has found the likes of Aston Martin and Porsche 911 owners also enjoying ownership of GT-Rs. It’s that kind of car.

Although convertibles and cabriolets with hardtop roofs have become common in recent years, there is still plenty of demand for traditional soft-top convertibles.Purists of open-top cars have no interest in driving something that looks like a closed coupe when the roof is up, so will find the new Volkswagen Golf Cabriolet most attractive.DESIGN AND EQUIPMENTVolkswagen’s Golf Cabriolet combines the best of the traditional soft-top, with modern folding-roof thinking. The roof is ultra fast and you can put it up and down three times in 60 seconds. The easy-to-use one-button function lets you get it up and down at the lights with time to spare.When the top is down there is no separate cover for the folded roof, rather the upper surface of the front roof bow becomes the top of the roof stowage are. Because the folded roof sits on top of the boot rather than inside it there’s good luggage space of 250 litres.However, the boot lid is small and low down and loading/unloading is not easy. The rear seatbacks in the Cabriolet can be folded flat to significantly expand carrying space. Previous models only had a small ski hatch. We found the Golf Cabriolet’s windscreen angle ideal, providing protection from the wind without interfering with the open air feel. Purists will rejoice.Interior space in the Volkswagen Golf Cabriolet is good with plenty of leg and headroom for the front seat occupants and reasonable space for adults in the back. The front seats are supportive and comfortable, the back seats less so, but for heavens sake this is a car designed for two and who cares about those in the back.The interior is pleasingly quiet with the roof in place thanks to a special insulating filler layer. Bluetooth connectivity for both phone and audio, USB and Auxiliary sockets and Media Interface unit all make it easier to entertain and communicate while on the road.SAFETYStandard safety features include five airbags, ABS brakes with electronic brakeforce distribution and brake assist, electronic stability control, hill start assist. All previous Golf convertibles have used a fixed roll bar to provide protection in the unfortunate event of a rollover.While the Golf may have a traditional roof, the new model has a modern electronic system of looking after its occupants. Two recessed bars triggered by the car’s airbag controller spring upwards in about a quarter of a second if an impending rollover is detected. The front windscreen frame is reinforced to also act as a roll-bar.However, the chances of rollovers are minimal thanks to the installation of various electronic systems able to sense when a car is starting to slide sideways and do everything possible to bring the errant Golf back on course.DRIVINGDespite the absence of a fixed roof, clever body design means the car is rigid and we found almost no evidence of the scuttle-shake that used to affect convertibles. Purists may have liked that aspect of convertibles, but we must admit that a solid ride suits us better. And the lack of body movement gives the suspension a nice platform to work from.There’s good feedback through the steering wheel and handling is sharp and positive. It’s no sports machine but it comes close and it’s most enjoyable to drive. Our road test Golf Cabriolet had Volkswagen’s clever 1.4-litre TSI twincharger engine mated to a seven-speed double-clutch DSG transmission.Double-clutch transmission can be notoriously temperamental at very low speeds and this one proved no exception. Having said that, we did a fair bit of heavy-duty commuting with our review car and the automatic changes were much appreciated. The model designation of Golf 118TSI refers to the engine’s peak power of 118 kW, at 5800 rpm, while the maximum torque of 240 Nm runs through an excellent spread that goes all the way from 1500 to 4000 revs.Fuel consumption is typically in the seven to nine litres per hundred kilometres range around town, dropping into the low sixes on a trip. This is pretty good for a petrol engine with the sort of performance provided.VERDICTNew Volkswagen Golf Cabriolet’s attractive looks, lithe performance and very competitive pricing could well see a swing away from folding hardtop convertibles back towards the soft-top era.

Toyota's LandCruiser is a genuine 4WD, not just a people mover dressed up to look tough, but which is nothing more than a car underneath that supposedly rugged body. Highly capable off-road, the big LandCruiser is a longtime favourite with those on the land, in the mines or wanting a hard working tow vehicle.Cruiser has seating for up to eight people, though it is best if the occupants of the rearmost, fold-down seats aren't over large. With all passenger seats in place luggage room becomes relatively restricted. Toyota LandCruiser is unashamedly a large vehicle and can be a real handful at times in tight suburban running, particularly in undercover carparks. It’s not only the size of the LandCruiser, but also its large turning circle, that can cause hassles. It has been improved over the years.But try one for yourself if you've never experienced the potential parking hassles. Despite this, quite a few are used as family wagons, thanks to the spacious cabin and big luggage area. The LandCruiser has been around for years, but really took off in the sales race with the introduction of the 80-Series in 1990. It was replaced in March 1998 by the 100-Series then the 200-Series arrived in November 2007.LandCruiser 200 is a major evolution of the 100 Series rather than a completely new model. Its styling is slightly softer than that of the 100, but its genuine 4WD capability remains under that smoother skin.The LandCruiser 70-Series workhorse and LandCruiser Prado share little in common with the 80, 100 and 200, so will be the subject of separate articles. The added refinement and comfort of the 80-Series compared with its truck-like ancestors made it easier to live with, but even the 80 is getting on in years now so be sure of its condition before handing over the folding stuff. The LandCruiser is relatively simple for the inexperienced owner to take into the bush. Naturally with all the usual provisos of preparation and driver knowledge that apply to all who drive in off-road conditions. Interestingly, the LandCruiser 100-Series reverted to part-time 4WD in its more basic models. Most engines on used LandCruisers are straight sixes, though V8s became more common in later years. The petrol unit was originally a somewhat ancient 4.0-litre six-cylinder unit that was thirsty and not particularly quick.A 4.5-litre, twin-cam, multi valve engine was installed in the topline models late in 1992 and subsequently spread to the rest of the petrol range. It’s a modern unit with tremendous torque and impressive smoothness. A petrol V8 of 4.7-litre capacity, as used in the Lexus LX470, was offered as an option in the LandCruiser 100-Series from 1998 until 2000. It's quite thirsty, but beautifully smooth and torquey.Later developments of that 4.7-litre V8 engine were used in the LandCruiser 200, with the latest being a 4.6-litre unit introduced early in 2012. A petrol V8 with 5.7 litres is also on offer in the LC200. Diesel sixes are relatively common on older 80-Series and came with displacements of 4.0 and 4.2 litres. From 1990 the 4.2 litre diesel used a single overhead camshaft and two valves per cylinder. In 1995 it received a four-valve cylinder head, though it still had a single camshaft. Much better is the 4.5-litre V8 turbo-diesel used in the LC200 – it's reasonably economical, smooth and provides plenty of grunt. The turbo-diesel V8s are big grunt powerplants, making them particularly suited to heavy-duty towing.Five-speed manual gearboxes are offered in some LandCruisers, but most later models use automatic transmissions, with four speeds in the 80 series. There are five forward speeds in the 100 series, and either five or six ratios in the LC200 depending on the model. The LandCruiser has plenty of underbonnet and under-vehicle space so the knowledgeable home mechanic can do a lot of their own repairs. There are Toyota dealers in all areas of Australia, thanks to the company arguably having the most widespread of all networks.Servicing and spare parts are generally reasonably priced, though some parts cost a lot more than they should. Remember that these are heavy-duty, commercially-oriented vehicles so even things like tyres can cost considerably more than they do for a passenger car. Insurance is unlikely to cause real hassles as the working nature of the vehicle means most companies have favourable experiences with the vehicle, letting them keep prices relatively low.WHAT TO LOOK FORLandCruisers that have had severe off-road use – and plenty have – will probably have underbody, door-sill and bumper corner damage. Even those which have only had gentle use away from sealed roads are likely to have scratches in the paint on the doors.Look for dust in the cabin and boot. This may be caused by windows-down driving, but could also mean leaks around the door seals. Maybe even a twisted chassis due to off-road damage and/or a crash.Be wary of the engine’s condition if it has done harsh off-road driving and/or heavy-duty towing. Engines are generally long lasting but watch for a smoking exhaust when the engine is under load that may indicate it is near the end of its life. An oil light that’s slow to go out when the engine is started is another indication of engine wear. Manual gearboxes on older models are relatively heavy, even when new. The 100 Series and 200 Series are better than the older units. Crunching during downchanges to second and first gears is usually the first sign of problems. Transfer boxes are often stiff in operation even when they are working correctly. Be wary of one that’s too tight as they can be expensive to repair.Check for signs of salty sand as it can cause real rust troubles. Look for rust in the floor, especially if the Cruiser has had a lot of beach use. Have a professional inspector follow up your initial examination as a hard used example could cost big bucks to be put back together again.CAR BUYING TIPWhile we usually think of off-road use being tough on 4WDs, life in the suburbs with a mob of rough kids beating up the back area isn’t all that easy either. 

Forget for a moment the new Toyota C’s clean and green credentials and instead look at its range of sharp colours. Though I’m far from being a fashionista, a recent magazine article informed me that, “Orange is the new Black”, so the bright orange on the Prius C’s colour palette is a stroke of genius.However, the genius has been dulled down by the marketing guys who have asked we motoring journos not to call it Orange - apparently its correct name is Sunrise. Whatever the name, the colour suits this cute, clever city car right down to the ground (and I’m going to call it Orange and be damned with the consequences).VALUEPushing aside the Prius C’s green and orange credentials for a further moment, let’s take a look at the price. Because it’s stunningly low. The standard model, with automatic air conditioning, a large touchscreen for operating the audio system, smart-key entry and ignition, a multifunction trip computer and seven airbags is priced at only $23,990. Many thousands below the price anticipated before the launch.Add another $3000 and you can buy the Toyota Prius C i-Tech with satellite navigation, alloy wheels, leather-look trim and LED headlights that automatically level themselves depending on load being carried.Of course, on-road costs have to be factored in. But you still get a petrol-electric hybrid on the road for a price that’s not a lot more than that of the Toyota Yaris automatic in upmarket YRX spec, which carries a recommended retail tag of $21,390.Those with a social conscience who have previously considered a hybrid, but haven’t been able to afford one, may be queuing up outside their local Toyota dealer as we write.TECHNOLOGYNow, down to the promised technical details on the clever clean and green new Toyota: the Prius C uses the latest development of Toyota’s Hybrid Synergy Drive system already familiar to us from its petrol-electric hybrids for many years. In its latest, most refined, format it is more efficient than ever before, as well as being smaller and lighter.Combined petrol and electric output can be as high as 74 kilowatts, but the really important feature of the Prius C, indeed of any hybrid, is the lowdown torque provided by the electric motor. This gives it real punch of the line, punch that has been recovered as electrical energy and stored in the battery when the car last slowed down.Fuel consumption is rated at 3.9 litres on the combined Australian fuel measurement cycle. While many hybrids are a lot thirstier on the road than in the test laboratory, our initial drives through city, suburban and hilly country had the Toyota showing figures in the mid to high fours. That is genuine economy and even the tiny 36-litre petrol tank should be able to give a range of 700 to 800 kilometres. Perhaps even 1000 km on an easy paced country run.SAFETYAs mentioned, the new Toyota Prius C has seven airbags to protect the occupants. More importantly, it has a full suite of electronic stability aids so that you will never need to see the airbags. Toyota Prius C hasn’t been crash tested in Australia yet, but the importer is confident it will gain a five-star rating.DRIVINGPrius C’s handling is competent enough, however, the steering is over light and doesn’t transmit enough feedback to the driver. Forget any ambitions of sportiness and buy the new baby Prius as a trendy city car and you won’t be disappointed. But a sports hatch it’s not.We found hill climbing a struggle at times as the engine and transmission worked hard to get the best ratios sorted out. And there were somewhat irritating transmission noises at very low speed. Of course, the Prius is all but silent when it’s stopped as the petrol engine cuts out to save fuel.Ride comfort in the Prius is good and there is ample interior space for four adults, or two plus three kids. The capacity of the boot, at 260 litres, is pretty good for this class.Toyota’s chief engineer for the Prius range, Satoshi Ogiso, is known by many in Japan as 'The Patriarch of the Prius'. He paid Australia the honour of coming down under to present us with the details of his latest baby car. An interesting man to talk to, he is firmly convinced petrol-electric hybrids are the way of the medium term future.At this stage a decision is still to be made as to whether the plug-in Prius hybrid – the standard model – not the C being reviewed here, is to be imported to Australia.Cute, clever, clean, competent – whichever C words you want to play with – there’s no doubt the latest Prius from Toyota significantly advances the cause of hybrid powerplants.