Articles by John Parry

Subaru's latest Impreza has been to fuel school where it has jumped from the rear of the class to close to the front row. The new model drinks much less than its predecessors.VALUEThe sedan and hatch are the same price and available in three trim levels, all well equipped. They are the 2.0i at $23,990 (CVT 26,490), the 2.0i-L $26,990 (CVT $29,490) and the 2.0i-S CVT $31,490.Standard fittings include seven airbags, stability control, all-wheel drive, five-star crash rating, automatic airconditioning, steering wheel audio and cruise controls, Bluetooth, iPod and USB connection and a multi-function display.The 2.0i-L adds a reversing camera, dual-zone climate control, 16-inch alloy wheels, an upgraded display, fog lights, rear privacy glass, and a leather trimmed steering wheel and gear shift. The 2.0i-S adds 17-inch alloy wheels, alloy pedals, upgraded speedometer and trim, side skirts and indicators in the mirrors.A $3000 option pack on the 2.0i-L adds satellite navigation and a sunroof and a $4000 option pack on the 2.0i-S adds satellite navigation, a sunroof, leather trim and a power driver's seat.ENGINEThe six-speed manual version sips just 7.1l/100km, a 20 per cent improvement, and the new constantly variable transmission version, a first for the Impreza, does even better at 6.8l/100km or 22 per cent less.These gains are even more impressive considering the Impreza is the only model in the small car class to come with the security of all-wheel drive. The savings come from a more efficient version of the 2.0-litre boxer engine, taller gearing, engine stop/start on idle and electric power steering.Output from the new longer stroke engine is unchanged at 110kW and 196Nm with peak power coming in at 6200rpm (200rpm lower) and peak torque at 4200rpm (1000rpm higher).Subaru says this gives the engine more pull in the low and middle speed ranges, but that's not how it feels in the manual version, which needs 2500-3000rpm in hand to respond mid-range despite having six speeds instead of five. Now in its fourth generation, the new model is all about refinement and adding new features with no change in prices.DESIGNStyling is bolder and more distinctive than its predecessor with sharper lines, more prominent grille and bulging wheel arches. The interior layout and trim is more upmarket with soft touch surfaces, classy and logical main instruments and centre stack and a host of storage bins and pockets.Thinner inner door skins also improve elbow room and the larger door openings and lower sills improve access. With no change in length, width, weight or turning circle, the new model is a fraction lower than its predecessor and has a 25mm longer wheelbase which brings a welcome boost to rear seat hip, shoulder and leg room.DRIVEThe engine sounds busy in the lower gears although it does settle down to cruise quietly on the open road. The gear shift remains ``notchy'' and there is minimal space between the clutch and left foot rest. The CVT is better and well worth the extra $2500.It feels livelier, is more seamless in its mid-range response and is overall nicer to drive. Even the characteristic slurring inherent in a CVT is well disguised in normal use, flaring mostly under hard acceleration or in steep terrain. On the move, the Impreza feels solid and secure thanks to the stiffer and stronger yet lighter body.Re-tuning the suspension has further elevated the handling and grip and refined the ride which is at the top of its class in compliance and quietness over a wide range of surfaces. Electric power steering is a little remote initially but sharpens up as steering lock is applied.

Four fours and a six but no more five. That's how the numbers stack up in Toyota's quicker, quieter and more entertaining Camry.The seventh generation of Australia's most popular four-cylinder medium/large car comes in four versions, all with a six-speed automatic transmission replacing the previous five-speed automatic and five-speed manual.SAFETYAll models get seven airbags, stability and traction control, a stronger body, larger and more supportive front seats, a more inviting driving position and an expected five-star safety rating.VALUEA little more confusing is the name change for all but the entry level Altise, which remains at $30,490. The Atara S, at $33,490, replaces the previous Ateva ($32,990), the Atara SX, at $35,990, replaces the Sportivo ($33,990), and the Atara SL, at $39,990, is the same price as the Grande it replaces. The Atara S and SX get more equipment than their predecessors to offset the price rises.DESIGNStyling remains conservative and similar in silhouette, but with smoother lines and more impressive proportions. Overall, length is similar but the new model's interior is bigger, especially in the rear, where knee room improves by 46mm. Boot space remains generous, and all models come with a full-size spare wheel -- steel on the Altise and alloy on the others.ENGINEThe 2.5-litre four cylinder engine replaces the previous 2.4-litre engine (117kW and 218Nm) and comes in two states of tune -- 133kW and 231Nm in the Altise and 135kW and 235Nm in the Atara. When mated to a new six-speed automatic transmission, the engine delivers sharper response and improved fuel economy -- now a best of 7.8l/100km, compared to 8.8 litres/100km previously. Some of this gain comes from taller gearing, which has the six-speed auto cruising at about 1800rpm at 100km/h, or about 200rpm less than the five-speed 2.4.TECHNOLOGYEquipment on the Altise includes 16-inch alloy wheels, a trip computer, Bluetooth and an upgraded sound system with six speakers and controls on the steering wheel. An “Eco'' light on the dash flicks on and off according to throttle setting.Atara S adds fog lights, 17-inch alloy wheels, keyless entry and engine start/stop, a reversing camera, dual-zone airconditioning, paddle shifts, dual exhausts, a 152mm touch-screen display audio and an electric driver's seat with lumbar support.The Atara SX adds sports suspension, alloy pedals, a boot lip spoiler and leather accentuated trim. The Atara SL also gets premium audio with 10 speakers, a 175mm touch-screen display with satellite navigation, digital radio, live traffic updates, a reversing camera, blind-spot monitor, automatic high beam, electric front seats and rain-sensing wipers.DRIVEFirst impressions are how smooth and quiet it is, how roomy and comfortable, how upmarket the trim looks and feels on the dash and how easy it is to drive, foot-operated park brake aside.The extra punch from the new 2.5-litre engine and six-speed auto is immediately evident, as is the sharpness in the new electric power steering and the tautness in the suspension, all adding up to a more involving and entertaining driving experience.The broader spread of gearing and a 35kg shaving in weight -- through the use of lightweight higher-strength steel -- has trimmed 0.2 seconds off the 0-100km/h sprint. It is now down to 9.8 seconds. The transmission has a sequential shift slot -- push forward for up and pull back for down -- and blips the throttle on down changes.Ride and handling are impressive. The suspension is a little firmer and feels more disciplined on the open road. But there is some lumpiness over bumps around town and some tyre noise on coarse chip surfaces.VERDICTAbove all, it feels durable, reliable and well built.

The four-cylinder model opens the door to the third generation of the Mercedes-Benz M Class, and has launched with a focus on its fuel economy. Priced from the $81,400, the entry-level ML250 four-cylinder diesel uses 30 per cent less fuel than its predecessor and, with a combined fuel use of 6.4l/100km, has a range of more than 1400km. It is also $4380 less expensive than the model it replaces, the ML 300 V6 CDI. Other models on sale this month are the ML350 diesel at $99,000 and the ML350 V6 petrol at $99,000. In June the $177,900 ML 63 AMG arrives, to be followed in the September by the $119,900 ML 500. All models come with more equipment, chassis developments and new handling control systems to enhance safety and driver satisfaction. They are also quieter, stronger and safer, with nine airbags. Standard features include driver-fatigue warning, an accident prediction system, self-drying brakes, tyre pressure warning, self-parking, a reversing camera and electric front seats. Other standard features include a 175mm multi-function display, satellite navigation and internet, Bluetooth, iPod, USB and an MP3-compatible CD/DVD player. The new ML 350 V6 diesel has a combined figure of 7.3l/100 km. Both diesels meet the EU6 emission standards due in Europe in 2014 and come with auto stop/start and seven-speed automatic transmissions. The ML 350 petrol uses 23 per cent less fuel, at 8.9l/100km, than its predecessor thanks to high-pressure fuel injection, multi-spark ignition and a new stratified combustion process. Other fuel-saving tricks include a low drag body, low friction axles, electric steering, low rolling resistance tyres and on-demand control of ancillary components and pumps. Both ML 350 models come with a button to activate an off-road driving mode. In addition, an optional on/off-road package has a low range transfer case, inter-axle diff lock, underbody protection, up to 285mm of ground clearance, a wading depth of 285mm and six driving modes selected via a rotary control on the centre console. Another option is the active anti-roll bar system on the front and rear axles to offset body roll when cornering.  

A REGAL 1930 Bentley four-litre saloon that had spent most of its life in NSW is heading overseas after selling for $462,000 at Shannons' auction in Sydney last week. Still wearing its original Freestone & Webb fabric coachwork, the Bentley was pursued by a number of bidders and this developed into a telephone duel between two overseas enthusiasts. It sold for more than $100,000 above its pre-sale estimate. The Bentley came from the estate of the late sewing machine importer Alan Mingaye, from Mosman, who found the car lying partially disassembled under a tree in Turramurra in 1957. It received a full body-off-chassis restoration in 1980, but because of Mingaye's ill health, had not been driven regularly since 1988. Another auction highlight was a 1971 Chrysler Valiant VH Charger E38 R/T coupe finished in trademark hot mustard, selling for $75,000. The Charger was fully restored three years ago and is believed to be correct in all details, including its 208kW straight-six engine, big fuel tank and a rare optional two-spoke steering wheel. A 1970 early-build Holden LC Torana GTR XU-1 finished in yellow dolly was chased by four floor and phone bidders before selling well above its pre-sale estimate for $71,000. The Torana had recently had a bare metal restoration after 23 years in storage and had travelled only 93,600 miles, just 1500 of them after its restoration. A trophy-winning 1884 HDT Commodore Group 3 sold for $38,450 and a 1977 Holden HX Kingswood Deluxe sedan fetched $10,000.  Also a red 1971 Jaguar E-Type Series 3 V12 Roadster in restored condition sold for $76,000, a right-hand drive 1929 Buick ``6 Wheel Equipped'' Roadster sold for $52,500, a 1989 French Racing Blue Morgan 4/4 four-seater Roadster sold for $45,000 and a right-hand drive 1988 Citroen 2CV6 Dolly sold for $18,500.  

Just when local carmakers are turning out LPG engines that rival their petrol counterparts in performance and are more frugal than their predecessors, up goes the price of gas. LPG prices have rocketed this year due in part to the big winter freeze in the northern hemisphere and an extra 2.5c-a-litre government excise added late last year. Prices have jumped by 20-25c/litre; more in country areas. The spike has put a dent in the case for LPG, though it still remains an attractive proposition.The Holden Commodore LPG is priced from $42,490.  Based on the official combined fuel consumption of 11.8l/100km, at 60c a litre, the cost of LPG to travel 20,000km a year is about $1400. At 85c/litre it is about $2000. Compare this with the $2750 it would cost in the equivalent petrol version, based on a petrol price of $1.45c/litre.Holden charges $2500 more for an LPG  than for a petrol version, but private buyers are eligible for a $2000 rebate from the Government. Then there is resale value, which is usually higher in an LPG car. So even at 85c/litre, buying a new LPG car is still cost-effective.Holden's new dedicated gas engine is a big improvement over the previous dual-fuel option, producing more power and using less fuel. It also has a larger 84-litre tank, so the cruising range is stretched to more than 700km. The gas engine is available with only the 3.6-litre V6 Commodore engine, not the 3.0-litre, and comes with a 6-speed auto transmission.Output is 180kW and 320Nm, or 5kW and 3Nm more than than the previous dual-fuel engine. That is 30kW and 30Nm less than the petrol-only 3.6-litre and 10kW less but 30Nm more than the 3.0-litre petrol V6. In the LPG engine's favour, peak torque kicks in at 2000rpm, a useful 800rpm lower than the petrol engine, and peak power comes on at 6000rpm or 700rpm lower. Combined fuel use for the LPG Commodore varies from 11.8l/100km in the Omega sedan (down from 13.4l/100km in the previous dual-fuel engine) to 12.3l/100km in the Berlina wagon.Holden's new LPG system is a refined version of sequential vapour port injection system in which the liquid gas is vapourised before entering the engine, rather than Ford's more advanced liquid injection system, which sprays liquid gas directly into the engine. The economy gains come from improvements to the engine and the six-speed transmission replacing the previous four-speed. The engine also has lower exhaust emissions of 189 grams of CO2 a kilometre, easily passing the latest standards and scoring 4.5 out five in the Green Vehicle Guide.The other big change is to the fuel tank -- two parallel cylinders under the floor behind the rear axle instead of a single tank between the rear wheel arches. This allows full use of the load area in the wagon and the slightly shallower boot of the sedan, as long as you are happy with a tyre inflation kit instead of a spare tyre.If you are not and insist on the optional space-saver spare wheel or the full-size spare, then they sit on top of the boot floor and pinch load space. But it depends on which model you order -- sedan, wagon, ute or Caprice. Getting your head around all the combinations is taxing.The sedans come with an inflator kit as standard or the choice of a space-saver wheel (no cost) or a full-size alloy wheel. Wagons have an inflator kit as standard or a steel wheel with an inflatable tyre. Utes come with an inflator kit as standard or a full-size spare wheel -- steel on the Omega (no cost) and alloy on the SV6 -- bolted to the floor of the tray. The Caprice gets a full-size alloy as standard or an optional inflation kit or space-saver spare wheel.Turn the key and the starter motor gives a couple of extra cranks before the engine fires. Step-off response is not quite as urgent as the petrol and it sounds a little coarser under load, but it is still a quick and lively performer.The advantage of the dedicated gas system over the previous dual-fuel Holden Commdore is that the new LPG engine can be tuned for optimum performance and economy – a task that is more difficult with a dual-fuel engine. The bottom line that most buyers will be looking for is a performance that is very similar to the petrol versions and most drivers will be hard-pressed to tell the difference under the right foot.

Picking the eyes out of the car market has become an art form. Subaru is aiming to carve a niche in the cluttered compact SUV market with its latest XV.ValuePriced from $28,490, it is a little bigger than a $4500 cheaper Impreza but shorter, wider, lower and $2500 cheaper than a Forester The engine is a new lighter-weight and longer-stroke version of Subaru's proven 2.0-litre flat four.There are three models: 2.0 manual at $28,490 (CVT $30,990); 2.0i-L at $31,990 (CVT $34,990); and 2.0i-S at $34,490 (CVT $36,990).Standard equipment includes seven airbags, a reversing camera, stability control, all-wheel drive, five-star crash rating, automatic airconditioning, cruise control, 17-inch alloy wheels with a temporary spare, engine stop/start on idle, a multi-function display, tilt and telescopic steering wheel, six-speaker single CD audio with Bluetooth, iPod and USB connection, fog lights and roof rails.The 2.0i-L adds dual-zone climate control, voice-activated satellite navigation, a sunroof, privacy glass and a sliding centre console. The 2.0i-S adds leather trim, power driver's seat, heated front seats, high-intensity headlights, alloy pedals and indicators in the mirrors.TechnologyOutputs are unchanged at 110kW and 196Nm, but the peak power comes in at 6200rpm (200rpm lower) and peak torque at 4200rpm (1000rpm higher). Despite this higher torque peak, Subaru says the new engine has more pull in the low and middle-engine speed ranges.The XV retains Subaru's signature permanent all-wheel drive system, unlike rivals that are either part-time four-wheel drive or front-wheel drive. Suspension tuning is as good as it gets in this class with agile and confident handling and a smooth, compliant ride over all surfaces.DrivingIt doesn't feel all that punchy on the road, especially in the manual. In the shortish lower gears, the engine sounds strained and needs at least 2500rpm on board to respond mid-range. However, it does cruise at a relaxed 2400rpm at 100km/h in sixth gear.Not helping the driving experience is the notchy, long-throw gear shift. The test car also had a noticeable gear whine at 100km/h, not evident in the automatic. The CVT is $2500 more than the manual, but is nicer to drive and well worth the extra outlay.And the characteristic slurring of the transmission is well disguised in normal use, flaring mostly under hard acceleration or in steep terrain. With a short wheelbase, high clearance and small overhangs front and rear, the XV will go places its rivals would shy from. It is exceptionally competent off-road, if the tracks are dry and not steep enough to warrant low range.ThirstWith the help of engine stop/start on idle, fuel use is a combined 7.3L/100km with the six-speed manual and 7.0L/100km in the constantly variable transmission. On test, it averaged 7.4L/100km in the manual and 7.2L/100km in the CVT. Other efficiency tricks include variable timing on all valves and electric power steering in addition to the revised transmissions.An information display monitors driving style and fuel use and compares it with previous results. It even shows the amount of fuel saved while stationary in engine stop mode. However, those who prefer tranquil motoring will find the engine's harsh cranking intrusive enough to disengage the stop/start function when idling, especially in the manual.DesignFar from getting lost in the crowd, the XV stands out like a beacon. The XV slots in between the Impreza, on which it is based, and the larger Forester.With big bumpers, bulging wheel arches, black alloy wheels, hawk-eye headlights and lairy colours, this pumped-up five-door hatch looks and feels almost armour-plated. Inside, the trim colour is sombre, but all the main controls are clear and easy to use and storage space is generous.The front seats are supportive and spacious, forward vision is good, and seats are set high for easy entry and exit. Load space is tight and not helped by the high boot floor covering an inflated space-saver spare tyre.

Hybrids have come a long way in a short time. Take Honda's petrol-electric CR-Z as an example.Honda has sold more than 800,000 hybrids since the first generation Insight was launched in Japan in November 1999, with 200,000 sold last year, a 30 per cent increase on 2010.The Insight was launched in Australia in 2001, making it the first petrol-electric hybrid sold here. Now we have the first bonafide hybrid sports car.There are three models to choose from: the $34,990 six-speed Sport manual, the $37,290 Sport CVT auto and the $40,790 Luxury CVT. Standard equipment includes six airbags, stability control, traction control, brake assist, 16-inch alloy wheels with a temporary spare, climate control, a multi-function display, a six-speaker single-CD audio with MP3, iPod and Bluetooth connections, auto stop and day lights.The Luxury adds paddle shifts, leather trim, heated front seats, sunroof, satellite navigation with traffic updates, a DVD player and Bluetooth.Like Honda's hybrid Insight and hybrid Civic, the CR-Z is petrol-powered with electric assist. It pairs a 1.5-litre engine with an electric motor to deliver a combined 91kW and 174Nm (167Nm in the automatic). While that might not sound exceptional, the two motors work remarkably well together, delivering strong punch from just 1000rpm.The petrol engine even sounds enthusiastic, revving eagerly to 6500rpm when prompted. Fuel consumption on the combined cycle is 5.0l/100km in the manual and 4.7l/100km in the CVT. On test the manual returned 5.4l/100km and the CVT 5.1l/100km, the manual, being taller geared, spinning at 2400rpm at 100km/h in top gear, about 500rpm less than the CVT.While not super fast, the CR-Z is quick and agile, helped by outstanding chassis dynamics, pin-sharp steering, a light weight and a slippery shape. With such taut handling, you don't expect the ride to be so good, but it soaks up bumps and broken edges without getting ruffled, due in part to the sensible sized tyres. The six-speed manual is a gem, with an ideal spread of ratios, a quick and slick gear shift and a progressive clutch. The optional constantly variable transmission is one of the best around, effectively masking much of the slurring characteristic of many CVTs and offering seven selectable shift points. Even the stop-start system when idling is one of the least intrusive available.There are three driving modes depending on the driver's mood and road conditions. Sport is for when you want to have a fling, Normal is for commuting and Econ is for helping to save the planet. In Normal, power delivery is smooth and surprisingly flexible, with the manual pulling easily from low speeds in the taller gears and loping along in hilly terrain.Selecting Econ softens throttle response and eases off the airconditioning. Pushing Sport brings an instant change, sharpening the throttle and the steering response and increasing the assistance from the electric motor.The savvy low-slung two-door hatch is a sports car, a cruiser and a fuel miser, all in one. It is the first hybrid to land here that is genuinely fun and engaging to drive and so well engineered that it has earned car-of-the-year awards in Britain, Japan and Australia.There are a few gripes. The split rear window distorts trailing traffic, rear vision to the sides is poor, tyre noise on coarse-chip surfaces is intrusive and the rear seat is a token gesture with next to zero leg room.

Will the addition of a four-cylinder engine be enough to reverse a slide in large car sales? Ford hopes it will, as it rolls out its 2.0-litre turbocharged engine for the Falcon this week.The engine, dubbed EcoBoost, uses turbocharging and direct injection to deliver an impressive 179kW and 353Nm. While this is 16kW and 42Nm less than the Falcon's venerable 4.0-litre six-cylinder engine, it is more torque than the rival V6 Commodore and Aurion, so there should be no doubts about performance.Ford's in-house testing shows the EcoBoost Falcon sprints to 100km/h in 7.5 seconds, just half a second behind the 75kg heavier six-cylinder version.Matched to the standard six-speed automatic transmission, fuel use is quoted at 8.1 litres/100km in the base XT version. This makes it the most frugal large petrol-powered car made in Australia. And, while it needs 95 RON to achieve this 18 per cent gain over the six-cylinder version, Ford says it will run on 91.The same engine is used by Volvo in the S60 and V60 but the Falcon produces 2kW more power and 30Nm more torque yet is a similar weight. Ford also uses a 144kw and 300Nm version of the EcoBoost engine in the mid-sized Mondeo.The EcoBoost engine is available on the XT, G6 and G6E at the same price as the 4.0-litre six-cylinder engine, starting at $37,235. The cooling system includes twin fans and the intercooler has been adapted to suit rear-wheel drive.The six-speed automatic transmission has been tuned to deliver linear response and new 16-inch low-rolling resistance tyres are fitted to the XT. Side curtain airbags and rear parking sensors are now standard.Previous experience with the Volvo and Mondeo shows the engine to be punchy, elastic and refined. After a slight pause as the turbo spins up, the thrust is strong, smooth and linear all the way to the red line. Rolling response is instant and willing.Ford engineers travelled thousands of kilometres in EcoBoost prototypes during outback and cold-weather testing, including altitude testing towing a trailer up and down Mount Hotham in Victoria's high country and hot weather testing in Arizona.Ride, handling and steering were tuned to match the lighter engine, the ride height was lowered 13mm on the XT versions and additional noise insulation was developed.WeeklyTimesNow

Toyota has put a $50,000 cap on its new Aurion. That's the most you'll pay for this substantially upgraded second-generation flagship of Toyota's locally-made models. There is also a cap on servicing costs, covering four years or 75,000km for the first five service periods.The Aurion ranks No.3 in large car sales, behind the Commodore and Falcon. Despite a 21 per cent slide in large car sales last year, including a 24 per cent fall in Aurion sales, Toyota is determined to lift its share from 12 per cent to 15 per cent this year.Lighter and slightly larger but with a similar silhouette to its predecessor, the focus in the new Aurion is on improving comfort and interior space, reducing fuel use and fine-tuning steering, brakes and suspension.PRICESToyota has stuck with the five model line-up. The entry level AT-X is $36,490, an increase of $500, but comes with additional equipment and features. It is followed by the Prodigy at $41,490 (unchanged), the Presara at $49,990 (unchanged), the Sportivo SX6 at $40,990 (unchanged) and the Sportivo ZR6 at $47,990 (up $4500 to cover equipment similar to the Presara).The AT-X gains a driver's knee airbag, dual-zone climate control, reversing camera, audio display, a split rear seat and a full-sized spare tyre. The Presara comes with blind-spot monitoring, automatic high-beam switching and a JBL digital audio system. Both SX6 and ZR6 offer paddle shift and sports mode.Options for the AT-X include 17-inch alloy wheels at $500 and leather trim at $1500. A moon-roof is a $1950 option on the Prodigy, Sportivo SX and ZR6.ENGINES AND MECHANICALOutput from the 3.5-litre V6 engine is unchanged at 200kW and 336Nm, but a taller final drive is matched to the six-speed sequential-shift automatic transmission.This improves fuel efficiency by 6 per cent and cuts exhaust emissions by 8 per cent. Combined cycle fuel economy is 9.3 litres/100km and CO2 emissions are 215g/km.DRIVINGThe Aurion was already known for its silence, and the new model is about 10 per cent quieter inside. Extensive local testing has refined the ride and sharpened the handling.The front seats are taller and wider, with more back and lower body support. The steering column has a more natural angle and a wider tilt range and the relationship between the driver's seat and the accelerator has improved.In the rear seats, there are new cushions and seat backs and a 31mm increase in headroom. Rear legroom gains 46mm.Small but effective changes include a lower load lip for the boot, more storage in the centre console and a 60:40 split folding rear seat back rest now on all models.Other changes include a stronger body, electric power-steering, enhanced stability controls, improved stopping power and brake pedal feel and a brake-force over-ride function that gives priority to the brakes if the brake and accelerator pedal are pressed simultaneously.

Thinner and skinnier than a normal tyre, space-savers were first produced for sports cars but are now used to save money and weight and provide a bigger boot in everything from light cars to full-sized SUVs. Most new cars now have a space-saver, including Commodores and Falcons. Some have no spare and rely on an inflation kit or run-flat tyres. Car companies argue that with modern tyre technology and better roads, punctures a flat tyre is rare.Most people can't remember when they last had a puncture. But consider this. It is just before Easter, night is falling and a piece of wood spears through the sidewall and ruins the front tyre of your European four-wheel drive. Fortunately there is a safe level place to pull up. After unpacking the boot (luckily it is not raining and you have a torch), you lift the rear hatch to find a deflated space-saver with an inflation kit. You check the manual and after scrolling through 13 pages in four sections to find how to remove the caps on the wheel nuts then replace the tyre and inflate the space-saver, you are by now more than a little tired and grumpy. But at least your main problem is resolved. No it's not.You re-pack the car only to find there is no room for the punctured tyre. So you hide it in the scrub and book a room to stay the night. After a restless night, you retrieve the hidden wheel and find a tyre retailer for a replacement tyre. "Sorry mate, we don't stock that type of tyre, but we could get one in sometime after Easter.'' But there is hope. The tyre bloke does another ring around and finds the right sized tyre, a 255/55R18, but a different brand and 60km away. So it's off up the road at the 80km/h speed limit of the space saver. You eventually stop pulling over to let the queue past for fear of puncturing the space saver as well. A couple of hours later you are back on the road, the $404 new tyre now on the rear axle where it will stay until an original equipment tyre can be fitted to legally match the other three. Needless to say, you ignore the manual's advice to "wait a few hours before placing the collapsible spare in the wheel well'', before re-packing the luggage and resuming your holiday.On the bright side, at least you were on a main highway and not somewhere off the beaten track. So, if your next new car has a space-saver, check the tyres fitted are readily available and familiarise yourself with the wheel-changing procedure, especially if an inflation kit is involved.weeklytimesnow