Articles by James Stanford

Isuzu is offering a Traypack version of the NLR 200, which is rated for 2 tonnes, in short and medium wheelbase forms which come with a pre-fitted tray. The NLR 200 short wheelbase Traypack costs $39,990 and the medium wheelbase model is $41,490. These prices, along with others quoted, include dealer delivery charges but not government and statutory charges. The NLR models run a four-cylinder turbo diesel with 110kW and 375Nm of torque and come standard with a driver's side airbag and anti-skid brakes. Automated transmission versions of both are available for $2000 extra. The NPR 200 model, which is rated for 4.5 tonnes, is available as a Tradepack and Tradepack Premium with manual transmissions only. It is powered by a four-cylinder turbo diesel with 114kW and 419Nm. The NPR 200 Tradepack comes with a tray that includes a three-piece ladder rack and a 3.5 tonne rated towbar and uses a five-speed manual gearbox. It costs $49,990. A Premium version is available for $51,990, adding a six-speed manual gearbox, climate control airconditioning, cruise control, foglights, an information display and a metal toolbox.

The revolutionary eye wear, which can detect the onset of fatigue, is now available across the country through the AllRig by PACCAR parts and accessory retailer.  These driving glasses cost $4000, so you wouldn't want to sit on them or leave them somewhere, but that is a minor cost compared to the impact a fatigue related crash could have on a driver, their family and other road users. The Optalert glasses are the result of decades of research by Australian sleep expert Dr Murray Johns, who has come up with a complex system using sensors to monitor the eye movements of the driver to determine whether they are beginning to tire.  The glasses appear normal, but are hooked up to a small processor located in the cabin. It shows how tired the driver is. AllRig general manager, Ross Hudson, says the Optalert glasses are so impressive because they can detect fatigue before a driver realises they are tired.  "The technology, how it detects the movement of your eyes and distinguishes that from regular eye movement, is just amazing", he says. Sceptics of such technology will inevitably ask: wouldn't driver know when they are tired? Mr Hudson said they would, but not soon enough.  By the time you realise you are drowsy, it is too late, he says. "Your performance is affected well before you get any idea that you are tired.  The Optalert driving glasses alert the driver with a visual and audible warning with an easy-to-read drowsiness indicator." "It is then up to the driver to take note of the warning.  It isn't connected to the truck's ECU or anything like that, it won't shut the truck down when it detects the driver is tired", Hudson says. It is up to the driver to heed the warnings.  Several fleets, including BHP Billton and Toll have already ordered the glasses and AllRig is now receiving more enquiries from small operators now that it has been added to its range. "We've had quite few calls from the wives of truck drivers who want their husbands to come home safe", Hudson says.  Optalert CEO, John Prendergast, says owner drivers are particularly interested in the special driving glasses. "We find that owner drivers in particular have an acute awareness of fatigue issues and of course value their own safety. They want to keep repair costs low and keep the truck on the road earning money", Hudson says.  Many owner operators have found the Optalert system to be a very affordable insurance policy on their personal safety.

Driving a compressed natural gas (CNG) van like the new Mercedes-Benz NGT Sprinter would have to be one of the easiest ways to reduce the environmental impact of your operation.Ex-Holden innovation chief Laurie Sparke has long been advocating that clean burning CNG, along with LPG, could help Australia combat fuel shortages that are likely to occur in the future when China and India demand more of the world's oil supply. Australia is sitting on CNG reserves so large that we are exporting it to China for next to nothing. By using it ourselves, we could cut our dependency on foreign oil and reduce our emissions at the same time.So why wouldn't everyone who is thinking of buying a van rush out to their Mercedes dealer at snap up Australia's first CNG van? The first issue is access to the fuel. More public CNG filling stations are planned, but at the moment there are only three in Australia.The van also runs on petrol which is a big plus, although it requires premium fuel, but there isn't much point if you can't run on CNG. Most large scale customers will have their own CNG depots, or install them, but the answer for most others is likely to be home filling stations, already available in the US, which tap the CNG piped to your house and feed it into the car overnight.Another issue is the $7000 premium which is a fair whack. That said, for companies that want to market the fact they are running greener vehicles this is a small price to pay. The van itself is not as enjoyable to drive as the diesels in the Sprinter range, simply because it doesn't have the tremendous torque. It runs a 1.8-litre supercharged four-cylinder with 115kW and 240Nm torque.As you would expect with a petrol/gas engine in a big van, you have to get stuck in to keep the thing moving along. It seems gutless if you have just stepped out of a diesel, but it can still manage a reasonable pace as long as you're prepared to keep the revs up.The NGT Sprinter sounds like a normal petrol engine and you can hear the supercharger whine kick from about 4500 revs to 6500 revs. It's only available as a five-speed automatic which seems to work well enough.The interior looks just like those of other Sprinters except for a centre display that shows how much CNG you have left. The CNG tanks sit below the cargo floor so you don't lose any space.Refilling is a cinch too. Mercedes updated its 2.0-litre diesel four-cylinder diesel as well. There are two different versions which have both been upgraded. One has 95kW and 305Nm and the other has 120kW and 360 Nm and both use less fuel than before.Both are available with an optional five-speed manual or the standard Eco Gear six-speed manual with feature a high sixth gear for fuel economy and also comes with a feature that kills the engine when you pull up and restarts it when you depress the clutch. It's a handy system that will save a lot of fuel on city runs.Big Wheels tried both four-cylinder diesels and found them to have a great amount of low down torque with impressive refinement. Mercedes has also decided to fit driver and passenger airbags as standard, a move that should be applauded.Mercedes-Benz NGT SprinterEngine: CNG 1.8-litre supercharged four-cylinderPower: 115kW at 5000 revsTorque: 240Nm at 3000-4000 revsTransmission: Five-speed automatic, rear-wheel drivePrice: From $54,000

The ADF this week took delivery of nine G-Wagen models, which are part of a 1200-strong order placed in 1998.  The Austrian built G-Wagens will eventually replace the current fleet of British Land Rover Defender models currently used for cross country work.They are part of the Project Overlander program, under which 7000 field and land vehicles and trailers will be sourced between 2011 and 2018.  The ADF is yet to announce which medium and heavy vehicles it plans to purchase under the program.It has recently tested trucks from MAN, BAE Systems, Thales Australia, Oshkosh and Mercedes at its Townsville and Puckapunyal to select the most appropriate vehicle.  The Mercedes models on test included an armoured four-wheel drive and six-wheel drive versions of the Zetros and the armoured eight-wheel drive Actros.The nine Mercedes G-Wagens, which join two models that were handed over to the ADF in Austria late last year, will be tested thoroughly to check for any gremlins before full production of the fleet cranks up later this year.  Mercedes will supply the ADF with several different versions of the G-Wagen including a four-wheel drive wagon, a four-wheel drive cab-chassis, six-wheel drive single cab and six-wheel drive dual-cabs.As part of the ADF push to have more equipment sourced direct from the factory, Mercedes will also offer a armour kits for all vehicles.  Australian engineering company G.H Varley will fit out many of the vehicles with custom-made modules which will be detachable. These will allow the G-Wagens to be used for a range of tasks including the transfer of munitions, carry troops or be used as an ambulance.The ADF says using detachable modular unit design has evolved since World War II and allows for increased flexibility and reduces the need for purpose built vehicles that can only be used for limited duties.   The military G-Wagen models, made at the Magna Steyr plant in Graz, Austria, run can carry up to two tonnes and have a range of 600km to 800km.They run a 3.0-litre common rail V6 which complies with Euro 5 emission standards and has an average fuel consumption figure of 13.7 litres per 100km.  The ADF plans to fit the vehicles with electronic vehicle diagnostic systems to monitor the fleet and properly maintain it, a first within the Force.

...in the Classic Adelaide rally The Porsche 911 Turbo is just too fast in a straight line for me to get past.I've caught up, despite starting 30 seconds behind, but there is no way I can pass him. You see, I'm in a diesel Mercedes-Benz Vito.  When the PR bloke at Mercedes-Benz asks me to drive a van in the Classic Adelaide tarmac rally, I fear he has lost his mind. Of course I agree because I'll race anything, even a wheelie bin, especially if it belongs to someone else.The Classic Adelaide is the rally for fantastic sportscars in Australia. The gallery of precious metal this year includes priceless flawless Mercedes Gullwings from the 1950s, stunning Jaguar Le Mans specials, classic Ferraris, De Tomasos, Nissan GT-Rs, Toyota Supras, AMGs...and my van.Drivetrain This isn't any old van though, it's a Vito with a 3.0-litre turbo diesel V6.  The figures suggest it should get along ok. The engine produces 150kW and 440Nm of torque. It is linked up to a five-speed automatic and the power goes to the rear wheels.Size and fit-outI can't lie though. When I first see it in the car park with all the exotic machinery I am worried. It's an Extra Long crew cab and it is massive. I am pretty sure that it is the only vehicle longer than 5m in the event (5223mm). It stands out like an elephant in the loungeroom parked next to the low slung Aston Martins and Porsches that also run in the Thoroughbred Touring class.  The Vito has a second row of seats, which means it can carry five people comfortably as well as a rear cargo area best described as cavernous.There's 3.65m2 of load area and, if you take out the second seat row, that swells to 5.68m2.Driving The Vito would make a perfect support vehicle for one of the race cars — and that is what all the officials think it is.  Every time we roll up to the start of a stage, the officials wave us away. Support vehicles go that way, they shout.My co-driver, Tom Morrison, and I point to the numbers on the side of the van and explain we are actually in the event.  After a few seconds, the officials get it, but usually ask something like: Why?  It's a good question. Mercedes thought this van could go quite fast, and they were right.  Holding down the brake and building up the revs at the same time means the Vito shoots off the line.  It doesn't sling away from the start like the AMG rockets in front of me, but it is impressive for something you can move house with.The engine has plenty of go from 1500-2500rpm, but then it's time to start changing gears. There is no revving this engine out to the red-line. It's all very quiet in here, especially with a helmet on. That's good because I can hear Tom's warnings about tricky corners coming up, but strange because racing is usually accompanied by an awesome soundtrack of engine noise.Corners are a bit of a problem. The van is so tall and winning tarmac rallies wasn't all that high on the priority list when it was being developed.  The standard suspension is soft and the Vito does lean a fair amount. You get the feeling that if you push too hard it will just fall over. It is the first van to be sold in Australia with a five star crash protection rating, but I'd still rather not crash, especially as it doesn't have a roll cage.At least the suspension is predictable and the (standard) tyres have a lot of grip.  I turn off the traction control system, but the Electronic Stability Control is on all the time.  It comes on a few times, usually in the tight bends, but isn't too intrusive.No cars catch me on the first few stages, so I press a bit harder.  Maintaining high corner speeds is the key. While the torque is impressive, this engine doesn't have a heap of power to play with, so you don't want to wash off any speed unnecessarily.  I'm really pressing hard on the last stage before lunch and after about 6km I see a flash of red up ahead. It looks very much like the Porsche 911 Turbo that left the line 30 seconds ahead.  It is. He isn't so quick through the corners, but has enough grunt to keep me behind for the next two kilometres before the stage finish.Our class isn't timed, but we sneak in a stopwatch to compare with the cars in some of the other classes. We're limited to a top speed of 130km/h, but these other cars can go as fast as they want and most also have full pace notes.After the event I check some of our times and realise the big Vito has beaten some pretty impressive machinery, especially on the second day when the roads with quite slippery after some morning rain.  On one stage, our van was faster than a Lancia Delta Integrale, a 1995 BMW M3, and a Mitsubishi EVO IV, on another we are quicker than a 1994 Porsche 911 Carrera. Not bad for a stock standard delivery van.Mercedes Vito Extra Long Crew CabPrice: $58,490Engine: 3.0-litre V6 turbo dieselPower: 150kW at 3800rpmTorque: 440Nm at 1600-2400 revsTransmission: Five-speed automatic, rear-wheel driveFuel economy: 9.2L/100km combined 

There is more to towing than just hitching the trailer or caravan and pulling into traffic for a trip.Anyone who has lost control of a loaded trailer or caravan can tell you that getting it wrong can have serious consequences.Even taking a load of junk to the tip or picking up a box-trailer load of garden supplies can get ugly — or worse — if you are not adequately prepared.And learning to back and park with a trailer on the tail takes skill.The potential for disaster is everywhere: from choosing the right tow vehicle and preparing it for the job, to carrying too much weight, incorrectly distributing the weight of the load, or failing to maintain a trailer or caravan.STARTING POINTThe first step into tow land is to decide what you want to tow.More importantly, you need to calculate how much it weighs when fully loaded and ready for the road.This will help you work out if you can keep your existing car or whether you need to buy something new, perhaps a four-wheel-drive if you have horses or a big boat, to handle the tow work.TOWING CAPACITIESAll modern vehicles have a rated towing capacity.For example, a big 4WD such as a Nissan Patrol has a maximum towing capacity of 3500kg, but a small car such as a Toyota Corolla has a towing capacity of only 1300kg.The towing capacity includes the trailer or caravan, as well as all its contents, so people intending to tow a caravan should include everything they plan to take with them, including full water tanks.If you already have the caravan/trailer and can borrow a friend's tow car for a while, then it is easy to work out the weight of what you are towing.Just go down to a public weighbridge and roll the trailer on to the scales.Most new caravans have a rating that tells you how much the van is able to safely weigh, then you can compare this figure with the car's towing capacity.If your vehicle doesn't have a specified towing capacity (this often happens with older cars), you are allowed to tow up to 1 1/2 times the unladen mass of the tow vehicle, as long as the trailer and braking system complies with the relevant Australian Design Rule.If the trailer is not fitted with brakes, the mass of the caravan/trailer must not exceed the unladen weight of the tow vehicle, or 750kg.BRAKESThere are two common types of trailer brakes.The older type is mechanical, which triggers a hydraulic system that reacts when the tow vehicle decelerates.New trailers and caravans have an electric braking system that is much easier to control.Apart from being adjustable, electric brakes can be operated separately from the tow vehicle's brakes. If a trailer or van starts to sway, the driver can apply its brakes separately and have a much better chance of bringing it under control.WEIGHT-DISTRIBUTION HITCHA tow vehicle running with its nose in the air and rear almost rubbing on the ground is dangerous.Apart from all the wear and tear it causes, it also affects steering and braking.So a weight-distribution hitch is an important part of safe towing.OTHER GEARIt is a legal requirement for drivers to have a clear view of the road at all times, so you should consider fitting larger mirrors or mirror extenders, especially if towing a caravan.SPREADING THE LOADThe way a trailer or caravan is loaded is important.Put too much weight at the front or too much at the back of the caravan/trailer and it will negatively affect the handling, perhaps leading to a crash.MAINTENANCEMost trailers are stored in the back yard and are not used often, so it is important that they be regularly check and maintained.Wiring can easily corrode, causing lights to stop working, tyres can crack from old age, wheel bearings can dry up and braking systems can seize.The same goes for caravans.They may also be fitted with gas cylinders for cooking, which need to be regularly checked.GETTING IT RIGHTTow-Ed driving instructor John Eggenhuizen, who runs a national towing course, says towing accidents happen far too often.He tells of a just-retired couple who bought a $70,000 Toyota LandCruiser and a $65,000 caravan to set off on holiday, only to lose control and write them off in a crash.Eggenhuizen says such accidents are often caused by poor caravan/trailer set-up and a lack of experience.He says proper training prepares drivers for such situations, but also helps drivers with the sometimes difficult task of backing a trailer or caravan.BUYING A TOW CARBigger is usually better when it comes to tow cars.You don't need to have a giant 4WD, but they are often the best machines for the job.Vehicles designed for carrying heavy loads, including 4WDs such as the Nissan Patrol, Toyota LandCruiser and Land Rover Discovery, are the best if you have a heavy caravan/trailer.Mid-sized 4WDs such as the Nissan Pathfinder and Toyota Prado are also excellent, and family machines such as the Ford Falcon and Holden Commodore are good.Ford Falcon wagons and utes make better tow cars than Holden Commodores and regular Falcons because they have leaf-spring suspensions, and the Ford Territory's extra weight and reduced rear overhang makes it a good tow vehicle.Small 4WDs such as the Subaru Outback or Nissan X-Trail are OK for towing relatively light loads.Turbo diesels are the prime engine choice for many tow cars because they have lots of torque and don't use as much fuel as a petrol engine.Six or eight-cylinder petrol engines are good because towing requires maximum pulling force. The more torque an engine has the better it will be for the job.Four-cylinder petrol engines can pull lighter loads, but often struggle with heavier cargo.TOW DRIVING TIPSAllow extra distance in traffic.Apply throttle and brakes more gently.If the caravan/trailer starts to sway do not apply the tow vehicle's brakes. If the trailer/caravan is fitted with independent electronic brakes, apply them slowly. If not, continue at a steady speed or accelerate slowly.Engage a lower gear for better control downhill.If possible, pull off the road to allow faster traffic to pass and stop more often to rest. 

There is more to towing than just hitching the trailer or caravan and pulling into traffic for a trip.Anyone who has lost control of a loaded trailer or caravan can tell you that getting it wrong can have serious consequences.Even taking a load of junk to the tip or picking up a box-trailer load of garden supplies can get ugly — or worse — if you are not adequately prepared.And learning to back and park with a trailer on the tail takes skill.The potential for disaster is everywhere: from choosing the right tow vehicle and preparing it for the job, to carrying too much weight, incorrectly distributing the weight of the load, or failing to maintain a trailer or caravan.STARTING POINTThe first step into tow land is to decide what you want to tow.More importantly, you need to calculate how much it weighs when fully loaded and ready for the road.This will help you work out if you can keep your existing car or whether you need to buy something new, perhaps a four-wheel-drive if you have horses or a big boat, to handle the tow work.TOWING CAPACITIESAll modern vehicles have a rated towing capacity.For example, a big 4WD such as a Nissan Patrol has a maximum towing capacity of 3500kg, but a small car such as a Toyota Corolla has a towing capacity of only 1300kg.The towing capacity includes the trailer or caravan, as well as all its contents, so people intending to tow a caravan should include everything they plan to take with them, including full water tanks.If you already have the caravan/trailer and can borrow a friend's tow car for a while, then it is easy to work out the weight of what you are towing.Just go down to a public weighbridge and roll the trailer on to the scales.Most new caravans have a rating that tells you how much the van is able to safely weigh, then you can compare this figure with the car's towing capacity.If your vehicle doesn't have a specified towing capacity (this often happens with older cars), you are allowed to tow up to 1 1/2 times the unladen mass of the tow vehicle, as long as the trailer and braking system complies with the relevant Australian Design Rule.If the trailer is not fitted with brakes, the mass of the caravan/trailer must not exceed the unladen weight of the tow vehicle, or 750kg.BRAKESThere are two common types of trailer brakes.The older type is mechanical, which triggers a hydraulic system that reacts when the tow vehicle decelerates.New trailers and caravans have an electric braking system that is much easier to control.Apart from being adjustable, electric brakes can be operated separately from the tow vehicle's brakes. If a trailer or van starts to sway, the driver can apply its brakes separately and have a much better chance of bringing it under control.WEIGHT-DISTRIBUTION HITCHA tow vehicle running with its nose in the air and rear almost rubbing on the ground is dangerous.Apart from all the wear and tear it causes, it also affects steering and braking.So a weight-distribution hitch is an important part of safe towing.OTHER GEARIt is a legal requirement for drivers to have a clear view of the road at all times, so you should consider fitting larger mirrors or mirror extenders, especially if towing a caravan.SPREADING THE LOADThe way a trailer or caravan is loaded is important.Put too much weight at the front or too much at the back of the caravan/trailer and it will negatively affect the handling, perhaps leading to a crash.MAINTENANCEMost trailers are stored in the back yard and are not used often, so it is important that they be regularly check and maintained.Wiring can easily corrode, causing lights to stop working, tyres can crack from old age, wheel bearings can dry up and braking systems can seize.The same goes for caravans.They may also be fitted with gas cylinders for cooking, which need to be regularly checked.GETTING IT RIGHTTow-Ed driving instructor John Eggenhuizen, who runs a national towing course, says towing accidents happen far too often.He tells of a just-retired couple who bought a $70,000 Toyota LandCruiser and a $65,000 caravan to set off on holiday, only to lose control and write them off in a crash.Eggenhuizen says such accidents are often caused by poor caravan/trailer set-up and a lack of experience.He says proper training prepares drivers for such situations, but also helps drivers with the sometimes difficult task of backing a trailer or caravan.BUYING A TOW CARBigger is usually better when it comes to tow cars.You don't need to have a giant 4WD, but they are often the best machines for the job.Vehicles designed for carrying heavy loads, including 4WDs such as the Nissan Patrol, Toyota LandCruiser and Land Rover Discovery, are the best if you have a heavy caravan/trailer.Mid-sized 4WDs such as the Nissan Pathfinder and Toyota Prado are also excellent, and family machines such as the Ford Falcon and Holden Commodore are good.Ford Falcon wagons and utes make better tow cars than Holden Commodores and regular Falcons because they have leaf-spring suspensions, and the Ford Territory's extra weight and reduced rear overhang makes it a good tow vehicle.Small 4WDs such as the Subaru Outback or Nissan X-Trail are OK for towing relatively light loads.Turbo diesels are the prime engine choice for many tow cars because they have lots of torque and don't use as much fuel as a petrol engine.Six or eight-cylinder petrol engines are good because towing requires maximum pulling force. The more torque an engine has the better it will be for the job.Four-cylinder petrol engines can pull lighter loads, but often struggle with heavier cargo.TOW DRIVING TIPSAllow extra distance in traffic.Apply throttle and brakes more gently.If the caravan/trailer starts to sway do not apply the tow vehicle's brakes. If the trailer/caravan is fitted with independent electronic brakes, apply them slowly. If not, continue at a steady speed or accelerate slowly.Engage a lower gear for better control downhill.If possible, pull off the road to allow faster traffic to pass and stop more often to rest. 

The US v the Soviet Union, Catholics v Protestants and Star Wars v Star Trek ... but all of these pale in comparison with the fearsome rivalry of the Subaru STI and Mitsubishi Evo. These two small cars have been waging war on rally tracks and in showrooms from the mid 1990s.Mitsubishi has just unleashed its Lancer EVO X, which joins the new Subaru Impreza STI that arrived here in February. It was only a matter of time before the two lean fighters took each other on in a Carsguide battle royale.The cars are remarkably similar. They both have turbo four-cylinder engines and complex all-wheel-drive systems, they are based on more modest small cars, and both will shake your bones and rattle your kidneys thanks to their overtly sporty suspension.Both start about the $60,000 mark and have similar power and torque outputs (that is, lots).The big differences relate to body shape and what's under the bonnet.Subaru switched from sedan to hatchback because that shape was deemed better suited to its WRC campaign as it allowed for less overhang at the rear.Mitsubishi, with no WRC campaign to worry about, stayed with the sedan.Both cars have continued with their respective engine configurations, although both of these have been substantially improved.That means a transverse mounted in-line four-cylinder with a front-mounted intercooler for the EVO and a horizontally opposed four-cylinder with an intercooler mounted on top of the engine. Subaru has managed to squeeze 221kW and 407Nm of torque out of its 2.5-litre engine.Mitsubishi's EVO has 217kW, but falls well short when it comes to torque, with 366Nm.The STI is only available with a six-speed manual gearbox. The Evo has a five-speed manual as standard, but is also available with a new dual-clutch automatic transmission that is similar to Volkswagen's DSG gearbox.Shifting faster than a human can with the manual, the Mitsubishi auto is a great option, but it is also an expensive one at $5000. Ouch.We opted for the standard manual EVO, which means $59,490, and resisted the temptation of the brake, suspension and wheel upgrades of the performance pack. The STI usually costs $59,990 but is fitted with the optional BBS alloy wheels and leather seats, which adds $5000. A satellite navigation adds another $2990. Both the EVO and the STI look menacing.You can see a clear resemblance to the cars they are based on, but they are meaner and more muscular — as if they've spent the past three years doing nothing but pumping iron.The EVO and the STI both have unique panels. Bulging wheel arches allow for wider wheel tracks which means a greater road footprint.So, which one looks better?Well, that is really up to personal preference. For me, it's the EVO — which looks as though it has just swallowed a bottle of angry pills.But the interior of both cars look cheap and disappointing considering how much they cost.The STI's fussy dashboard, with its sloping lines and metal-look plastic, looks ordinary and, unless you buy the $2990 satellite-navigation screen, the info display could have come from the base car. It has nice Recaro seats, but so it should given that they cost a bit extra.The EVO's interior looks and feels cheaper still. The dashboard is plain jane and some of the plastic surfaces, especially on the doors, are of a Daewoo quality. Even so, the base Recaros look great and are extremely supportive.Both cars take some effort to live with.The STI's tyres are loud around town, and the gearbox makes the kinds of mechanical whirring and groaning you associate with a works rally car and not a prestige car.However, the EVO's tyres are not so loud around town. But they hit the coarse chip surfaces of country roads and drown out everything with an infernal roar. Indeed, its tyre noise is so loud you can't hear the engine buzzing away at close to 3000 revs at 100km/h. That's quite high because the EVO has to make do with a five-speed manual.The previous six-speeder just couldn't handle the extra grunt on the improved engine. But with its sixth cog, the STI can cruise along doing 2100 revs. Fuel consumption ranged from 8.5 litres per 100km to about 14 litres when pressed, with the EVO tending to use about a litre per 100km more than the STI in most conditions.Both cars felt harsh during country driving, but the STI is more uncomfortable.Despite having a softer suspension set-up with much more vertical movement, the STI still manages to pick up imperfections in the road. It wiggles, jolts and carries on a bit more. However, the upside of all this is that the STI has the stronger engine. Floor the throttle andit lunges forward with stunning force, while emitting a meaty boxer note. The suspension also exacerbates the acceleration as it squats at the rear — it's not a huge amount, but you can feel it.Even so, the EVO is no slouch and can sling away from standstill in a way that will scare most V8s, but it just doesn't feel as fast as the STI.It is a smoother engine than it has ever been, but it still needs a touch more torque.The STI is faster in a straight line.But the real test involves corners on the way to Victoria's Great Ocean Road. It's important to note both of these cars are at home in this environment of twisting roads, some of them wet and extremely slippery, and both will have no problems holding impressive corner speed.They both pull up incredibly well thanks to their relatively low weight and hefty Brembo brakes with four-pot front calipers and two-pots at the rear, which are standard on both cars.The STI's softer suspension sees it lean in to corners with a level body roll that really doesn't belong to such a performance car. Hit a bump mid turn and there will likely be some rattle through the steering wheel, accelerate and you can feel the diffs trying to work out where to send the power. Sometimes there is a tug at the steering wheel as it sends a bit more to the front axle.The EVO is a race car in comparison. It sits super flat, with hardly any body roll, and changes direction much easier. You don't notice the switching of power from front to rear or across the rear axle using the cutting-edge yaw sensing system. Its AWD system is seamless and feels a generation ahead of the Subaru, and its body also feels rock-solid, with no steering rack rattle.It might have less punch out of the corners, but you can carry more corner speed and get all the power down on the way out without any fuss.CONCLUSION I own a two-door '98 STI and love it, but loyalty doesn't count here. The EVO might be a bit slower in a straight line, have one less gear and look cheaper inside, but it's clearly the better car. It has a superior AWD system, better-sorted suspension, stiffer body and handles like a race car. No need to collate the points: the Mitsubishi wins by a knockout.SNAPSHOT SUBARU WRX STIPrice: $67,980 as testedEngine: 2.5L/4-cylinder turbo 221kW/407NmTransmission: 6-speed manual0-100km/h: 5.2 secondsEconomy: 10.3L/100km claimed MITSUBISHI LANCER EVOPrice: $59,490 as testedEngine: 2.0L/4-cylinder turbo 217kW/366Nmtransmission: 5-speed manual0-100km/h: 5.7 secondsEconomy: 10.2L/100km claimed 

It's not easy being green . . . and affordable. New technology costs a bundle and that cost is passed to customers, but Kia wants to give the world hybrids and fuel-cell cars that don't break the bank.Kia, together with its sister company Hyundai, has developed a petrol-electric hybrid Rio sedan and has also created a fuel-cell version of its Sportage crossover wagon.And these are not just pie-in-the-sky concepts. They are running vehicles and Kia is working hard to bring the technology to showrooms at the right price.Kia admits its fuel cell vehicles are a way off, but petrol-electric hybrids could join the range from 2009, though a 2010 start is more likely.The Rio hybrid might not be for public sale yet, but the South Korean Government is already running 780 of them and will expand the fleet to 3400 over the next two years.At this stage each Rio hybrid costs about $40,000 because the numbers are so small, but its aim is to substantially undercut the Honda Civic hybrid at $32,990 and the Toyota Prius at $37,400.Understandably, it is keeping quiet about exact prices, but Kia is happy to show what it is doing and rolled out a Rio hybrid in Seoul just before it was delivered for government duty.The Rio is not a ground-breaker but does show the company has the expertise to produce a competent hybrid vehicle.It uses a 1.4-litre four-cylinder petrol engine linked to a 12kW and 95Nm electric motor located between the engine and the continuously variable automatic gearbox, a similar layout to the Honda IMA hybrid system.A battery pack in the boot is recharged through engine braking.The petrol engine, which has been slightly modified to run in the Rio Hybrid, switches off at idle and fires up when the driver lifts their foot off the brake.The electric motor assists the petrol unit under acceleration, which allows it to use less juice.At this stage, the fuel economy of the Rio Hybrid stands at 5.3 litres/100km, which is pretty good, but greater gains are expected with the next-generation hybrid that Kia and Hyundai are working on.The Kia/Hyundai fuel cell work started in 2000 with technology bought from US-based UTC Power. Since then, it has developed and improved the system.It took the honours at this year's Challenge Bibendum in China, beating fuel cell vehicles from bigger players, including Daimler, GM and Nissan.The Sportage fuel cell is more than a concept, with cars operating in South Korean and US Government test fleets.Kia fuel cell senior research engineer Kim Saehoon said the company is not sure when it will introduce a fuel cell model but is on track for production by 2012.He said hydrogen-powered cars will cost more, but not for long.“It may cost 20 per cent more (than a petrol model), but you will save money because hydrogen will be much cheaper than petrol,” he said.“Our target is that, by 2020 to 2025, a fuel cell vehicle would cost the same as a regular ICE (internal combustion engine) car.” 

The meanest Impreza of them all has moved upmarket away from the boy racers who have so passionately adapted the super-fast small cars.Its price alone will scare a lot of them away, with Subaru stating two STI models will cost somewhere between $60,000 and $70,000 when the cars arrive in Australia next February; a significant increase over the previous model's $56,990.The STI is a more exclusive model than the last, with changes that can be picked at first sight. Subaru has given the STI its own unique and menacing body shell; complete with pumped-out front and rear guards.The panel changes are significant, with only the bonnet, front doors, roof and rear hatch in common with the standard WRX.Its wide wheel arches not only look cool, but allow for the STI's front and rear track (the distance across the axles) to be increased by 40mm and 45mm respectively, which gives the car a greater footprint than the just-introduced WRX.While the STI's wheelbase is the same as the new WRX, it is longer than the previous model.The STI is available only as a hatch and Subaru insists there will be no STI sedan.Subaru actually designed the new STI before the other Impreza models. It wanted to build a car that could win the World Rally Championship after years of poor results.The engineers decided a hatchback was the best possible solution as it offered a longer wheelbase with less front and rear overhang.Of course, the WRC car will have a very different mechanical make-up, but the base and body are the same as the STI road car.While some STI fans will mourn the passing of the sedan, there are other advantages for switching to a hatch apart from the handling benefits, including increased headroom for the rear passengers.There are also more improvements under the bonnet, including a power total that rises from 206kW to 221kW at 6000 revs and raising torque from 392Nm to 407Nm at 4000 revs.The engine is still a 2.5-litre turbocharged boxer, but several changes have been made to boost its responsiveness as well as peak power and torque.The last STI engine had variable control for the inlet valves but not for the exhaust valve. Now they are both variable, making the engine meatier. There is also a bigger intercooler, redesigned turbo, a more free-flowing exhaust for less back pressure and the repositioning of the catalyst closer to the engine.The same 2.5-litre engine is used for all Subaru STI export countries, while the domestic market uses a higher-revving 2.0-litre engine with a hint more power and torque.Tests of the European STI have found the car is able to dash from 0-100km/h in just 5.2 seconds, but Subaru Australia said it would wait to carry out its own test, using its own method, before announcing the official sprint times for the local model.The new STI comes standard with a six-speed manual and there is no automatic option.The constant all-wheel-drive system uses a helical front limited-slip differential (LSD), a Torsen rear LSD and a mechanical centre differential paired to an electronic LSD.Subaru has introduced a more complex version of its centre differential control system. It now features different differential control configurations as well as the ability for the driver to manually set the front/rear drive split between 50/50 front/rear and 41/59 front/rear.STI drivers can also use the SI-Drive system which controls the engine mapping and alters the throttle character, allowing a choice between more aggressive and more conservative modes. Will consumers maintain their loyalty to the latest Subaru 'hatch' range?