Articles by John Parry

Efforts by Volkswagen to entice buyers to the latest generation of the Touareg appear to be paying off. Monthly sales are up more than four-fold since the 2012 models went on sale in August. For good reason.The latest version is roomier, lighter, better proportioned and easier on fuel than its predecessors, the first of which arrived here eight years ago.DESIGNThere are four models -- three diesels and one petrol -- and all have been to the gym. They are up to 90kg lighter and look slimmer, yet are 114mm longer and 37mm wider than previous models. The big gains show in greater cabin space, especially backseat leg-room and a larger load volume.PRICES AND DRIVETRAINSPrices reflect the competitive nature of the luxury SUV market. The entry level 150kW TDI 3.0-litre V6 diesel is $62,990 -- or $13,000 less than the outgoing 176kW TDI, which was the only Touareg available after the V6 petrol and V10 diesel were dropped late last year.Next is the 206kW FSI petrol V6 at $77,990, the same price as the 180kW TDI. Top of the range is now the 180kW TDI 4XMotion at $82,990. All models come with eight-speed automatic transmissions, up from six, and all-wheel-drive that, in the 4XMotion, includes low-range gearing. For an extra $5000, the 4XMotion has serious off-road gearing, with a 2.72:1 reduction and a lockable centre diff. The wide spread of gear ratios provides a short first gear for launch and two overdrive top gears for touring, the diesel being slightly taller geared than the petrol.The all-wheel drive versions are well set up for moderate off-road forays. They have high clearance, off-road settings and a torque-sensing centre differential to vary drive from a normal 40:60 front to rear up to 20:80 and 60:40.ECONOMYFuel-saving tricks include lower drag, the multi-speed gearbox, engine stop-start, brake energy recuperation and fast warming of the driveline. Fuel efficiency improves by up to 20 per cent.On test, the 3.0-litre 180kW diesel had a combined average of 7.4l/100km and the 3.6-litre petrol FSI a combined average of 10.1l/100km, both about 2l/100km less than their predecessors.Both engines are smooth and quiet and perfectly matched to the silky and decisive eight-speed auto, reaching 100km/h in a sprightly 7.8-seconds, a little more than a second quicker than previously and impressive for a 2.2-tonne wagon.DRIVINGThe Touareg is easy to drive and feels more agile than its size and weight suggest. Handling is accurate and poised, with minimal body roll. The ride is mostly composed and compliant, although there is still some tyre thump over rough edges. Fit and finish are excellent, the interior has a quality feel and the controls are clearly marked and mostly easy to use.The front seats are wide and firm, with plenty of adjustment. The rear seats are well padded, recline and have generous leg and headroom. Load space is useful and benefits from the extra length in the latest models.EQUIPMENTStandard equipment includes nine airbags, stability control, leather seats, alloy wheels, dual-zone climate control, hill descent control, hill-hold assist, active rollover protection, multi-function display, Bluetooth, an equal-top-of-class 3500kg towing capacity, heated and folding mirrors. But there is no full-size spare wheel, not even as an option, just an inflation kit.Volkswagen Touareg V6 TDI AmbitionPrice: $77,990Warranty: 3 years, 100,000km, roadside assistResale: 55%Service interval: 15,000km or 12 monthsEconomy: 7.4 l/100km; 196g/km CO2Safety equipment: nine airbags, ESC, ABS, EBD, EBA, TCCrash rating: 5 starEngine: 180kW/550Nm 3-litre turbo-dieselTransmission: Eight-speed automaticBody: 5-door, 5 seatsDimensions: 4898 (L); 1965mm (W); 1732mm (H); 2904mm (WB) Weight 2159kgTyre size: 255/55R18, collapsible space-saver, compressor.Volkswagen Touareg V6 FSIPrice: $77,990Warranty: 3 years, 100,000km, roadside assistEngine: 206kW/360Nm, 6 Cylinder, 3.6 LitreTransmission: Eight-speed sports automaticBody: 4-door, 5 seatsDimensions: 4898 (L); 1965 (W); 1732(H); 2904(WB) Weight 2097kgTyre size: 255/55 R18, alloy, space saver/temporary 

What's in name? Not a lot if it's the GT version of Peugeot's suave 508 - or is there? The term "GT'', or gran turismo, is usually reserved for high-performance sports models, a definition that doesn't really apply to the 508 GT, even though this diesel-powered sedan is no slouch. In this case the GT tag stands for 'gran tourer', and if you dig deeper you'll find the GT tag is steeped in Peugeot's history, firstly with the 505 GTi in the late 1970s to early 1980s and then in a long line of hot hatches - GTi versions of the 205, the 206 and the 207.So does the 508 deserve the GT tag? Yes, if your priority is serene open-road cruising where the engine's effortless and elastic performance shines.DESIGNVisually the GT is hard to pick from the other sedans in the 508 stable. It is based on the 2.0-litre diesel Allure, but there are no badges to give the game away, only the alloy wheel design.The dash layout is clean and uncluttered and mostly easy to master. Full marks to the head-up display, which pops out of the dash top on start up and displays road speed - a bonus around town given the ease with which it gains momentum.However oddment storage, which is not great in the normal 508, is even tighter in the GT. The sat nav and heated seat controls take up the space aft of the gearshift, relegating the key to the ashtray or the cramped centre box. Almost everything else has to go in the door bins.TECHNOLOGYIt gets a bigger engine, a 2.2-litre turbo diesel that pumps out an impressive 150kW at 3500rpm and 450Nm of torque from 2000rpm, or 30kW and 150Nm than the 2.0-litre diesel in the other 508s. And it doesn't use any more fuel than a 2.0-litre, both scoring 5.7l/100km on the combined cycle. On test it returned 6.3l/100km With a 72-litre fuel tank, the GT has a generous touring range in excess of 1200km.VALUEAt $52,990, the GT is $10,000 more than the 2.0-litre diesel Allure sedan. The extra outlay adds the bigger engine, 18-inch alloy wheels, a head-up display screen, directional xenon headlights with washers and adaptive main beam, an alarm and tyre-pressure sensors, but a space-saver spare instead of a full-size steel wheel. This is in addition to the Allure's six airbags, stability control, quad-zone climate control, leather trim, cruise control, parking sensors, electric park brakes, engine stop/start button, trip computer, hill-start assist, heated and folding mirrors, single-CD eight-speaker audio with Bluetooth and USB connection, side and rear sun blinds, finger-touch locking and unlocking, auto headlights and wipers, fog lights and day lights.Options include satellite navigation, Nappa leather seats and a power driver's seat with memory. Like the Allure, the interior is warm and inviting, well-appointed and thankfully free of gimmicks and complex controls.DRIVINGIt is not so rewarding in the twisty bits where the front-drive layout shows its shortcomings lacking the fine cornering balance and steering agility of a true GT.While the double wishbone aluminium front suspension delivers superior grip and a more disciplined ride than the MacPherson strut layout of the normal 508, there is still some scrabble and thump from the front inside wheel on lumpy corners and rough edges. The result is more muscular acceleration and lustier mid-range response.From rest, not much happens until 1700rpm, then the GT erupts with strong and fluid shove without any hesitation from the smooth and decisive six-speed automatic transmission. A tall sixth gear has it cruising serenely at 1750rpm at 100km/h. Noise levels are so low most passengers won't pick it for a diesel. Overall, the GT forte is serene long-distance touring and is well equipped for the price, which coincidentally is the same as a Subaru Liberty GT.

Most telling is VW's Tiguan 103TDI, which is only $300 more than the Skoda Yeti with the same engine. At the entry level the 77TSI Yeti is more competitive at $2200 less than the more powerful 118TSI Tiguan.DESIGNAnd there is certainly nothing abominable about its character. Styling is a standout in a world of lookalikes. It might not be the prettiest face with its bulging fog light sockets and boxy rear but it has identity.Styling is purposeful and functional and high on versatility and maximising space. Its three-piece back seats fold and slide every which way. With near vertical sides and tailgate, the load volume is almost van-like. The interior is inviting and well laid out with familiar Volkswagen-style controls and instruments.DRIVEOn test, a manual 77TSI was not to be fooled by its small capacity. With the help of turbocharging it punches above its weight. Power delivery is smooth and progressive with eager step-off, decent mid-range response and a relaxed touring gait.Frugal too at 6.5 litres/100km of premium unleaded on test or the same as the 103TDI auto also on test. The official combined figures are of 6.6 litres/100km for the TSI manual and 6.7 litres/100km for the TDI auto. Slick and precise, the six-speed manual shift is a delight to use. The DSG is quick and decisive, but still shows some jerkiness on take-up and is not suited to left foot braking.The 4-Motion system sends 90 per cent of the drive to the front wheels until slip is detected when up to 100 per cent of drive can be directed to the rear wheels. Off-road, the Yeti will clear all but the sharpest humps and cope easily with dry, rutted forestry tracks.The chassis is well sorted with agile and confident handling, less body roll than expected of such a tall frame and a comfortable and compliant ride, at least in the base model. The wider tyres on the TDI were lumpy over secondary surfaces. Electro-hydraulic steering is well weighted and quick enough. VERDICTThe big challenge for the Yeti is to gain a foothold in a cluttered market.

The Jeep Patriot has one thing its rivals lack - rugged looks. It is just as well. This entry level to the Jeep world needs a tough skin if it is to improve on the minor dent it has made so far against the more polished compact SUV class leaders. Rivals are led by the Subaru Forester, Toyota RAV4 and Nissan X-Trail.VALUEPrices start at $28,000 for the Sport manual (CVT auto $30,000). Then comes the Limited at $32,500 and the Anniversary at $37,500.

DESIGN
The vehicle is well named, for you need to be patriotically American to put it above all others.
There is no doubting its heritage. The boxy square-rigged exterior, trademark seven-bar grille, upright windscreen, flat roof and angular rear-end spell American and Jeep.The latest model gets a revised grille, bumpers, side cladding and tailights. Inside, the layout is angular and high-waisted, with hard plastic trim but clear and easy-to-use controls and good vision to the rear and sides.

EQUIPMENTWhat you get is full-time all-wheel drive, a lockable centre differential, hill-descent control, off-road stability control and a ground clearance almost equal to the best in class.
But while off-road capability is a plus, the Patriot is not over-endowed with interior space, refinement or driving appeal.TECHNOLOGYOn paper, the 2.4-litre petrol engine puts out a respectable 125kW and 220Nm, but with a relatively tall geared five-speed gearbox and a body weighing 1.5 tonnes, throttle response is dull and it needs plenty of coaxing to keep pace.DRIVING
On the open road it cruises calmly at 2350rpm at 100km/h but requires liberal use of the gearbox in hilly terrain. Fuel use is a claimed 8.4l/100km on the combined cycle and on test averaged 9.2l/100km. However, the fuel tank is just 51 litres.
Cabin space is confined, although the headroom and rear seat legroom are generous.
The front and rear seats are firm and relatively flat, the doors open wide for easy entry and exit and the split-fold rear seats have rake adjustment on the backrest. Load space is only average and confined by the high floor covering a full-size spare wheel. There are plenty of storage spaces but many of them are small and limited.Jeep PatriotPrice: From $28,000Warranty: Three years/100,000kmEngine: 2.4-litre, 4 cylinder; 125kW/220NmTransmision: Five-speed manualEconomy: 8.5 litres/100km 196g/km CO2 Body: 4-door wagon, 5 seatsDimensions: 44424mm (l), 1808mm (w), 1712mm (h)Wheelbase: 2635mm, tracks front/rear 1520mm/1520mmWeight: 1645kgTyres: 17x6.5. 215/60 R17, alloy.Spare: Full-size steel.

When it comes to towing, Ford's turbodiesel Territory is a natural. Armed with plenty of pulling power, an intuitive six-speed automatic transmission, a broad and stable footprint and class-leading chassis dynamics, the Territory can tow up to 2700kg in all-wheel drive form and 2300kg in rear-wheel drive. A good test

The petrol V8 engine is slightly smaller, down from 4.7 to 4.6 litres, but it produces 26kW more power (228kW) and also 29Nm more torque (439Nm).PRICINGPrices on all models except the GX diesel have increased. The GXL petrol is $83,900 (up $6576), the GXL diesel is $88,990 (up $1326), the VX petrol is $94,990 (up $6576), the VX diesel is $99,990 (up $7826), the Sahara petrol is $113,990 (up $7826) and the Sahara diesel is $118,990 (up $2576).MECHANICALFuel economy on the petrol improves by 6.2 per cent to 13.6 litres/100km, helped by the addition of the six-speed automatic transmission from the diesel but with a taller final drive. The diesel driveline is unchanged. All models now have 138-litre fuel tank capacity.Both models also have Multi-Terrain Select and anti-lock brakes. The anti-lock brake system has been upgraded to automatically adapt to off-road conditions, and cruise-control system now has five crawl settings instead of three.EQUIPMENT AND FEATURESThe GX gets new tail lights, a black grille, an economy meter and retains its rear barn doors and steel wheels. In the case of the GXL, it gets a black grille, new head and tail lights and indicators in the side mirrors. It gains satellite navigation, a 6.1-inch touchscreen audio system with single CD and USB input, an alarm system and a 220 volt connector. The higher grade VX and Sahara now have a terrain response system with five modes - rock, rock and dirt, mogul, loose rock, mud and sand. They also get a new grille and parking sensors front and rear, high intensity headlights, day lights, auto wipers, new 18-inch alloy wheels and power folding mirrors.The Sahara picks up airconditioned front seats, an upgraded satellite navigation system, power tailgate and memory settings for the driver's seat, steering wheel and mirrors. Also new are four wide-angle cameras to cover blind spots and off-road obstacles, and seat heaters for the second row.

Mazda is still playing cover-up on its BT50 ute. The softer styling of the new model, most notably the smiling car-like front, has been masked to give it a harder edge and more of a tough-truck look.Almost every promotional shot of the BT50 shows it with a confronting bull bar and bulging spotlights.The face mask on the test car looked bizarre with its winged Edna Everage style cat's eye glasses and night piercing eyes. Without the facial surgery, styling marries a passenger vehicle front with the tub of a ute. Clearly some like it, some don't.The pointed nose, bulging wheel arches and wrap-around tail lights are overtly sporty and bear a striking resemblance to other Mazda models. Add the "zoom-zoom'' catch-cry and it's clear Mazda is gunning for what it calls the "active lifestyle'' market as well as the workhorse business.The new BT50 is a quantum leap over its predecessor. It is more powerful, more refined, safer, more capable, better equipped, nicer to drive and is longer, wider and taller with a larger interior and a higher payload.Under the skin it is the same as its non-identical twin the Ford Ranger. If you could drive blindfolded you would not pick one from the other. Mechanically they are identical right down to the gear ratios.Unlike Ford, which offers an entry-level petrol model, Mazda's engines are diesel only - a 2.2-litre four cylinder and 3.2-litre five cylinder. The 3.2-litre diesel in the XTR on test produced a class-leading 147kW and 470Nm, or 37kW and 95Nm more than the 2.2 and 42kW and 140Nm more than the previous 2.5-litre diesel.Combined fuel use is 8.4 litres/100km, the same as that averaged by the test ute in outer urban and country running, including an off-road loop. The dual cabs and freestyle cabs are on sale now but, like Ford, the single cabs have been delayed yet again due to the floods in Thailand. Pricing is similar to the Ranger, although there are few direct comparisons because models and equipment vary.There are three trim levels - XT, XTR and GT. All models come with front and curtain airbags and all but the single cab get side airbags. Other standard features include stability and cruise control, traction and trailer sway control, Bluetooth, airconditioning and anti-skid brakes with electronic brake force distribution.The XTR adds 17-inch alloy wheels, dual-zone climate control, satellite navigation, and a leather gear shift knob and steering wheel, while the GT adds leather seats, auto lights and wipers, and an auto dimming mirror. Pricing is similar to the Ranger, although there are few direct comparisons as models and equipment vary.Off road, the BT50 has the grunt, traction, clearance and wheel travel to cope with anything a driver might do. And hill-descent control works in neutral albeit at the expense of extra brake wear. The suspension compromise between a decent ride and disciplined handling is impressive.Mazda says it has gone for a firmer, sportier suspension than the Ranger, but it is hard to pick. Inside, the cabin is long and wide with generous head, leg and hip room, quality trim and a host of storage bins. The dash is clear, logical and intuitive and the main dials are easy to read.Large rear doors on the crew cab open wide and give easy access to the well-padded seats, which have a decent rake on the backrest.

If you think Renault's mid-sized Latitude looks familiar, you are right. It's basically a Nissan Maxima with a Renault nose, tail and interior, built in Korea by Samsung.Renault is not expecting a rush to the Latitude, perhaps a few hundred a year, but it does serve as a replacement for the discontinued Laguna, albeit with less panache.Smaller inside but as long outside as a Commodore or Falcon, the Latitude is classed as mid-sized while the Maxima is classed as a large car.PRICES AND ENGINESKeen pricing, lavish equipment and a diesel engine priced the same as the V6 petrol version are the big attractions. There are two models, the entry level at $36,990 and the Luxe at $42,490. The 2.5-litre V6 engine comes from the base Maxima and produces 133kW and 235Nm and has a combined fuel use of 9.7 litres/100km.The two-litre turbo diesel is similar to that in the Renault Koleos and Nissan X-Trail manual. It produces the same 127kW, but torque is up 20Nm to 380Nm. Combined fuel use is 6.5 litres/100km. Both engines drive the front wheels through six-speed automatic transmissions.DRIVINGDynamically, the Latitude is competent rather than inspiring. The V6 is smooth and frugal, but needs plenty of revs to keep it on the boil and the transmission is set to change up early, which has it hunting between ratios more than is desirable. This makes the diesel the better option. After some lag the relatively quiet diesel gets into stride and provides strong and linear thrust.Handling is balanced and secure enough at moderate speeds, but the insensitive steering and a tendency to push at the front near the limit don't inspire spirited driving. Ride is compliant and composed on big bumps, but it can be lumpy and busy on minor irritations.The interior is tasteful, well-equipped and with clear main instruments and multiple seat adjustment, but it is offset by the sombre trim and complicated audio and navigation controls.WeekltTimesNow

Small it might be, but Skoda's Fabia hatch is giving the Czech company a big boost. The arrival of the Fabia late last year helped Skoda double its sales for the second year in a row and kick off a flying start this year with sales up by more than 90 per cent for the first two months.There are two models - the $18,990 77TSI and the $21,990 Monte Carlo - and they undercut the Volkswagen Polo on which they are based by almost $1000. The Fabia's strengths are its lively performance, frugal fuel use, equipment and spacious interior. The question is whether that gap will be retained at re-sale or will the Polo hold its value better. Time will tell. Direct rivals on price are the Ford Fiesta and the Suzuki Swift. Agile and energetic, the four-door Fabia looks chunky and feels nuggety and is a lot of fun to drive.TECHNOLOGYIt is powered by Volkswagen's 77TSI engine - a 1.2-litre turbocharged petrol which produces 77kW and 175Nm across a useful range of 1500 to 4100rpm.Despite its modest capacity it has enough oomph to launch the lightweight 1120kg Fabia to 100km/h in a respectable 10.1 seconds.Fuel use on the combined cycle is just 5.5l/100km but it prefers premium unleaded. It is mated to a five-speed transmission although a seven-speed direct shift gearbox is on the way.DESIGNThe cheery exterior is carried over inside with a bright dash and clear, easy-to-use instruments and controls, although the quality of the trim is not up to the Polo. Front seats are supportive with plenty of head and leg room, the rear seat has adequate room for its class and the boot is generous.Standard equipment on the base model on test included six airbags, stability control, a four-star crash rating, airconditioning, cruise control, Bluetooth, tilt and reach adjustable steering column, an eight-speaker single CD audio system with MP3, a leather-wrapped steering wheel with audio and phone controls, cruise control, heated mirrors and fog lights.The Monte Carlo adds 16-inch black alloy wheels, sports seats, sports steering wheel, black wheel arches, and alloy pedals. Also on the way this year are a wagon version and a high performance RS 132 hatch.DRIVINGThe engine is eager and flexible, pulls easily from low revs around town and is relaxed on the highway with enough torque to tackle hills in top gear. The gear shift itself is quick and slick and the clutch has a smooth and progressive uptake.With a wide track, longish wheelbase and a stiff body, the Fabia handles like a civilised go-kart. It corners with a taut, flat stance, turns in accurately and has excellent grip. Ride is firm and well controlled and compliant over lumps and broken edges. The steering is direct and well weighted and the brakes strong.

The changes - the first updates since the A5 models began arriving in 2007 - add two new engines, a
 lower entry price and improved fuel economy. The model range has grown to 21.
New for 2012 is the 1.8 TFSI which at $66,990, comes in at $2000 less than the previous entry model the 2.0 TFSI. Also new is the 2.0 TDI diesel version at $68,700 which undercuts the 3.0-litre TDI quattro by $27,000. Both four cylinder engines are front-drive only and coupled to a constantly variable transmission. Gone from the coupe is the 4.2-litre V8 and in its place comes the supercharged 3.0-litre V6 introduced in the Sportback in 2010.
 Audi claims fuel economy improvements of up to 18 per cent using the smaller engines and fuel savings tricks such as electric power steering. Combined fuel use in the 1.8 TFSI is quoted at 5.8l/100km and the 2.0 TDI at 4.7l/100km.
 Cosmetic changes include wedged shaped headlights, a new steering wheel and a revised instrument cluster and centre console. The Weekly Times