Articles by John Parry

There’s an old saying in the bush the bigger the vehicle, the smaller the obstacle. It's an adage that could well have been written for Ford's second-generation Ranger.In size, muscle, on and off-road ability, equipment, towing ability, handling, comfort and convenience, the Ranger raises the bar for both work and play. And it's ahead of the game in safety.The XLT crew cab four-wheel drive on test came with stability control, six airbags, anti-skid brakes, roll-over mitigation, hill-start assist, traction control and trailer sway control.New from the ground up and longer, wider and taller than its predecessor, it is big, but not bulky, and tough, but not tiring, with a smart but sensible interior. 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, class-leading leg room and storage bins underneath. Attention to detail includes Bluetooth with voice control, aero-designed mirrors to cut wind noise, a subtle lip on the tailgate to reduce drag and side airbags with pressure sensors in the doors that ``hear'' a potential crash before panels start to deform.On the practical side, the exterior is easy to clean with no stuck-on bits -- the wheel arches are built in like a HiLux, not added on like a Navara or Amarok. The tub is equal in volume to the Amarok, but is deeper and narrower. It has six tie-down points, each rated to 750kg, and a recessed 12v socket and drink holders in the tailgate.On paper, the $53,990 XLT crew cab diesel manual is $2400 more than the comparable SR5 HiLux and doesn't come with the SR5's standard satellite navigation. However, the extra equipment in the Ford more than compensates.The biggest problem for the Ranger is getting here. Supply problems in Thailand continue to frustrate Ford. The first shipments were all dual cabs. And though some single cabs have since arrived, the bulk of the single and super cabs won't arrive until April-May. When the rollout is finally complete, there will be 20 models -- two petrol and eight diesel in 2WD, and 10 4WD all diesel.The XLT comes with the most powerful engine in the range. The 3.2-litre, five-cylinder turbo-diesel produces an impressive 147kW and 470Nm of torque, or 21kW and 127Nm more than the market-leading HiLux. When working, the engine emits a gruff but subdued growl, and it cruises quietly on the open road, pulling 1900rpm at 100km/h in sixth.Fuel use on test was 8.8l/100km overall and 7.4l/100km when touring. The six-speed manual (on test) has widely spaced ratios offering more than one gear for any occasion. Unloaded, it would pull away in second and could be split-shifted (1-3-5 or 2-4-6 or any combination) without protest. First gear is a low 19.3:1 to give strong step-off under load in high range and the ability to creep along in first gear and idle off without stalling in second.It is easy to drive, comfortable and confident, has a long list of useful features inside and out and will tow a class-leading 3.35 tonnes. Off road, the Ranger has the grunt, clearance and wheel travel to clamber over and through most obstacles, even with the basic-looking towbar attached.Again, the gear ratios provide a wide choice. Four-low is a stump puller and able to crawl along at a little above idle and reel in momentum on steep descents almost down to stall speed. Hill-descent control is speed adjustable using the cruise control buttons. It will operate with the transmission in neutral, though it takes a bit of bravado to try it on steep descents.Shifting from 2H to 4H to 4L and back again was trouble free, but the gear-shift lever on the test car remained sticky even with 8000km on the clock. A shift indicator encourages the driver to shift into a higher gear for optimum economy, though in practice it soon becomes second nature. The suspension compromise is as good as you'll find in this class, with acompliant ride and disciplined handling.weeklytimesnow

You can see why the Mazda 3 is a winner. It is one of the great all-rounders scoring more than enough runs to dominate a market known for its cut-throat competition.

The smallest of Range Rovers has caused an evolutionary, or should that be revolutionary, queue worldwide.Evocative in name and nature, the Evoque has buyers lining up to wait months to sample its talents.These include quirky stand-out styling, refined performance, agile handling, smooth ride, elegant interior with premium trim and, despite the squashed roofline, generous space.Then there is the cachet that comes with Range Rover stamped on its prominent nose and stumpy tail.In looks, aura and allure it easily justifies the mark of its senior brethren. And like a true Land Rover, it is far more capable off road than most owners will ever contemplate.The one failing is the poor vision to the side front quarters caused by the overly large high-mounted mirrors. Such is the blind spot, it is easy to miss-judge a corner, clip a curb or -- worst still -- shave a stump.There is also confusion over its crash rating. Globally the Evoque is rated at a maximum of five stars according to European testing, but Australian analysis of the same data has delivered four stars, the score being just 0.1 off five.Model choice is mind boggling and will swell to 24 when the eco-friendly eD4 diesel arrives in July. Pricing is attractive on paper but can quickly blow out after adding options, some of which should be standard.Prices range from an entry $51,495 to $77,395 plus options. At this stage there is a choice of three and five-door, three trim levels and a petrol and two diesel engines, some with manual transmission, others automatic.On test, an SD4 high-output diesel automatic in standard Pure trim cost $59,875 but blew out to $70,370 with the extras fitted. Standard equipment included nine airbags, the latest in stability and roll control, 17-inch alloy wheels, dual zone climate control, rear parking sensors, Bluetooth, single CD audio with MP3 and USB inputs, keyless start and a temporary spare wheel.Options fitted were $4500 for a tech pack, $1700 for a clear view pack, $1495 for keyless entry, $1300 for metallic paint, $1090 for park assist, $1000 for 19-inch wheels and $670 for power folding mirrors. The clearview pack includes self-levelling xenon headlights with washers, auto headlamps and wipers and signature day lights. The tech pack includes full leather trim and an 11-speaker Meridian sound system with an 8-inch touch screen.The SD4 on test came with the high-output version of the 2.2-litre turbodiesel engine producing 140kW and 420Nm. From a start with 1.8 tonnes to propel, there is a lull until the engine hits the torque band at 1750rpm and then it is off lunging rapidly to 100km/h.Around town mid-range response is strong and linear with the six-speed automatic acting almost intuitively, backed by paddle shifts and excellent throttle control. Cruising is peaceful at 1600rpm at 100km/h in sixth gear. Fuel use on test averaged 7.6l/100km with an official combined figure of 6.5l/100km. Gear selection is by a rotary knob which pops up from the centre console, neat and compact, but it takes plenty of practice to use it by feel alone.The interior is plush and inviting with excellent seats front and back and more leg and headroom than expected. There is reach and rake adjustment on the steering column. Crystal clear controls and instruments set a benchmark for concise and informative data, and there are plenty of clever storage facilities.Mechanical and road noises are so well suppressed that some wind noise is noticeable over the tapering roof line when cruising. Load space is adequate and the rear seats split fold. Ride quality is impressive even with optional 19-inch wheels fitted, with the suspension soaking up bumps, broken edges and minor irritations.And with a big wheel on each corner, a large footprint and minimal body roll, handling is agile with excellent grip and a flat cornering stance, complemented by accurate and evenly weighted steering. The all-wheel drive system continuously varies the drive to the front and back axles according to grip.Off road it will scramble up and down steep fire tracks with ease as long as momentum is maintained over sharp humps, albeit with traction and hill decent controls chattering away. The traction aids includes push-button terrain response which automatically adjusts the drivetrain and brakes to suit different surfaces - normal road, sand, mud and ruts and gravel and snow.weeklytimesnow

Honda's latest Accord strikes deep into homegrown territory.It is similar in size to Commodore, Falcon and Aurion, comes loaded with equipment, a choice of four and V6 engines, and is priced to hit the locals where it hurts.And the V6 is clever enough to run on six, four or three cylinders, to save fuel.This eighth-generation Accord is aimed at buyers looking for a large car at a keen price, with what Honda claims will be low running costs and a high retained value.Prices reflect the free-trade agreement — no 10 per cent import tax — with Thailand, where the Accord is built.There are two 2.4-litre, four-cylinder models, the VTi at $29,990 and the VTi-L at $36,490, and two 3.5-litre V6 models, the V6 at $38,490 and the V6-L at $46,990.The new Accord is a larger car all round and a genuine adult five-seater.Park it alongside its local rivals and it doesn't look any bigger, but it is 51mm longer than a Commodore, 15mm longer than a Falcon and bigger all round than an Aurion.However the width is trimmer — 54mm narrower than a Commodore and 18mm narrower than a Falcon.Behind the wheel it doesn't look or feel as big as the locals, due to the chamfered corners, wraparound lights, curved bumpers, slim roof pillars and a sloping tail.Boot volume doesn't match the locals, but it does have a full-sized spare wheel.The 2.4-litre, four-cylinder version is, as expected, no fireball. But it does its job admirably.Tweaking the variable valve timing has helped lift power and improved fuel economy.Output from the 2.4-litre engine is up 8kW to 133kW, and up 4Nm to 222Nm. Its combined fuel economy (standard unleaded) has improved 8 per cent, to 8.8 litres/100km.Complementing the engine is the decisive and intuitive five-speed automatic.Acceleration and mid-range response are brisk enough once it gets into stride and it cruises easily on the open road.It is also relatively quiet and composed.The transmission has an S (sports) slot below D (drive) and steering-wheel paddle shifters.In S it operates in the first three ratios only, or by triggering the paddle shifts, allows manual selection of all five ratios.The paddle shifts can also be activated in drive. This is useful when slowing, and reverts back to full auto after five seconds.The upgraded V6 is a worthy rival to the Aurion for response and smoothness.A lift in capacity, from 3.0 to 3.5 litres, has increased power by 25kW to 202kW and torque by 52Nm to 395Nm.This just pips the Aurion as the most powerful engine in its class.Step-off response is lively and the punch continues seamlessly through to maximum revs.It also has the advantage of a three-mode cylinder deactivation system, to improve fuel economy.Under load the engine fires on all six cylinders. When cruising and at light throttle it runs on three cylinders and in between it runs on four cylinders.The transition is automatic and silent, apart from a slight exhaust growl on trailing throttle.Whenever the green `Eco' light comes on, on light or trailing throttle, the driver gets a warm fuzzy feeling.Honda says fuel economy improves 6 per cent over the previous V6 to 10 litres/100km on the combined cycle, marginally above the Aurion.Dynamically the Accord is a safe and reassuring car to drive, although enthusiastic drivers will be left looking for more.The suspension is set up to deliver a smooth and compliant ride over all surfaces and confident and secure handling.Steering is light and accurate enough and the brakes confident.The interior is attractive, with well-placed controls, high-quality trim and plenty of storage.The driving position suits all sizes, the seats are supportive and head and legroom are generous for five adults.Standard equipment includes stability control, front and side airbags, traction control, dual-zone climate control, a five-speed automatic transmission, cruise control, steering wheel paddle shifters and audio controls, a six-CD 160W audio system, steering wheel audio controls, power windows and alloy wheels, but no trip computer.The rear seat folds and has a ski-port, but no split fold.Parking sensors are an option on all models.The VTi Luxury adds heated front seats, the V6 lumbar support for the driver and side mirror indicators and the V6 Luxury adds satellite navigation, a reverse camera and a trip computer.Maximum towing weight is 1200kg, or 400kg below its rivals.

This is despite new STi's ability to sprint to 100km/h in about 5.0 seconds, a little quicker than its predecessor.

Imagine being asked to run just as fast on a third less lung capacity.That's the test VW gave its Golf GT designers, and they came up trumps.The GT is a hot favourite for Car of the Year, which is powered by a 1.4-litre engine that uses a supercharger and a turbocharger to produce the power of a larger engine but without the fuel penalty.VW calls the twin-charger a TSI, a world first combination of turbo charging, supercharging and direct petrol injection.Driving the GT is like having your cake and eating it too, adding fun and frugality to daily motoring. It has the low-down punch of a turbo diesel yet the free-revving nature of a petrol engine.The engine-driven Eaton supercharger packs a wallop from rest and hands over to the exhaust-driven turbocharger as engine speed rises.There is no throttle lag, almost no whine from the supercharger and just a slight “woof” from the exhaust on full throttle upshifts when fitted with the optional direct-shift gearbox.Output is 125kW at 6000rpm and 240Nm of torque at 1750-4500rpm, comparable to a naturally aspirated 2.5-litre engine.Acceleration from rest to 100km/h is a claimed 7.9 seconds in the manual and 7.7 seconds in automatic.Fuel use is a claimed 7.7 litres/100km, or about 20 per cent less than a 2.3-litre engine with comparable performance.There are two versions, the six-speed manual at $34,990 and the six-speed DSG at $37,290, both five door and both about $2000 more than the Sportline FSI and $5000 less than the top-selling Golf, the GTI.The DSG or a direct-shift automatic gearbox takes just 0.2 seconds.By the time it takes to blink, the highly entertaining GT with DSG has left one of its six gear ratios behind and gone on to the next.And there is just a trace of exhaust “whoomf” under hard acceleration as the engine releases its exhaust pressure. On enthusiastic downshifts, DSG automatically blips the throttle, providing yet another sensory treat.The DSG is a perfect match for the GTI's gutsy 2.0-litre turbo engine, making decisions in both timing and speed of gear shifts that no human can match. It is also quicker than the manual GTI, sprinting to 100km/h in 6.9 seconds or 0.3 seconds quicker than the six-speed manual.And it uses less fuel than the manual, an official 8 litres/100km, compared with 8.1 litres/100km in the manual.The purists will be inclined to pick the manual version, but not just because it is $2300 cheaper. Slick and precise, the manual shift is a delight to use and gives plenty of scope to explore the engine's wide rev range and its throaty growl. But after a day or two in the DSG, few would go back.Technically speaking, the DSG is a manual transmission that behaves like an automatic with two clutch plates that overlap. The gearbox has the ability to hold two gears in mesh at the same time. As one clutch disengages the other engages, resulting in smooth and quick changes.The sequential shift gate has a sport mode to alter the shift pattern and there are shift paddles on the steering wheel, which overrides the automatic mode. The only oddity is a brief pause as the clutch engages when selecting drive or reverse and in stop-start traffic.Breath on the throttle and it's off, delivering strong and willing punch over a wide rev range.The front-drive chassis is beautifully balanced, the steering pin sharp and the brakes tireless. The GT runs the same suspension as the GTI, which delivers exceptional traction and grip and a firm, compliant ride.Equipment includes eight airbags, stability control, 17-inch alloy wheels, eight-speaker single CD audio with steering wheel buttons, sports seats, power windows and heated mirrors.Tell-tale signs are minimal over the GTI. They include GT badges, black inserts in the lower grille, body-colour trim on the grille and duel exhaust pipes.  

Selfish, aggressive and true to its heritage. That's the updated 350Z, the latest in a long line of sports cars from Nissan.Nostalgia is re-written in the same confined cabin, stretched footwells, low amidship seats and the same "where does it finish” bonnet.And the engine sounds a little like the original gravelly straight six, even though it's the latest V6.The Z earns full marks for engine punch and flexibility, traction and grip, pin-sharp steering, rapid and precise gear shift.But, it's not so inviting when it comes to road noise and poor visibility.There are two versions; the Touring, at $62,990 (auto $64,990) and the Track, at $67,990 (auto $69,990).The soft-top roadster is $73,990 (auto $75,990.Equipment in the Touring includes front, side and curtain airbags, traction control, leather trim, climate control, Bose sound system, heated seats and cruise control but no stability control.The extra $5000 for the Track versions buys Brembo brakes, a body kit, stability control and wider and lower profile tyres, 225/45 (front) and 245/45 (rear) on 18-inch alloys.The same wheels and Bridgestone Potenza tyres are now fitted to the more compliant Touring, which used to have 17-inch wheels.Styling is largely unchanged, apart from a bulge in the bonnet.Most of the changes are in the upgraded 3.5-litre engine, which produces 230kW (up 9kW) and 358Nm of torque (up 5Nm).Improved low to mid-range torque comes from a combination of a dual air intake, a wider operating band for the variable valve timing and lower exhaust back-pressure.At the same time, the engine revs to a 500rpm higher peak of 7500rpm.And although it weighs a hefty 1460kg, acceleration is strong and effortless, reaching 100km/h in 6.5 seconds.Gearing in the six-speed manual is well spaced and decisive in the five-speed automatic, which comes with a sporty downshift mode.The chassis is heavily braced front and rear and stiffly sprung.Handling is balanced, with accurate turn-in and excellent grip, front and rear.Storage is provided in bins between and behind the seats but luggage space is restricted by the rear body brace and the high floor, which covers a space-saver spare. Snapshot Make: NissanModel: 350ZCOST: from $62,990 

From the moment you turn the key you know the XR4 has been penned with passion.It has a taut, chunky feel, a lively and tractable engine, intuitive steering and suspension tuning as close as you'll get to a go-kart without upsetting your lunch.At $24,990, the German-built two-door hatch is the new value benchmark for the sporty light-car class, lining up alongside the Polo GTi and Suzuki Swift Sport.And its non-turbo status opens it up to P-plate drivers.The XR4 is powered by a modified version of the 2.0-litre Zetec engine from the Focus.Output is 110kW at 6000rpm and 190Nm of torque from 1500rpm, an increase of 3kW and 5Nm.It's the power-to-weight ratio and the gearing that give the XR4 its magnetic performance.Breathe on the throttle in any gear and it's off, delivering strong and flexible punch in the useful low-to-medium rev range, accompanied by a healthy guttural engine note.Manual only, the five-speed, close-ratio gearbox is slick and precise.However, the ratios are chosen for sprinting, not cruising. With the engine pulling a busy 3000rpm at 100km/h in fifth gear, a relaxed tourer it is not.Fuel use is a claimed 7.4 litres/100km on the combined town-highway cycle, and the engine is tuned to run on 95 RON.The suspension has been lowered and stiffened and the brakes upgraded.The chassis is finely balanced, with near-neutral handling, flat cornering, exceptional grip and turn-in response, and a ride on the rigid side of firm, yet not bone jarring.Grip from the fat Pirelli P Zero Nero tyres is tenacious, even on gravel, at the expense of a wide turning circle.The steering is quick and pin-sharp.Traction control is standard and the stability control system is programmed for late intervention and can be switched off.A body kit adds deeper bumpers, integrated side skirts and a large roof spoiler.Visually the XR4 is either purposeful or loud, depending on whether it has the optional $300 racing stripes.Stretching from tip to toe, the fat stripes ensure an XR4 will never get lost in a car park or be mistaken for anything else on the road.The interior is dressed up with snug sports seats, a grippy sports steering wheel, extra engine gauges and alloy pedals spaced just wide enough for big feet.With or without stripes, the XR4 is guaranteed to add spice to your life. SnapshotMake: FordModel: Fiesta XR4Equipment: Six airbags, airconditioning, six-disc CD audio, anti-skid brakes, 11-spoke 17 inch alloy wheels, fog lamps, electric windows, heated mirrors and steering wheel audio controls. Cost: $24,990 

Four hours out of Adelaide and with another hour to go after dark, the penny dropped.  What was Ford's new urban baby, the Festiva, doing in the middle of nowhere with the speedo bent clockwise of noon, eyes peeled for roos and bugs spattering its cute nose?After all, the marketing boffins say this latest runabout is mostly likely to be found nipping around town guided by young, single females.  Yet out there, where the sun sinks pink over salt pans and roads stretch to the horizon far from city lights, an ageing bloke can develop a healthy respect for the long-legged Festiva.Car buffs will know this second-generation Festiva is Ford's version of Mazda's existing bubbly 121, not the old model 121 on which the first Festiva was based.  Ford designers have added a longer Laser-like body to the Mazda mechanicals and given it to Kia in Korea to build.The reason why the Festiva is not a back-breaking, bum-crunching buzz box out in the bush is that it is no longer a baby car.  It is almost a big as the Laser of five years ago, with a longish wheelbase, reasonable seats and relatively tall gearing.  If you doubt the growth, look no further than the price.The three-door Trio is $14,695 (auto $15,813) and the five-door GLi is $16,800 (auto $17,918), plus $1885 for air conditioning, a jump of almost $2000, despite the stability of the Korean currency compared with the Japanese yen. The cold, hard fact for first car buyers is there is no longer a new car available in the $12,000 bracket, now that Lada and Niki have gone and the others have moved up in price thanks to the bloated yen.Festiva's rivals are Charade, Barina (soon to change parents from Japan to Europe), 121 and Swift.  The first Festiva claimed 21 per cent of the small hatch market last year and Ford is gunning for more this year. Rumor says dealers will be willing to talk discounts.A new multi-point fuel-injection system for the 1.3 litre engine produces 47kW at 5000 rpm and 102Nm or torque at 3000rpm. Specific output is a little lower than the equivalent 121, but so, too, are the engine speeds. Maximum torque comes in at 700rpm lower and maximum power 1000rpm lower, which makes the Festiva less reliant on gear-swapping and more suited to automatic.Gearing in first and second is similar to the Mazda, so it is just as quick off the mark, but lower engine speed allows it to pull taller top gears and cruise quietly.  On the run from Murray Bridge to Swan Hill, the GLi on test performed with the ease of a larger car. Power steering is twitchy at speed, hills knock fifth down to fourth quickly and the wheels don't like falling into big holes, but overall comfort levels are good.And the bonus at the end of the day is low fuel costs. The average over 1000km was 9l/100km, but a lighter right foot could extend this to 7-8l/100km, giving a touring range of 450-500km from the 38l tank.Standard equipment on the Trio includes four-speaker stereo, fold-flat load area, sporty seat trim, cup-holder and a left footrest. The Gli adds power steering, tilt steering column, velour seats and door inserts and a map pocket in the driver's seat. The GLi is 345mm longer and 65mm wider than the previous Festiva and has 27mm more front legroom and 75 per cent more load space with the 50:50 split rear seat folded.  It is also 112kg heavier at 922kg.  Colors include violet, pink and masculine green.