Articles by Graham Smith

If the early cars Kia launched here were rather cheap and cheerful chariots the Magentis was a car that signaled the company's intention to become a more serious player on the local motoring landscape.A distant cousin of the Hyundai Sonata with many shared components the Magentis replaced the unloved Optima in 2006 and brought a new   level of quality and driving experience to the company's range.MODEL WATCHThe Magentis was aimed squarely at the middle ground of the market that was occupied by cars like the Toyota Camry, Mazda6 and Honda Accord, a tough gig in any language, but it was well equipped for the task.While looking to move away from the cheap-and-cheerful image it had from its launch Kia nevertheless stuck to the concept of value-for-  money through a long list of standard features while still delivering a more desirable car.The Magentis was an attractive front-wheel drive, four-door sedan with a roomy cabin and large boot, and two models, the EX and the EX-L, or Luxury.As the entry level model the EX had a four-cylinder engine, but the EX-L could also be had with a V6 for a little more punch.  The 2.4-litre four-cylinder boasted double overhead camshafts with variable valve timing for good flexibility across the rev range.  At its peaks it developed 119 kW at 6000 revs and 221 Nm at 4250 revs, enough to make it a willing performer.For some road testers the four was a better choice than the 2.7-litre V6 engine available in the EX-L, which lacked the low-end punch of an   engine of its size and type.  When delivering its best the V6 produced 138 kW at 6000 revs and 247 Nm at 4000 revs.EX buyers could choose between a five-speed manual and a five-speed auto, but those who chose the EX-L got the auto standard.  Buyers of the base EX got air-conditioning, remote central locking, power mirrors and windows, trip computer, cruise, CD player and 16-inch alloys.Those who stepped up to the EX-L also got leather trim, power driver seat, fog lamps and 17-inch alloy wheels.  Both models had a split-fold rear seat and a full-sized spare wheel.IN THE SHOPThe Magentis was a major step up in quality from the Optima it   replaced and that's reflected in the fit and finish, the feel and the   driving experience. It's also reflected in the reliability owners have experienced.The few complaints from owners have been minor rather than anything of a major nature.  Make the usual checks for crash repairs and ask for a service record to make sure the maintenance has been kept up.IN A CRASHKia fitted the Magentis with an impressive array of safety gear, including six airbags, anti-skid brakes and electronic stability control.  It was so well equipped that ANCAP awarded it four stars when it was crash tested.UNDER THE PUMPKia claimed the 2.4-litre Magentis would return an average of 8.1 L/  100 km and the V6 9.3 L/100 km.  Cars Guide readers report they get on average 8.5-9.5 L/100 km.One reader has run his on E10 and says it gets 11.1 litres/100 km on   the ethanol blend, compared to about 9.8 L/100 km on regular unleaded.OWNERS SAYFacing retirement Bob Archibald decided to downsize from his petrol-  guzzling ED Falcon to a smaller, more economical car. After finding   the prices of cars like the Camry and Accord too steep he settled on   the 2.4-litre Magentis EX. He was very impressed by the warranty and   the safety features it had, but also the roomy cabin and large boot,   as well as the responsiveness of the four-cylinder motor and   smoothness of the auto. A year on from the purchase he couldn't be   happier with it, he says it has been reliable, economic and fun to   drive.John Williams needed a new car quickly after his other car had been   damaged in a hailstorm and he settled on a 2006 Magentis EX. He   admits being worried by the cheap and cheerful tag associated with   KIA, but decided to take the chance anyway and he has been more than   pleasantly surprised. So far it's done 55,000 km and he has had to   have a leaking timing chain cover attended to, he's replaced the rear   brake pads, and there's a so far undiagnosed knock coming from the   rear of the car. He's critical of the cruise, the take-up of the auto   that allows the car to roll backwards on an incline, but says they're   minor.LOOK FOR. Pleasant styling. Roomy cabin. Good boot. Full-sized spare. Willing four. Much improved quality. Plenty of equipmentTHE BOTTOM LINEReliable and refined mid-sized sedan with a high level of equipment and impressive safety.

Italian cars have long been high on style and performance, but they have also always come with lingering doubts about their build quality   and reliability.  The current crop of models, like the Alfa Romeo 147, promise the same tantalising mix of looks and speed, and the claim that the bad old days are now well and truly buried in the past.But are they really any better than those old models that caused their owners so much heartache?MODEL WATCH Alfa Romeo is a long established, well-respected sports car manufacturer with a proud racing history dating back almost 100 years.  Today, it's part of the Fiat empire, along with the other great Italian brands like Ferrari, Maserati, Lancia, and Fiat.The 147 was part of a new thrust of models designed to breathe new energy into the brand.  It was an attractive, flamboyantly styled small hatch with a choice of three and five-door body styles.There could be no mistaking the 147 with the bold 'Quadrifoglio' badge atop a grille that was instantly recognisable as an Alfa signature.While pretty by hatch standards the 147 came with a few compromises.  It had a high waistline, thick pillars, a large centre headrest and a   smallish rear window, all of which restricted the driver's vision and made the cabin somewhat dark and gloomy.Inside, it boasted heavily contoured, supportive front seats. Those in the rear, however, found themselves a little cramped, and luggage   space was limited.  The interior appointments tended to be fiddly more than practical, but looked good.With large alloy wheels filling out the wheel arches located at each corner the 147 had a bold presence that spelt 'fun at the wheel'.There was a choice of two engines, a 2.0-litre four-cylinder 'Twin Spark' engine and a 3.2-litre V6.At its peak the 2.0-litre four was putting out 110 kW and 181 Nm, enough to make it a fun drive without being sizzling.  Buyers of the 2.0-litre could have the standard five-speed manual gearbox, or the semi-auto clutchless sequential shift Selespeed five- speed transmission.The V6 GTA, with 184 kW and 400 Nm, was a real excitement machine.  Transmission choices with this engine were a six-speed manual or a   six-speed Selespeed gearbox.IN THE SHOP Alfas are generally sound, but they can be frustrating with niggling little problems.  Look for oil leaks around the engine and transmission, also inspect for coolant leaks.Brake wear can be an issue, expect to replace pads and rotors more regularly than on other cars.  The cam belt on the 2.0-litre must be replaced every 60,000 km or three years, ignore it and there's a good chance it would break and cause major internal damage to the engine.It's perhaps best to dodge the Selespeed transmission; it can give trouble, and can be expensive to repair, and it's not that pleasant to drive anyway.  Look for signs of being driven hard and walk away if it appears a car has been abused or even used in motorsport events.Regular service is important with the 147, so check for a reliable service record.IN A CRASHThe 147 was quite well equipped with safety gear from the beginning.   Even the 2001 models had electronic stability control and dual front, side and curtain airbags standard.  Despite this impressive array of safety equipment the 147 only rated three stars under the NCAP testing regime.UNDER THE PUMP The 147's fuel consumption can be closely linked to the way it is driven. If driven conservatively it will sip fuel at the relatively economical rate of around 8.0 L/100 km, but driven enthusiastically it will guzzle as much as 11 L/100 km.OWNER'S SAY Tammy McLeod bought her 2004 147 last year as a Christmas present to herself and adores it. The moment she sat in it she knew she had to have it. It had 43,000 km on the clock, the paint wasn't too bad, and she reckons it was a bit of a bargain at $17,000. She loves its fast and immediate response when she plants her right foot. She also loves the handling. Tammy now considers herself an Alfa aficionado.LOOK FORStylish looksFive-door practicalityRestricted visibilitySpirited enginesResponsive chassisAgile handlingPoor resaleTHE BOTTOM LINEGood looking and great driving, but the dark cloud of unreliability still hangs over the brand.

Hyundai reckoned there was money to be made in vans and why not after seeing the Kia Pregio cut a swathe through the market.  It didn't take a rocket scientist to work out that a value-for-money van could do to the light commercial market what the Korean carmakers had done to the passenger car business.The Koreans transformed the local car business with their value-for-money proposition and it stood to reason that the same could be done to the van market.  A quick scan of the monthly sales numbers is enough to show that the Hyundai has, indeed, had a major impact with its iLoad van.MODEL WATCH While the Kia Pregio had been a great sales success with its value-for-money proposition, diesel engine, and features like air, CD player and power windows it was a rather crude device that won few fans.  The Pregio's diesel engine was old technology and the exhaust emission laws of this country eventually caught up with it and Kia removed it from the market.But in the time it was in the market it shook up the van segment, racing to second overall behind the top-selling Toyota HiAce. Its departure left a gaping hole in the market, one that every van maker looked to fill.No one has actually filled the void left by the Pregio, but the Hyundai iLoad has come the closest to doing it.  It was always going to be difficult to take over from the Kia van where it left off because the Pregio was a very basic, even crude vehicle and no one was building anything similar.The only similarity between the Pregio and the iLoad was their country of origin; both came from Korea.  In reality they were poles apart. While the Pregio was rough and ready the iLoad was smooth, comfortable, refined and used modern technology.The iLoad was available in two models, the van and the crew van.  The van had seating for three in a well laid out, comfortable and modern, well-equipped cabin, while the crew van had an extra row of seats and could accommodate six.There was a choice of two engines, a 2.4-litre four-cylinder petrol engine putting out 129 kW at 6000 revs and 228 Nm at 4200 revs, and a 2.5-litre common rail turbo diesel producing 125 kW at 3800 revs and 392 Nm at 2000 revs.The petrol engine came bolted to a five-speed manual gearbox; there was no auto option, while the diesel could be had with either the five-speed manual or a five-speed auto.  In standard form the iLoad came with sliding doors on each side and a lift-up tailgate at the rear, but there was an option of barn doors that allowed it to be loaded using a forklift.The load space is cavernous. The iLoad van would take up to 5.3 cubic metres of cargo weighing up to 1100 kg; the crew van a little less.Both came with plenty of standard features including air conditioning, keyless entry, power windows and mirrors, iPod jack and MP3 integration.  The crew van also came standard with a fixed floor-to-ceiling partition with inbuilt rear view window for extra safety.IN THE SHOPHyundai's build quality has improved markedly in the years since the brand was first launched in this country, and owners have few  complaints about their vehicles.  Like the rest of the range the iLoad is well built and gives little trouble.When buying a commercial vehicle look for possible abuse through being driven by hired hands who could care less about the boss's investment.  Commercial vehicles also operate regularly in tight spots, like loading docks, yards, and back alleys, in the course of their work.  Bodywork can often be scarred when accidentally scraped on walls, bins and obstacles they encounter.  Check for servicing records, owners and drivers sometimes neglect servicing to keep their vehicles on the road and earning an income.   For them servicing time is downtime.IN A CRUNCH All models features dual front airbags, ABS anti-lock braking and electronic brakeforce distribution.  At launch the diesel models could also option electronic stability control and traction control.  ANCAP rated the iLoad at four stars when it was tested.UNDER THE PUMP Hyundai claimed the iLoad would do 10.1-10.6 L/100 km with the petrol engine and when tested by Cars Guide it returned 11.8 L/100 km.  Those with the diesel engine, it was claimed, would do 8.5 L/100 km with the manual gearbox and 9.6 L/100 km with the auto.LOOK FOR Modern looksVoluminous load capacityEasy to driveGood visibilityEconomical dieselFour-star safetyWell equippedTHE BOTTOM LINERefined, comfortable, efficient and well-built workhorse that gets the job done. 80/100

Not so long ago you would have been laughed at if you'd suggested that your aspiration was to own a small car, but that's how far the market has matured in a very short time.Such is the maturity in our market that when Audi launched the A3 in 2004 it was quite open about its ambition for it to be a small car people would aspire to own.Audi said upfront that it wasn't out to become the volume leader in the segment; its ambition for the A3 was for it to be the benchmark in the class.MODEL WATCHThe A3 was the entry model in the fast growing Audi range and that put it up against cars like the BMW 1-Series, Mercedes-Benz A-Class, Volvo S40 and even the Alfa 147. Although it looked less aggressive than its predecessor, and was 55 mm longer, 30 mm wider and 10 mm lower, there was still a familiarity about it that reminded you of the old model.While the A3's looks were underwhelming there was big news under the skin with a number of innovations including new suspension, electro- mechanical steering, a new and innovative direct injection engine and a direct shift gearbox.The engine range was made up of three petrol engines and a turbo- diesel. It kicked off with a 1.6-litre single overhead camshaft four- cylinder engine that produced 75 kW at 5600 revs and 148 Nm at 3800 revs and ended with a 3.2-litre V6 that offered 184 kW at 6300 revs and 320 Nm at 2500-3000 revs, but the real interest was in the 2.0- litre FSi engine and the 2.0-litre turbo-diesel that fitted in between the bookend engines.The FSi was a direct injection engine where the fuel was vaporized in the combustion chamber and not in the intake manifold, as is the case with most petrol engines. Audi claimed significant improvements in response, economy and efficiency for the new engine, which put out 110 kW at 6000 revs and 200 Nm at 3500 revs and promised 0-100 km/h sprinting in 9.1 seconds. The turbo diesel produced 103 kW at 4000 revs and 320 Nm at 1750-2500 revs.The 1.6-litre engine was available with a five-speed manual gearbox or a six-speed tiptronic auto, FSi buyers could choose between a six- speed manual and six-speed auto, while diesel buyers got a DSG sequential-shift manual shift six-speed.The DSG was an innovative gearbox that had two clutches working in tandem for smooth, seamless shifting. While one clutch was engaged the other one preselected the next higher gear; then when it was time to shift up one clutch disengaged and the other automatically engaged bringing the higher gear into play.It works much like an auto 'box without the losses that come with an automatic transmission, and without the sloppiness that characterized the shifting of most other automated manual shift gearboxes.Audi offered two models in the A3 range, the entry level Attraction and the uprange Ambition. The Attraction came with a choice of the 1.6-litre and 2.0-litre FSi engines, along with 16-inch alloy wheels, cloth trim, split-system air, eight-speaker CD sound, stability control and traction control. The Ambition was available with the 2.0-litre FSi engine and the turbo-diesel. Perched above them all was the Quattro Ambition with the 3.2-litre V6, all-wheel drive and DSG transmission.IN THE SHOPOverall the A3 appears to be holding up well since its launch in 2004. The things most reported by mechanics are oil leaks and brake wear, the latter a common issue raised by owners of most European cars. Check for a service record to make sure the oil has been regularly changed; old oil can be a killer of engines.IN A CRASHWith front airbags, head and side airbags the A3 had plenty of protection in a crunch, while standard ABS braking, ESP stability control, and traction control it was also packed with the electronics to help avoid the crunch. When tested by ANCAP the A3 was given a four-star rating.UNDER THE PUMPThe turbo-diesel is the hero when it comes to fuel consumption with a claimed average of 5.7 L/100 km. Of the petrol engines the 2.0-litre FSi sets the pace with a claimed average of 7.7 L/100km, while the 1.6-litre has an average of 8.1 L/ 100 km and the V6 9.9 L/100 km. When Cars Guide tested it the 2.0-litre FSi Attraction averaged 8.9 L/ 100 km.OWNER SAYSThe only thing Aldo Scodella doesn't like about his 2007 Audi A3 is the cost of servicing it. It costs a "fortune" he says. It's a 1.8- litre TFSi and he's done 20,500 km so far without any trouble to report, but says he's still getting used to the hill-start assist and is having trouble getting away smoothly.LOOK FORUninspiring looksGood build qualityFSi performanceDiesel economyRobust and reliable.THE BOTTOM LINE: A well equipped, smooth and advanced small car that grows on you.

The Hyundai i30 made quite a splash when it landed here in 2007. With appealing looks, impressive quality, good road manners and safety it swept the Cars Guide Car of the Year judges off their feet.The win in the prestigious annual award was historic in many ways. It was not only the first for Hyundai, but also the first for a Korean   carmaker and removed any lingering doubts about the legitimacy of the Korean brands as world-class carmakers.In winning the award the i30 beat a top-class field from established and respected carmakers like Mazda, Ford, Mitsubishi, Mercedes-Benz.Having won over some of the country's most respected motoring scribes, the i30 has since gone on to win over the toughest judges of all, the Australian motoring public.MODEL WATCHWinning the Cars Guide Car of the Year gong was no mean feat; it was particularly meritorious because the i30 was in the most competitive market segment of them all.It was a breakthrough model for Hyundai, one that finally cemented its position as a carmaker of substance and not just a maker of cheap   and cheerful cars people buy purely on price without worrying about too much else.The compact i30 was launched as a five-door hatch with a choice of three models - SX, SLX and SR - and petrol and diesel engine options.The i30 slipped right into the Australian market with barely a ripple, possibly because it was designed in Europe and sat  comfortably alongside other cars designed in that part of the world.It looked smooth and modern with neat clean lines and balanced proportions, and boasted a roomy cabin for its size along with good   luggage space.A 2.0-litre double overhead camshaft engine that had variable cam timing and fuel injection provided the power across all models.  At its best it boasted 105 kW at 6000 revs and 186 Nm at 4600 revs, enough to keep it comfortably stirring along with the pack.  Hyundai also offered the economical option of a 1.6-litre four-  cylinder turbo diesel engine, which came with the peaks of 85 kW and 255 Nm.Both engines could be specified with a five-speed manual gearbox, but only the petrol engine was available with the four-speed auto until   2008 when it also became available with the diesel.  The entry level SX model came with air-conditioning, power windows and mirrors, and four-speaker CD sound, along with iPod connectivity.Step up to the sporty SR and you also got alloy wheels and a body kit, plus cruise, auto air, trip computer, fog lamps and six-speaker   CD sound system.  Make it all the way to the SLX at the top of the range and you got even more.IN THE SHOPThe step up in quality of Hyundai cars is clear from the reduced number of complaints received at Cars Guide. It wasn't so long ago   that it was something of a laughing stock, but that has changed in recent years.Few complaints have been received about the i30 since its launch, which suggests owners are content with their purchase.Despite this potential buyers are well advised to check their possible purchases carefully and thoroughly, looking for evidence of abuse or lack of maintenance from uncaring owners.  Check also for crash damage and poor repairs.IN A CRASHDual front airbags were standard across the range, but the SR and SLX also had the added protection of head and side airbags.  Before 2008 the SX and SLX had ABS braking with electronic brakeforce distribution, while the SR also had stability control and traction control standard. After 2008 stability control and traction control became standard across all models.  ANCAP rated the i30 at four stars prior to 2008, but five stars after that.UNDER THE PUMPHyundai claimed the 2.0-litre engine would return an average of 7.2 L/100 km with a manual gearbox, and 7.6 L/100 km with an auto.Cars Guide reported an average of 8.2 L/100 km when it tested the 2.0-litre shortly after the launch, while reader Terry Cahill says his   2.0-litre SLX auto gets 8-8.5 L/100 km around town and 7-7.4 L/100 km on the highway. Reader Ray Beebe reports he gets 6.0 L/100 km on average from his SLX diesel auto, compared to 4.7 L/100 km claimed by Hyundai.OWNERS SAYRay Beebe went shopping for a car that would fit into his garage, take his golf clubs and buggy, and had five-star safety when he replaced his 2000 Ford Laser with an i30 SLX diesel auto wagon. After 3000 km he is impressed with its power and its economy.Terry Cahill has enjoyed 57,000 km of trouble free motoring in his 2.0-litre i30 SLX auto. He likes its positive road feel, cornering, comfort, braking and the smoothness of the auto transmission.  Wally Rockawin would happily recommend the i30 SX diesel auto to his friends. He says it's well built, is great to drive and economical to run.Dennis O'Brien also gives the i30 SLX diesel a big tick, saying it's got great power and torque. His only negative experience has been a   notchiness when selecting second gear from first or third, particularly when cold.  He suspects the problem is due to the gear   selector cables needing adjustment and not with the synchroes.LOOK FORAttractive looking hatchRoomy cabin for sizeEconomical diesel the best choice .Comfortable ride.Safe and sound handlingReliableTHE BOTTOM LINE Affordable, well built, well equipped, safe and economical compact hatch. 80/100

It was only a matter of time before BMW introduced a new small car below its long serving and super successful 3-Series. The 3-Series was no longer the same relatively cheap and cheerful entry model that it was way back when it first hit the road, and as BMW's top selling model it made a huge contribution to the bottom line.When, over time the 3 Series grew larger and better equipped and consequently less affordable for those wanting to buy into the brand it left a gaping hole at the lower end of BMW's model range, one that just had to be filled by a smaller car like the 1 Series that arrived here in 2004.MODEL WATCHWhen it became known that BMW was going to introduce a new small car it was feared it would be a makeover of the Mini, but the German carmaker stuck true to its roots and the new 1 Series was rear-wheel drive. It also stuck to its own out-there styling path with sharply carved lines and chunky curves rather than follow the Mini's more loveable shape.The result was that the 1 Series polarized opinion, some thought it looked great, others awful. Opinion at the time of its launch tended towards the latter, but that's the same with most cars the Bavarian carmaker has launched in the last few years.BMW's approach with the 1 Series was similar to that it had to the 3 Series before it. With relatively affordable pricing the new small car provided a new entry point for those aspiring to own a Beemer, but it wasn't a cheap and cheerful car. It was well built, came packed with features and buyers had plenty of options to choose from.Later there would be six-cylinder engines, a diesel, coupes and convertibles, but at the launch the range opened with the 118i and the 120i four-cylinder five-door hatches.The engine in both was a double overhead camshaft 2.0-litre unit, in the case of the 118i it put out 95 kW at 5500 revs and 200 Nm at 3600 revs, but in the 120i it put out 110kW at 6200 revs and 175 Nm at 3750 revs. Anyone looking for a spirited drive would have found the 118i wanting, but would have been delighted with the 120i, which was a much more fun drive.The transmission choices were a six-speed auto and five-speed manual in the 118i, and six-speed auto and six-speed manual in the 120i. Fully independent suspension front and rear helped make the 'One' a sporty drive, and with anti-lock braking, traction and stability control it was also a safe one. The ride was firm thanks to the suspension settings and the run-flat tyres it used.Inside, the 1 Series wasn't particularly roomy, but it did have enough room for a couple of adults in the front and space for kids in the rear. Both models boasted a heap of features from air-conditioning, power windows and mirrors, remote central locking and CD sound. On top of that the 120i had cruise control.IN THE SHOPCarsguide readers have had little to report on the 1 Series suggesting they're enjoying a happy time with their little BMWs. While that suggests the 1 series doesn't have any serious problems, it would be wrong to suggest BMWs don't break down. Servicing and repairs can be expensive if you use factory dealers, but there are lots of experienced BMW specialists around who can maintain and fix cars at more affordable rates. Check for crash damage and service records to ensure cars have been looked after and well maintained. Expect tyres and brakes to wear faster than on some other makes.IN A CRASHWith an impressive arsenal of electronics, including anti-skid brakes, traction control and stability control the 1 Series had a solid underlying active safety package. There was also an impressive package of airbags to provide protection in a crunch, including dual front airbags, combined with head airbags and side front airbags.AT THE PUMPRoad testers of the time of the launch reported average economy figures of around 8.4 L/100 km on the 120i. BMW claimed an average of 7.8 L/100 km for the 118i and 7.9 L/100 km for the 120i.OWNER SAYSIan Robinson bought his 125i convertible after previously owning two other BMWs. He says it looks good and drives well, and to date there have been no mechanical trouble apart from a hole in the convertible roof, which was replaced under warranty after much argument with his dealer, but he says the leather interior seems to be of an inferior quality than the other BMWs he's owned. His main complaint is about the dealers he's used who in general, he says, haven't delivered good after-sales service and have been reluctant to fix problems under warranty.LOOK FORChunky looksCozy interiorRear-wheel driveEconomical foursResponsive chassisBMW badge cred.THE BOTTOM LINE: Great driving hatch with typical BMW rear-drive dynamics, but with firm ride and tight cabin.

Graham Smith reviews the 1999, 2000, 2001, 2002, 2003, 2004 and 2005 Discovery II as a used buy.

New South Wales will become the first state to outlaw regular unleaded petrol, leaving owners of cars using the 91-octane unleaded no choice but to use the E10 ethanol blend fuel. The law in NSW already requires fuel companies to blend four per cent ethanol in the regular unleaded they produce, and that will rise to six per cent on January 1, 2011 before going to 10 per cent on July 1 next year. While New South Wales is leading the charge to cleaner, greener ethanol blend fuel it is expected other states will follow suit. Queensland has indicated it plans to move to an E10 blend next January, but is yet to finalize the required legislation for the move. The Victorian government, meanwhile, has said it is planning a similar switch, but has not yet indicated when it might do so. At this point in time NSW is only replacing regular unleaded petrol with E10, a blend of 10 per cent ethanol with 90 per cent unleaded petrol, leaving owners the option of running their cars on the more expensive Premium unleaded or the even higher priced 98-octane unleaded fuels currently available. If the timing of the switch is still uncertain in some states, one thing that is clear is that motorists are facing an ethanol-powered future and the effect on some of the cars they're now driving, particularly the older ones, is still to be determined. The move to use ethanol in petrol is being driven by a need to cut our greenhouse gas emissions, but it also has the important effect of reducing our dependence on fossil fuels, which are said to be running out. Along the way the shift will also help Australia's balance of trade, given that more than half of the oil and gas we use is imported and adds some $17 billion to our trade deficit with predictions that it could go as high as $30 billion by 2020. Unlike oil ethanol is a renewable fuel, currently made locally from waste products such as sugar cane, waste from starch production, red sorghum, with other feedstocks being developed for future use. While all that is laudable it doesn't answer the very real questions motorists have about the effect of ethanol on their cars. For starters ethanol has a higher octane rating than regular unleaded, generally running at 94-95 octane against the 91 of the outgoing regular unleaded. As a result owners may notice an improvement in the performance of their cars when using E10, but they might also see a slight increase in fuel consumption, by one to three per cent, according to the Biofuels Association of Australia. But that is more than compensated for by the lower price of E10 at the pump. But the current fears of owners are being fed by past reports of cars having had issues with corrosion and damage to rubber seals and gaskets when run on ethanol. The corrosion concern has been addressed by the requirement to add a corrosion inhibitor to the ethanol, leaving open the question of the effect on seals in the fuel system. BP has come out and said that cars manufactured after 1986 and using regular unleaded can switch to its E10 fuel without a problem. The oil company says that it has sold more than 100 million litres of E10 in Australia since 2000 and has not had a single complaint. So confident is it that BP backs its claim that E10 will not cause any problems with a guarantee. Other oil companies are expected to make similar claims about their own fuels, and are expected to have their own guarantees to ease the fears of motorists. While BP says that cars made after 1986 will be fine on E10 owners should consult the FCAI website, which has a comprehensive guide to E10 compatibility of most cars on the road. Virtually all cars sold in Australia in the past two years or so won't have any problems running on E10, so too will the majority of cars built after 1986. But cars built before 1986, and that covers the vast fleet of classics on the road, are best not run on ethanol. They are the ones most likely to suffer problems with rubber seals and gaskets. The best option for owners of those cars in the medium term is to run Premium unleaded of the higher 98-octane unleaded and use an additive for valve protection.

While your average SUV looks like it could handle the bush few owners really believe deep down that they would if they were put to the test.  Most SUVs are bought as family wagons and used to transport the kids to school and pick up the shopping from the supermarket.  Rarely, if ever, do they venture beyond the city limits, and when they do it's usually only as far as a local beach or a nearby camping ground.But Toyota was keen to show that its new RAV4 really could handle the rough going when it decided to launch its 2006 model in the Flinders Ranges in South Australia.  It was a deliberate attempt by Toyota to prove its smallest off-roader was little more than a soft townie at heart.MODEL WATCHThe all-new 2006 RAV4 was a far cry from the cute little fun wagon launched back in the 1990s.  It was bigger in almost every dimension than its predecessor, it was also heavier by 180 kg, and it had grown into a full-sized family wagon with a much roomier interior.  There were six models in the range with three levels of equipment: CV, Cruiser and Cruiser L.All models came with the same 2.4-litre twin cam four-cylinder engine with variable valve timing boasting peak power of 125 kW at 6000 revs, that's up 5 kW, with the maximum torque unchanged at 224 Nm at 4000 revs.There was a choice of a five-speed manual gearbox or four-speed auto, with part-time four-wheel drive.  The RAV4 was essentially a front driver with drive sent to the rear wheels when the car's electronics deemed it necessary for safe traction.Tested on gravel roads at the time of launch the system switched seamlessly from two-wheel drive to four-wheel drive, with the only indication a light on the dash to inform the driver the switch had taken place.There was no low range for more serious offroad driving, but Toyota  felt its on-demand system was sufficient for what most RAV4s would be used for.  Underneath, the RAV4 had fully independent suspension at both ends, with MacPherson Strut at the front and wishbones at the rear.  All models came with 17-inch alloy wheels, CD sound, tilt-and-reach steering wheel, heaps of storage compartments, and cup holders.If you stepped up to the Cruiser mid-ranger from the base CV you got dual-zone air, traction control, hill-start assistance, and stability control.  Climb further up the ladder to the Cruiser L and you also got leather, a power driver's seat, and both front seats were heated.IN THE SHOPToyota enjoys a well earned reputation for quality and reliability, and although recent reports to Cars Guide suggest it has perhaps slipped a little from its lofty perch it is still right up there with   the best.Cars Guide readers rarely complain about the RAV4, which suggests they are happy with their choice of car.  Build quality is of a good level, the interior plastics and other hardware stands up well to normal use.With any SUV, including the RAV4, it's important to check for signs, not so much of use off-road, but of off-road abuse.  It's possible to drive off the black top without beating your car to death, so check for underbody damage, damage to suspension and driveshafts that suggest an uncaring driver.  Also look for evidence that regular maintenance has been carried out, particularly of oil and filter changes.IN A CRASHAll models had ABS anti-skid brakes with brake-force distribution, along with active four-wheel drive, which endowed the RAV4 with decent active safety.  For more, the Cruiser and Cruiser L offered traction control and stability control systems.Add the passive protection of twin airbags on the CV, plus side and curtain airbags on the Cruiser and Cruiser L, and the RAV4 scrubbed up pretty well for safety, well enough to be awarded four out of a possible five stars by ANCAP.AT THE PUMPToyota claimed it had squeezed a little more economy out of the RAV4, with the manual model down to 9.1 L/100 km.  The figures provided by reader reporter David Simos suggest that Toyota's claim is pretty much on the money.OWNER'S SAYDavid Simos switched from a 2001 Volvo Cross Country to a 2009 RAV4 CV manual about 15 months ago in the hope of a more reliable run. He has since done almost 39,000 km and says there have been no problems and he is really pleased with it. Simos chose the cheapest Japanese/  Australian car that fitted four, a pram, stroller and port-a-cot, and that was the RAV4 CV manual. He says the sliding rear seat, which increases boot space, is great for work, the underfloor storage in the boot is excellent for storing a toolbox and foldaway trolley, but the swinging rear door can be a problem if you're parked in a tight spot or on an incline. The only issue of concern he has had is a whirring noise that seems to come from the front right of the vehicle at 70 km/h in higher gears, and he says it's revving a little higher than he would like at 100 km/h.LOOK FOR. Family-sized wagon. Roomy interior. Competent all-wheel driver. Four-cylinder economy. Quality buildTHE BOTTOM LINENo longer just for the young or young-at-heart the bigger, better   RAV4 is a competent family all-rounder.COMING UPWhat do you think of your Hyundai i30? Send your comments to Graham   Smith at Cars Guide or e-mail to grah.smith@bigpond.com.

When the Toyota HiLux first appeared on the monthly top-10 sales list a while back it was dismissed as an aberration rather than a meaningful shift in the market.  A year or two on the Toyota ute is not only still there it's well entrenched in the top three or four selling models.The stunning success of the HiLux has caused other manufacturers of similar utes, like Ford, to take another look at their own models with a view to cashing in on this new popularity.  When they did look they found the reason for this new success didn't lie in the traditional working class segment, but in the growth in the use of these vehicles for recreation.For its part Ford, and its Mazda partner, went back to the drawing board and came up with a new and expanded range of utes to cover all bases in the changed market.MODEL WATCHIn a reflection of the changing demand from ute buyers Ford changed the name of its offering, from the rather working class Courier to the rather more adventurous Ranger.  It's the demand from people who want to use them for more than their work needs, for their recreational, or lifestyle, purposes as well that is driving the development of today's one-tonne utes.  The Ranger is in reality a Mazda BT-50 with a different set of sheetmetal clothes.Ford followed its "trough truck" theme when it restyled front of the Mazda to create the good-looking Ranger with a clear link to his F150 big brother.  The restyle brought a new grille and blue oval badge to the Mazda's muscular lines, which gave it a bold, purposeful look, but the rest was all Mazda BT-50.Ford's model line-up included three body styles, with the single cab, extended Supercab, and the Crewcab.  Each was available as a cab-chassis and a ute with a box bed, and in 4x2, 4x2 Hi-rider and 4x4 models.Two equipment levels were offered; XL on 4x2 models, and XL and XLT on 4x4 models, with the XLT 4x4 being the hero model aimed at those using their Ranger for a bit of weekend fun.Inside, the Ranger was the same as the Mazda, apart from the steering wheel. It had the same neat car-like dash, a standard MP3-compatible CD player, a decent array of dials, dual airbags, and most models had standard air-conditioning.Underneath, the Ranger had a beefed-up ladder chassis, torsion bar front suspension and longer rear leaf springs with heftier shocks to improve the ride without sacrificing its load carrying capacity. The steering was also retuned to be more responsive.Braking was by front ventilated discs and rear drums, with ABS antilock and EBD electronic brakeforce distribution systems standard on the XLT, but optional on the rest of the range.Like Mazda Ford dropped the petrol engine option in the Ranger and only offered diesel engines.  There were two of them, both with common-rail injection and variable geometry turbocharging for smooth and steady power delivery across a broad rev range.The 4x2 models had a 2.5-litre version that produced 105 kW at 3500 revs and 330 Nm at 1800 revs, while the 4x2 Hi-rider and all 4x4 models had the extra zip of a 3.0-litre version that produced 115 kW at 3200 revs and 380 Nm at 1800 revs.There were two transmissions on offer, a five-speed manual, which was standard across the range, and a five-speed auto, which was optional with the larger engine.Manual four-wheel drive models had a dual-range transfer case with remote locking front hubs and a limited-slip rear diff; the autos had an electronic shift-on-the-fly mechanism for easier 4x4 operation.  All models had a full one-tonne payload, while the 3.0-litre manual would tow three tones.IN THE SHOPThe Ranger is generally a tough and reliable ute, whether working or touring the land on a journey of discovery.  There have been some issues with the cruise control where fitted and Ford is in the process of changing to a new supplier to fix the problems. If you are looking to buy a model with a factory-fitted cruise check the operation to make sure it is working correctly.There have also been one or two reports of auto transmission troubles, specifically reports of gears slipping, so check the auto transmission carefully.  Look for the telltale signs of hard work, either on the work site or in the bush; in particular look for battered bodywork and underbody.IN A CRASHUtes have generally trailed passenger cars in the level of safety they have offered, but the latest models are closer than ever to their sedan cousins.With ABS antilock brakes and EBD brakeforce distribution the Ranger has a reasonable level of active safety, while dual front airbags give it the basic level of passive safety.  ANCAP rated the Ranger 4x4 at three stars out of a possible five.AT THE PUMPWith a diesel only option the Ranger manages to dodge the fuel consumption bullet that hits most of its rivals offering a petrol engine option.  The base model with the 2.5-litre engine boasts a claimed consumption of 8.3 L/100 km, while those models with the 3.0-litre engine are claimed to deliver 9.2 L/100 km.OWNER SAYSDavid Trevaskis has had his 2007 Ford Ranger diesel auto for 18 months now and is really happy with it. It's tough, good on wet or dry forest tracks as well as ordinary roads, rides comfortably, has good fuel efficiency, and an excellent towing capacity.LOOK FOR. Tough Ford looks. Diesel economy. Good build quality. Comfortable ride. Three-tonne towing ability. One-tonne payloadTHE BOTTOM LINEWell built ute that drives smoothly and delivers diesel economy.