Articles by Graham Smith

Mercedes-Benz is turning blue to be green by employing the European favoured Selective Catalyst Reduction (SCR) technology, or Bluetec as Mercedes-Benz calls it, to meet the new 2008 exhaust emission rules.SCR, along with Exhaust Gas Recirculation (EGR) is one of the two most common technologies being used by truck makers globally to meet the tough new exhaust emission rules.It is generally seen as the simpler way of achieving the end goal of reduced emissions than EGR because it's a relatively simple technology that doesn't require any changes to the base engine as EGR requires.Instead, SCR injects Adblue, a water-based additive, into the exhaust stream. In the process ammonia is released, which converts the harmful NOx into harmless nitrogen and water.It's an out-of-cylinder approach whereas EGR is an in-cylinder approach to cleaning up the exhaust that needs major changes to the engine itself.The benefits of SCR are that the engine can be run in a dirtier state because any extra emissions produced can be cleaned up in the exhaust stream after they leave the engine.That allows the engine designers to tune the engine to develop more power and better fuel economy, without being hamstrung by the need to make the engine itself clean. As a result, the retuned Mercedes-Benz engines run a higher compression ratio and are putting out as much as 20 horsepower more than the current engines.An SCR engine will also run cooler so there's no need to bulk up the truck's cooling system as there is with EGR, which causes the engine to run hotter.For the operator that means better performance and lower running costs.Most operators who have had the chance to sample one of the many test trucks being evaluated in Australia by those manufacturers using the SCR strategy — Iveco, MAN, DAF, Scania, Volvo and UD — report better performance and driveability from the new trucks compared to their own trucks, and most claim improved fuel economy.The downside for operators is that they have to cover the extra cost of the Adblue, which is generally added at a rate of 3-5 per cent. Adblue is carried in a separate tank on the chassis. It's generally around 80 litres in capacity, which was enough to get a B-double from Brisbane and Adelaide and back in recent testing done by Volvo.Mercedes-Benz has six SCR-equipped trucks under evaluation locally, including two Atego rigids, one Axor prime mover, and three Actros prime movers. All are being put to the blowtorch in some of the toughest applications in the country to ensure they're fully prepared for the introduction of the new rules in January. 

It might at first seem odd that a hard-working commercial vehicle such as the Renault Trafic van needs to look good, but it's not so hard to understand when it's realised that it also plays a role in promoting a business as well as carting its cargo.Rolling down the road, or parked in a suburban driveway, a van is a rolling billboard and good looks create a good impression with customers and those who might be thinking of doing business with you.Already a good looker, Renault recently revised the Trafic model range using the knowledge of what's sold well in the past couple of years and what hasn't sold so well. The result is that the range is now made up of two panel vans with a raft of options.The van choices consist of a short wheelbase 5m³ model and a long wheelbase 8m³ model like the one recently driven by Big Wheels.Both have the same low roof height for access to height-restricted sites, and the maximum payload is 1200kg.The Trafic recently underwent a makeover to freshen it for the new Euro 4 emission rules, and while the big changes were made to the engine, Renault also made some minor cosmetic changes to the interior, with a new dash, and exterior, with new headlights and tail lamps.Inside the Trafic's cabin is about as close as you'll get to a car. There isn't a huge step up into the cabin, and once you're aboard it feels much like a car with a comfortable driving position, stylish dash, neatly laid-out controls for the standard airconditioning and sound system including the CD player, soft-feel steering wheel, power windows and mirrors, and comfortable cloth-trimmed seats.There are also plenty of storage options spread about the cabin. Drivers have the protection of an airbag and a passenger airbag is an option.But it's under the bonnet where the significant changes have been made. A new 16-valve 2.0-litre common rail, four-cylinder, turbo diesel now provides the Trafic's get up and go.The new engine is Euro 4-compliant and puts out 85kW at 3500rpm and 290Nm at 1600rpm, which is processed through a six-speed manual gearbox as it makes it way to the front wheels.On the road the Trafic is a smooth performer rather than a tearaway. The combination of the 2.0-litre turbo diesel and six-speed manual gearbox is well balanced making the Trafic a pleasant van to drive.It has good flexibility through the mid-range with quite good pick-up when you need to go a little faster, but it won't pin your ears back at any time. In the time Big Wheels had the Trafic it consumed fuel at the rate of just 9.8 litres per 100km running around town.Smooth is a word that keeps coming back when describing the Trafic; it rides and drives smoothly, to the point it almost glides along the road.The steering is power-assisted and provides ample feedback, while being precise and responsive to driver input, and the turning circle is 13.17m.Braking is by discs with ABS, EBD brake force distribution and EBA brake assist standard. ESP stability control and traction control are both options.A one metre-wide glazed sliding door and rear barn doors that open to 180 degrees, provide access to the load zone, which measures 2800mm long by 1335mm high and 1268mm between the wheel arches.Inside it has eight anchorage points in the floor and four movable anchorages on each of the sidewalls.Wide bump strips and substantial front and rear bumpers protect the bodywork and lamps.The long wheelbase van is priced at $40,990, which includes a three-year/ 200,000km warranty and 24-hour roadside assistance.

And it was for those people who'd put up with the rough-and-ready van-based vehicles that passed for people movers before it hit the market.Where the previous van-based people movers were tall with a high centre of gravity, narrow track and a layout more suited to carrying a payload, the Tarago had widely spaced wheels with one at each corner, and the passengers sat low down and inside the track, which resulted in a much lower centre of gravity, and as a consequence, much better dynamics on the road.To help lower the centre of gravity, Toyota laid the fuel-injected, 2.4-litre double overhead camshaft four-cylinder engine flat under the floor. Access for checking the engine's vitals was through the bonnet. When pushed to its peak the Tarago's engine put out 102kW at 5000 revs and 208Nm at 4000 revs. There was a choice of a five-speed manual gearbox, but most families went for the electronically controlled four-speed automatic transmission. Final drive was through the rear wheels and there was a four-wheeldrive model offered up to 1993.Inside, the Tarago was perfect for the family, with plenty of room and comfortable and flexible seating for eight in three rows. Access to the third row was through a kerbside sliding door, or the rear lift-up hatch. At launch there was a choice of GLi, GLX and luxury GLS four-wheel- drive with independent rear suspension.For the first couple of years there was also the RV four-wheel-drive.The GLi had central locking and a radio-cassette system with six speakers, and from 1992 it also had power mirrors, whereas the GLX also had alloy wheels and power windows.The GLS four-wheel-drive had all of that, plus standard ABS braking. In 1993 Toyota released the Ultima, which came with a driver's airbag, ABS, alloys, cruise control, nine-speaker CD sound system, central locking, power mirrors and windows and sunroof.There was also a Getaway launched in 1994 and that had a driver's airbag, cruise, CD player, sunroof and six-speaker radio-cassette sound system. The Tarago generally remains tight and taut in the long term, but listen for squeaks and groans from the body and look for external bumps and scrapes that suggest neglect.Rear hatch struts can lose their lift after a while, but they're easily regassed if needed.Inside, the Tarago has hard-wearing trim and well-made plastics so it hangs together pretty well, but age will always take its toll so anticipate wear on high traffic-affected items such as seats.To keep maintenance to a minimum the engine has a timing chain instead of a belt that would need changing on a regular basis.Relatively modest performance from four-cylinder engineBreakthrough design for people moversComfortable transport for a large familyRear struts may need to be re-gassedLong-life spark plugs expensive to changeReliable drive trainSafe and secure handlingCheck body for bumps and scrapes TOYOTA TARAGO1990-2000Engine: 2.4L/4cyl 102kW, 208NmEconomy: Expect about 14L/100kmPrice: A 1990 GLi will cost about $6500-$7500, a 2000 model an early GLX, up to $4000 for a late one.Pay $9000- $15,000 for the 1990-1993 4WD GLS.The Ultima will cost $11,000-$20,000, and the Getaway $11,000-$18,000.Rating: 75/100Verdict: An oldie, but a goodie, the Tarago delivers safe and reliable transport for a large family . RIVALSHONDA ODYSSEYYears: 1995-2000Price: $10,000-$17,000 MAZDA MPVYears: 1993-1999Price: $8,000-$13,500 CHRYSLER VOYAGERYears: 1997-2001Price: $14,000-$24,000

Reputedly the world's safest truck, made its Australian debut at the recent Brisbane Truck Show and will soon take to the road locally.The big blue 448kW (600hp) V8 Actros 2660 prime mover is jam-packed with the very latest safety systems available within the DaimlerChrysler truck world to assist the driver to avoid trouble on the road.“It's the safest truck in the world,” says Carlo Beltrame, DaimlerChrysler's truck group senior executive. “Our rivals might have some of these systems, but no one else has them all in one complete package.”It begins with the truck's Telligent brake system, which is a platform built on a dual-circuit air brake system with 10-bar air pressure and disc brakes on all wheels, plus ABS, ASR traction control and auxiliary engine and exhaust brakes.The system processes signals from each brake, enabling it to respond in an instant with immediate application of the brakes.On top of that the Actros Safety Truck also has Telligent proximity control, which monitors the distance between the truck and the vehicle travelling in front and helps keep the truck at a safe distance from vehicles travelling ahead.In cruise control mode the system establishes a safe distance, which can be adjusted by the driver, by targeted intervention of the engine or the brakes.Even if it's turned off, the system will alert the driver, if he gets too close to the vehicle in front, with a warning light in the dash.Active Brake Assist is a recent evolution of the proximity control system and comes into play in potentially dangerous situations by warning the driver when the distance between the truck and the vehicle ahead drops below a minimum.If the driver doesn't respond, the system will automatically apply the brakes to a level of 30 per cent full power, followed by full power if necessary.The Safety Truck also has Benz's Telligent lane-guidance system, which uses a small camera behind the windscreen to record the section of lane immediately in front of the truck. If the truck unintentionally leaves the lane, it emits a typical rumble-strip sound from the radio speaker on the truck's danger side, prompting the driver to intuitively steer the other way.The first Mercedes-Benz truck fitted with these systems locally will be run by the Linfox group as a toe-in-the-water exercise. It too was exhibited at the Brisbane show.Lindsay Fox was so impressed by the latest safety systems in the Actros when he saw them at the 2006 Hanover truck show that he placed an order for one during the show.

The Laser was a shining light in the Ford range for the 20-plus years of its life before being dumped in favour of Focus in 2002. It had been the best-selling small car in the local market at one time and had a strong following from loyal owners who appreciated its economy and reliability. Those same qualities make it a popular choice for young drivers today.Model WatchThe Lasers that preceded the KJ model were pretty much just rebadged Mazda 323s, but the 1994 KJ was an attempt by Ford to move a little further away from the Mazda.For the first time there was even a unique body style. It was also unique in that it was imported from Japan whereas the earlier models had been built locally.An expanded range of three models included three quite different body styles.There was a four-door sedan, which made use of the Mazda 323 body with unique Ford-styled sheet metal front and rear.A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed at the youth market. Ford's stylists took the Mazda 323 sedan and reworked it with a smoother front incorporating a larger bumper and unique headlamps, with a sharper boot and tail lamps to distinguish the rear.The KJ Laser sedan was larger than the model it replaced. Its wheelbase was 105mm longer, and the track was 30mm wider, adding up to significantly more head and shoulder room in the front, and more rear legroom.It was the Liata that really marked the move away from the 323. Given the popularity of five-door hatches, Ford regarded the Liata as the main model in the range.The Liata was smoothly styled and showed that hatches didn't have to be unpleasant boxes simply delivering function.Apart from a sportier grille the Liata was the same as the sedan forward of the windscreen, but from there back it was all new. With a steeply raked roof, spoiler mounted on the rear window, and large roundish tail lamps it cut a stylish profile. It was also slightly shorter than the sedan, because of its shorter rear overhang, but that didn't impact on its interior roominess.There was no mistaking a Lynx. The three-door Laser cut a rakish figure on the road, with its large headlamps that cut into the bonnet and bumper, sharply bobbed tail with a spoiler mounted on the rear glass, and egg shaped rear lamps making a bold statement.The Lynx sat on a 100mm shorter wheelbase, with a rear overhang shorter than both the Liata and sedan.Buyers could choose from 1.6-litre economy or a 1.8-litre performance engines. Both were double overhead camshaft units with sequential fuel-injection and variable intake which was designed to deliver torque at the low end when the intake tract was longer and power at the top end when it was shorter.The 1.6-litre economy engine was standard in the LXi and Liata. It produced 80kW at 6000 revs and 143Nm at 3500 revs, representing an increase of 25 per cent in power and 16 per cent in torque over the carb-fed engine in the previous model.The 1.8-litre engine was optional on the LXi and Liata, and standard on the Lynx. It put out 92kW at 6000 revs and 160Nm at 4000rpm.An upgraded five-speed manual gearbox or a four-speed electronic auto delivered the power to the front wheels.Underneath lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.All models had power steering, retuned for reduced effort and improved on-centre feel. Brakes were disc all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata and standard on the Lynx. Inside there was a new dash, moulded door trims, more supportive seats with height and tilt adjustment and upgraded sound systems.The entry-level model on the sedan and Liata was the LXi and there was a Ghia luxury upgrade available as well. When selected the Ghia brought the 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows and four-speaker sound.In the ShopThe KJ was built in Japan, which generally means better build quality. Add to that a stiffer body than preceding models and you have a car that stands up well. The KJ is not a car that suffers from rattles, unless it has been involved in a crash and poorly repaired.Mechanically the KJ is sound, the Mazda engines are reliable and give little trouble.Crunch TimeDual airbags were initially only available as an option on all models with the 1.8-litre engine, standard on the Lynx, but also became available with the 1.6-litre engine from early 1995.Owner's viewOwners generally report few problems with the KJ. They appreciate the performance of even the 1.6-litre and fuel consumption around 8-litres per 100km. Roominess is another aspect praised in the sedan and hatch.How muchShopping around for a car that has not been involved in a crash and also has a good service record will bring you rewards in this price range. For an entrylevel 1.6-litre LXi sedan you can expect to pay $3500-$4500. Add $1500 and you'll drive a stylish 1.8-litre Liata hatch. For the sportier ride of the Lynx you'll need to pay $5500-$6500.Rivals Mazda 3231994-1996 $3300-$6500Nissan Pulsar1995-1998 $4200-$7600Holden Astra1996-1998 $6000-$7600 Verdict While earlier Lasers were basically re-badged Mazda 323s this model had a unique body style and was fully imported. Ford's attractive styling combined with Mazda quality, safety and reliability make the KJ a good buy as a second car or first car for young drivers.RATING 65/100Stylish and practical small carRoomy interior will handle four adults with their luggageReliable Mazda mechanical package in a Ford bodyCheck bodywork closely for signs of accident damageWell balanced and responsive handling

Back then small cars were cheap and cheerful and bought by people who couldn't afford a bigger one, families drove four-door sedans, people-movers were called station wagons, four-wheel drives were rarely seen in town and luxury cars were measured by the metre.In that environment there was nothing bigger nor better than a Fairlane, and the ZB was king.Ford had the big-car market sewn up in the '60s; Holden was just moving into the large luxury-car business with the Brougham before they later moved to the more successful HQ-based Statesman and Caprice in the early 1970s, the first real competitor the Fairlane had.The Europeans in the form of Mercedes-Benz and BMW that would have such a profound effect in redefining luxury cars in the 1980s and '90s were yet to arrive, and Toyota was too concerned about building budget Corollas to think of entering the luxury business with the Lexus.As the son of a self-employed panel beater who believed British cars were under-powered and there was nothing like the easy driving smoothness of American cars with their big, lazy engines, I grew up in the 1950s with V8 Fords, six-cylinder Pontiacs and Oldsmobiles and the occasional straight-eight Buick.I was being subconsciously conditioned to believe big was better and American companies built better cars. I was being conditioned to love the Fairlane.I bought my ZB secondhand in 1975. It had been owned from new by a dairy company in Melbourne and had been driven for its 105,000 miles by one of the company's executives.Company bosses drove Fairlanes in those days, or at least were driven in them. The ZB was a 1968 facelift of the ZA introduced in 1967, first of the new generation of Australian-built Fairlanes based on the Falcon.Ford had done a great job in separating the Fairlane from the Falcon. It was clearly different in stature and, importantly, looks.Much of the Fairlane forward of the windscreen was the same as the Falcon of the day, but with dual headlights and a distinctive grille there was no mistaking it.It was even more distinctive as it went away, its longer wheelbase and longer tail flanked by elegant vertical tail lights.The extra five inches in wheelbase length on the regular Falcon was turned into spacious accommodation for rear-seat passengers and its extended tail became an enormous boot.It may have been a close cousin of the Falcon, but everyone just knew a Fairlane was much more. You could, if you wanted to, buy a Fairlane with a six-cylinder engine, but quite why you would have is beyond me.Mine was a range-topping Fairlane 500 with the 302cu in (4.9-litre) V8 linked to a three-speed Cruise-O-Matic transmission and driving through the rear wheels like the most cars in 1968.The V8 produced a modest 156kW, but it was enough to make sure progress was effortless.The Fairlane's ride was smooth and supple, but the comfort came at the expense of handling.Though it was predictable and reassuring, the power-assisted steering was vague and it wallowed in the American style when you tried to push it hard through corners, but the Fairlane was not about rushing down winding roads at breathtaking speed. It was more about cruising long distances in comfort.Inside, the Fairlane 500 came with everything on the Ford options list. The front seats were individual and could be reclined — not the bench seat the six-cylinder model had — and had extra foam padding for greater comfort and support.Sound deadening was widely used to quieten the interior, the floor was covered in deep pile “wall-to-wall” carpet, the dash was elegantly panelled in “walnut” wood grain, there was an electric clock, reading lamps in the rear, indirect floor lighting and even the comfort and safety of a two-speed heater-demister.Mine had one, but the push-button radio was one of the few options not included as standard equipment. Likewise you had to pay extra for a vinyl-covered roof, a laminated and tinted windscreen and white-wall radial-ply tyres.That may not sound so special today, when even the most basic of cars come with all of that, and more, but in 1968 the average car had none of these and the Fairlane was indeed special.I drove the ZB Fairlane for about two years before selling it, but I still have fond memories of it. I remember the comfortable seating, the roominess, but more than anything else, I remember the smoothness.Fairlanes still hold a special place in my motoring heart, at least the old ones do.Inside View  1967 ZA Fairlane  Price: Fairlane $3080, Fairlane 500 V8 $3885Engine: 200cu in “Super Pursuit” six-cylinder 3.3-litres; 500: Mustang 289 V8 4.7-litresPower: 90kW at 4400 revs; 500: V8 149kW at 4400 revsTorque: 258Nm at 2400 revs; 500: V8 382Nm at 2400 revsTransmission: Three-speed column shift gearbox; 500: V8 three-speed Cruisomatic automaticSales: 9000 in first 12 months. 2007 BF Fairlane/LTD  Price: $58,625 (4.0-litre Ghia), $65,405 (5.4-litre G8): $62,270 $75,525 (V8 LTD)Engine: Barra 190 4.0-litre six-cylinder, Barra 230 5.4-litre V8Power: Six-cylinder, 190kW at 5250 revs, V8, 230kW at 5350 revsTorque: Six-cylinder, 383Nm at 2500 revs, V8, 500Nm at 3500 revsTranmission: ZF six-speed automaticSales: 2006 — 1105 (Fairlane), 53 (LTD). 576 (Fairlane). YTD 2007 — 576 (Fairlane) 9 (LTD)  Best Years  1972 Fairlane 9667 sales1974 LTD 2543 sales1974 Fairlane/LTD combined 12,123 sales  Related stories:  Ford Farewells Fairlane and LTDNew Dawn for Fairlane 

Instead of the conventional rigid axle and leaf springs slung under the front of just about every truck on the market, including the rest of the 300 range, the Hino 3614 has a double wishbone arrangement with coil springs, much the same as you find under your average family four-door.The car-like suspension set-up is used to provide the driver with more ride comfort than the rigid axle can, and works a treat with much-reduced bump impact over the sort of surfaces you find around most towns.It's not really designed to handle the rough going as the rigid axle set-up is, but if you're a tradie or small businessman working around town and driving on reasonably good roads most of the time, it's worth considering.Coupled with the coil spring IFS is rack-and-pinion steering, giving the 3614 greater precision and stability. The result is a much more car-like performance.The 3614 has a Gross Vehicle Mass (GVM) of 500kg but can be derated to 4495kg so it can be driven on a car licence if needed. The front axle loading drops from 2180kg to 2060kg with the IFS.A narrow cab provides reasonable accommodation for three burly workers on a neat cloth-trimmed bench seat, the centre back of which can be lowered to form a working surface complete with a couple of drink holders when the third seat isn't in use.The Hino cab is the most modern of the small trucks presently on offer. It's nicely designed and well laid-out with good-quality plastics and fittings that make it a pleasant place to spend the working hours.It has plenty of features, including standard airconditioning, power windows, a good-quality sound system with CD player and all controls nicely within reach.Beating away under the cab is Hino's Euro 4-compliant 4.0-litre turbodiesel, which pumps out 103kW at 2700rpm and 364Nm at 1800rpm. On the road it has plenty of get up and go when asked to accelerate, but at the same time is very flexible and will lug from 1000rpm without complaint.It's hooked up to a five-speed gearbox that's quite low-geared in the lower ratios but which in the higher gears allows it to build some decent momentum.The five-speed is a carry-over from the Dutro and the shift is clunky, particularly compared to the new six-speed fitted to the wide-cab models with their more powerful engine.The 3614 is also equipped with a driver's airbag, seatbelt pretensioners and four-wheel disc brakes with ABS, which also includes Electronic Brake Force Distribution for even more effective braking.Like all 300 models equipped with manual transmission, the 3614 features Easy Start, an electronic device that holds it momentarily while the driver moves off and prevents it from rolling back in those few seconds he's fumbling between brake, clutch and gas pedals.It can be adjusted to come off quickly if you're on relatively flat roads or more slowly if you're driving in hilly terrain. It works well and adds to the driving safety.To enjoy the comfort of the IFS-equipped 300 you'll need to part with $45,740.

French carmaker Peugeot has long been highly regarded in Australia.The company won respect for its efforts in the early Round Australia Trials, regarded as a true test of a car at the time.But in recent times Peugeot has had a more checkered time with the brand not always well-supported. Consequently it has lost some of the lustre it once enjoyed.Build quality has been an issue with French cars and Peugeot has suffered from inconsistent quality, which wasn't always helped by a lack of support from dealers or importers.MODEL WATCHTHE 307 replaced the 306 in 2001 and came well-credentialed, having been voted European Car of the Year for 2002.The 306 was regarded as a small car, but the 307 was a size larger, almost a mid-sized model.Along with the extra size came an airy and roomy interior, which provided comfortable accommodation for four, or five at a pinch.French cars are usually renowned for their comfortable ride, but the 307 didn't fit the mould. The ride was more nervous and didn't have the absorbency of other Peugeots.On the road it showed a nice balance. It had good grip, communicative steering and a solid braking feel. Overall it was a nice package.Two petrol engines and a diesel were offered in the 307. The base 1.6-litre double overhead cam four-cylinder produced 80kW and 147Nm, and the 2.0-litre generated 100kW and 190Nm. The 2.0-litre single overhead cam diesel had 66kW and 206Nm.The transmission choices were a five-speed manual, which had a rather imprecise shift, and a four-speed auto, which was a limiting factor when it came time to get up and go.In auto form the 1.6-litre 307 was best described as lethargic. Even with the right foot buried in the carpet and the airconditioning off, the acceleration could be measured using the progress of the sun.In manual form it was a different story.With relatively short gearing the five-speed manual car got off the line quickly and with good torque spread it was easy to drive. It took 11 seconds or so to reach 100 km/h from a standstill and another 7.5 seconds to cover the standing 400m dash.The 2.0-litre was a nice little performer and the turbo-diesel delivered at the pump.The 307 came in hatchback form initially, but a wagon and a convertible were added to the range in 2003.The XS 1.6 five-door was the mainstay and had a host of standard equipment including front and side airbags, anti-skid brakes with brake force distribution, cloth trim, power windows, remote central locking, airconditioning, immobiliser, and CD player.The XS could also be had with the diesel engine.In addition there was XSE five-door, which had the 2.0-litre engine plus a leather-wrapped steering wheel and shift knob and five-stacker CD system.The XSi three-door sat atop the range with the 2.0-litre engine plus leather trim and 17-inch alloy wheels.ON THE LOTFOR a taste of French flair, get behind the wheel of a 1.6 XS hatch for $12,000 to $19,000; add $2500 for the frugal diesel.For 2.0-litre punch you will need to pay $18,000 to $22,000, add another $1500 and you will drive away in an XSi three-door.IN THE SHOPBUILD quality was inconsistent at first and there were a few problems as a result. The 307 seems to be plagued by electrical gremlins.Some owners complain about the rate of brake wear that has them replacing pads and discs relatively frequently. There is also some complaint about brake dust building up on wheels.Seats tend to collapse when the cushion material breaks down.Paint quality is also an issue so keep an eye peeled for blotchy marks and faded areas on exposed surfaces.It seems that most owners rate the 307 highly when all goes well, but quickly become frustrated when problems develop.It's a good idea to find a dealer with experience working on Peugeots because some appear to struggle to diagnose and fix faults when they occur.CRUNCH TIMETHE 307 had an impressive array of airbags that provided a comprehensive package of protection when things turned nasty. All models had front airbags for the driver and passenger, plus front side airbags and front and rear curtain airbags.With anti-skid braking, electronic brake force distribution and emergency brake assist and with good chassis fundamentals, the 307 is an attractive buy on safety grounds.THE BOTTOM LINERoomy car with good driving dynamics, but questionable quality.

These days the 70 is something of a dinosaur, but it has a loyal following among buyers who prefer simplicity to sophistication.Toyota makes rare changes to the hard-working 70 Series, which is one of the most enduring models on the motoring landscape.This year, change was forced by new emission rules.It prompted other changes, most importantly a new V8 turbo-diesel engine. It also got an MP3-compatible CD sound system and better power steering.Toyota says the job of re-engineering the front end to be compatible with airbags was too big and expensive to justify considering the limited market for the 70 Series, which dates to the 1970s.Toyota Australia reportedly fought hard with head office to have the 70 updated -- Australia is one of the few countries that persists with it. The arguments were obviously effective because Toyota has shoehorned a new 4.5-litre V8 common-rail turbo-diesel into the front of the 70 Series to bring it into line with the latest emission rules.As the V8 is wider than the outgoing six, it meant a rework of the front end and a new look.The new engine is Euro 4 compliant, has double overhead camshafts, four valves a cylinder, and a variable nozzle turbocharger with an air-to-air intercooler. It puts out 151kW at 3400 revs and has a remarkably flat torque curve that peaks with 430Nm at 1200 revs and holds it until 3200 revs.That's almost 24 per cent more power and a touch more than 13 per cent more torque than the outgoing turbo-diesel six. Even better, Toyota says fuel consumption is better.A five-speed manual overdrive gearbox processes the extra grunt, sending it through a two-speed transfer box to either the rear wheels or, when selected, all four. Front hubs are manually set, there is a limited-slip rear diff as standard, and optional front and rear diff locks can be added for better off-road traction.The power steering has more assistance at low speed. The interior looks much as it always has, but there's been some work done to make it more habitable.Toyota has expanded the range to eight models and a new four-door wagon replaces the entry-level, live-axle 100 Series.In addition to the new wagon there are the familiar 70 Series cab-chassis and two-door Troop Carrier body styles, with Workmate, GX and GXL specification levels.On the road, the 70 Series drives like it belongs in four-wheel-drive country. It gets the job done and feels safe and secure, but its on-road manners are dulled by its bias towards the bush.The ride is comfortable enough over smooth surfaces. Off road, it is in its element, there's plenty of wheel articulation and, with low-ratio four-wheel drive and optional diff locks if needed, there are few places it couldn't go.After mechanical reliability, towing is the most valued attribute of the 70 Series, according to Toyota research, which finds that more than 70 per cent of owners will make use of its 3500kg towing capacity at least once a month.To drive a piece of history you will pay $53,490, which gets you aboard an entry-level Workmate cab-chassis, but for the range-topping Troop Carrier GXL you will have to stump up $61,490.

Diesel has no future with Porsche. The German sports-car giant has ruled out the possibility of using diesel engines, but has given a big tick of approval to a hybrid.The head of vehicle testing and quality at Porsche, Benno Brandlhuber, says a diesel simply doesn't fit the Porsche DNA, but the hybrid is a perfect match.It will have a hybrid Cayenne in the line-up by 2009 and it is being considered for sales here late that year or early 2010."The diesel is heavier than a petrol engine and that extra weight goes on the front of the vehicle, which affects the dynamics in a way that compromises the Porsche driving experience," Brandlhuber says, speaking in Australia at a preview of the updated Cayenne four-wheel-drive wagon."It also doesn't have the performance at high revs like the petrol engine, which is so much a part of the Porsche brand."Nobody knows what the future will bring. In 15 or 20 years we might have another situation. But we have made the decision right now that the diesel is not for us."Having ruled out the diesel engine, Brandlhuber says the hybrid is a confirmed part of Porsche's future."The hybrid is an interesting concept for us," he says. "We know that in big cities we can achieve a fuel consumption saving of up to 20 per cent and still have the performance that is so important to the Porsche brand."When you have the electric motor and the normal engine working together you have a huge acceleration capacity and that fits perfectly with the Porsche DNA."The demand for a more environmentally friendly 4WD is coming mostly from America, which is one of the most important markets for the German carmaker and helps explain its interest in hybrid technology.Porsche has been working closely with Volkswagen and Audi on hybrid technology and has a petrol-electric hybrid Cayenne under development and a production introduction date of 2009.The green Cayenne will use a parallel combination of an electric motor and a V6 petrol engine. The batteries for the electric motor will be placed in the Cayenne's chassis.L IKE the diesel Porsche has rejected, the hybrid is heavier than a regular petrol-fuelled vehicle, mostly because of the bank of batteries it has to carry.According to Brandlhuber, the batteries add about 150kg to a regular Cayenne V6 but, unlike the diesel, the weight can be distributed around the vehicle to minimise its effect on dynamics. In the case of the Cayenne, Brandlhuber and his engineering team are working to place the batteries in a way that gets the weight as low as possible and spread around the vehicle.Porsche Cars Australia managing director Michael Winkler confirms the hybrid Cayenne will be considered for Australia.