Articles by Jonah Wigley

Subaru has sold more than 105,000 Foresters since 1997, and they’d really like to keep that pace going.Available in X, XS and XT variants – each with a number of transmission options, the new Forester provides potential buyers with plenty of optionsDrivetrainsForester X and XS units are powered by a four cylinder 2.5 litre SOHC, horizontally opposed boxer engine producing 126kW at 6000rpm and 229Nm of torque at 4400rpm. The top of the range XT is a 2.5 litre DOHC boxer and puts out 169kW at 5200rpm and 320Nm at 2800rpm.Transmissions comes in the form of manual (X, XS, XT), premium manual (XS, XT), Sportshift auto (X, XS, XT) and premium SPORTSHIFT auto (XS, XT).Fuel consumption for the X and XS manual is at 9.3 litres/100kms and 9.6 litres/100kms for the auto, growing to 10.5 litres for all XT variants, with CO2 emissions ranging from 220-248g/km across the line-up.ExteriorThe new Forester is longer, wider and higher than its predecessor and has a sportier, more aerodynamic stance due to its shorter rear overhangs and a more dressed look with the chrome highlights.The base model X gets 16” steel wheels, a chrome grille and roof rails, while the XS adds 16 inch alloys, self-levelling rear suspension and a sunroof, with the XT offering xenon headlamps and 17 inch alloy wheels.InteriorThe sporty theme has also been maintained on the inside with a sweeping cockpit featuring three-dimensional instruments accented blue highlights and metallic surrounds.The cargo area and the cabin are and there are also more storage areas, cargo and luggage hooks and cup holders.Rear legroom is improved by 109mm to 965mm and front legroom by 29mm, to 1095mm.Cruise control, power steering, windows and mirrors, a multi-function dash display and 60/40 split/fold rear seats are standard across the range. The XS adds a wood grain dash, leather trim and a multi-stack CD player. Satellite navigation and MP3/Bluetooth compatibility are available in the XT only.SafetyWith a five star ANCAP crashworthiness rating to its name, the Forester is no slouch when it comes to safety. Also on the list is a comprehensive safety package, ABS, hill-start assist, active headrests, ring-shaped reinforcements around the cabin and constant all-wheel drive.PricingThe pricetags start at $30,490 for the Forester X manual and top out at $46,990 for the XT Premium Sportshift auto.DrivingIt’s hard to deny the Forester’s ability, but we took a while to warm to the XS manual we tested. However, that was less about the performance than about the looks.Its no secret Subaru have gone south in the style department – yes Impreza, we’re talking about you. So you would have thought the Suby designers, armed with pages of negative feedback, might have made some big changes with the new Forester. But they didn’t.Unlike the Impreza there are no glaringly obvious changes but in a way that’s we were hoping for. The Forester is just plain… plain.In a glass-half-full kind of way, they didn’t have much to work with. It’s not as boxy as past Foresters and appears – and is – roomier inside. And this is probably where the negatives dry up and the positive aspects begin.If you can block out the unsightly swirl in the dash design, the cabin is a rather nice place to be. The seats are comfortable and supportive and the multi-function steering wheel enables the dash to be relatively clutter-free but for a six-stacker, MP3 compatible stereo system and simple air con dials.In fact it feels more like a family saloon car than a big boofy SUV, and it drives like one too.On the go, the new Forester is up there with the smoothest and easiest drives we’ve had – across the board.Changing gears is silky and light and the 2.5 litre engine is surprisingly capable. 110km/h on the freeway was a breeze and there was only minimal tyre noise through the floor into the cabin.The Forester was nimble and light in the city, and with large viewing areas out the side and rear windows, it felt as simple to park as any car half its size.Noting the vehicle in our garage, a friend tried to pressure us into helping him move house, and – knowing it would be a good test of the car’s capabilities – we eventually capitulated. We weren’t looking forward to a weekend of lugging boxes, but the split fold rear seats allowed us to complete the job and escape in much less time than we’d set aside. And even with a substantial amount fo freight crammed into the 1660 cargo area, the Forester was far from sluggish.When you add in the effort Subaru put into making their cars safe – this one has a five –star ANCAP rating – we could understand why it keeps winning awards for being such a practical, affordable, capable and exciting family car. If only it looked the part.Verdict: 7.7/10

The luxury marque struggled under Ford for years and hopes that now, with the help of the XF — and under the ownership of Indian car giant Tata Motors — it can turn itself around.With the choice of four engines including one diesel, the XF range provides a good choice for all driving and lifestyles.The 2.7 litre turbo-diesel produces 152kW at 4000 rpm and 435Nm of torque at 1900 rpm. It gets from 0-100km/h in 8.2 seconds on its way to a top speed of 229km/h. The most frugal of all the variants, the diesel burns 10.4 litres/100kms.With a top speed of 237kW, the 3.0litre V6 petrol generates 175kW at 6800 rpm and 293 Nm at 4100 revs. Its 0-100km dash is just a fraction quicker than the diesel and its top speed is only eight kilometres more at 237km/h. Fuel economy starts to creep up for the first of the petrol engines at 15.8litres per 100kms.The first of the V8 units has a 219kW, 4.2 litre engine with 411Nm at 4100 rpm. It hurtles to a limited top speed of 250km/h after a 6.5-second 0-100 sprint.The biggest engine is a turbo V8 that creates a substantial 306kW at 6250 rpm and an equally large 560Nm at 3500. It will read 100km/h in a rapid 5.4 seconds but can’t go any faster than 250km/h.Both the V8s are quite thirsty with the smaller one using 17.3 litres per 100kms and the bigger of the two using a litre and a half more.All variants transfer power to the wheels via a six speed automatic transmission.Servotronic variable ratio power-assisted steering is standard on every version of XF and together with its light and rigid structure and wide track, ride and handling is well-balanced and responsive. For the SV8, that includes the adaptive damping strategy of Jaguar´s Computer Active Technology Suspension (CATS) which uses a network of sensors to monitor your driving style and road conditions and a high-speed processor that uses the data to constantly fine-tune the adaptive shock absorbers.Jaguar have taken a big design step with the XF, making it look more modern and sleeker than the stately, traditional style of previous models.The low nose, strong woven mesh grille and rising waist give this coupe-like four door an athletic appearance and an assertive presence.A very Aston Martin DB9-looking chunky rear with lipped boot lid and – like the front - wraparound lights, accentuates the cars sportiness and conjures a sex appeal that hasn’t been associated with Jags for some time.Three trim levels are available in the interior that Jaguar describes as ‘sporting luxury’. There’s not much clutter at all thanks to ‘invisible until needed’ features like the revolving air vents, the touch screen controls and the pop-up JaguarDrive Selector™.But it’s the use of real wood – more than any other Jag since the Mk II saloon in the 1960s – that shoots this interior into the luxury category at first glimpse. Satin American Walnut, Burr Walnut and straight-grained Rich Oak adorn the cabin and highlight the aluminium finishers.For it’s coupe like exterior there is lot of room inside the XF – enough for five large adults to sit comfortably. There is plenty of storage too, including three cup holders, storage pockets in each door and two lidded compartments in the centre console. Not to mention the boot which holds over 500 litres.There are several other features to make driving simpler and more enjoyable like satnav, TV, a camera for rear park assist, a premium sound system, Bluetooth and iPod capabilities, soft blue illumination for the instrument cluster, cruise control and voice recognition.A comprehensive airbag package heads a long list of safety features for the Jaguar XF, including Electronic Brakeforce Distribution, ABS, Dynamic Stability Control, Electronic Brake Assist, Cornering Brake Control, Understeer Control Logic and Engine Drag Control.The XF is a beautiful car, to view and to drive. It is everything a Jag should be; original in design, instantly recognisable to the cognoscenti as a Jag, feline in stature and demeanour, masculine in nature while maintaining feminine appeal. My wife loved it and her taste is showing a shift away from 4wds and small to medium sedans to larger family coupes and stylish performance four-doors. Thank god.Ford did a great job of getting a product line together it could sell. Wehope Tata does a good job of custodianship of the marque. Personally we would have liked to have seen Ford keep Jag and cut some of the other crap from their own product line. Selling Aston was a good decision and it is in good hands, especially if the partnership with Mercedes proceeds. We worry for Jag though.The only negative comment on the interior came from a rear row passenger who pointed out the back of the front seats is just an ugly plastic. He was right but we hadn't looked as it is hard to take your eyes away from the dash, which is simply the best designed dash - period. The use of timber is superb, with a pale ash that looks modern and a great breakaway from the traditional burled walnut that the try-hard Japanese "prestige" models use to try to imbue some sense of style.The V6 in the test car gives ample power for most, but Jag is a performance marque so we would opt for the V8. The extra 10-20 bucks (driving style dependent) a week in fuel is a small trade-off on the enjoyment stakes. The handling is dynamic and we couldn't find any vices.Driving this is a joy, an event, something that anyone who is contemplating buying a car that is more than transport is really after. Its competition is Audi, Mercedes, BMW and to a certain extent Citroen, Jag with the XF can now hold its head very high in this company.Now let’s hope Tata does take Jag back to Le Mans and commissions one of the great design houses to build a true descendant of the E-type. We would go with the newly re-established Touring… bring it on.For - Style, driving dynamics, designAgainst - the back of the front seats should be leather and not plasticNot only is this the make or break car for the prestige Pommy – scratch that – Indian marquee, but it is a new modern direction in styling for Jag. And that has been lacking for quite some time in the brand.It’s a standout from its very DB9 rear, along its high waistline crease and down to the low slung nose. It’s already clear that Jaguar have bitten the bullet and started from scratch with this big, impressive car. It’s sleek and sporty but in a firm handshake, dinner suit kind of way. Very modern, but still retains the look you associate with the brand’s history.The XF has one of the best interiors we have ever seen, touched and heard. They have combined Jaguar tradition with the necessary mod cons and plush new surfaces beautifully.It’s roomy without losing intimacy, and the designers have kept the long, wide sweeping centre console that have featured in Jags for decades. A large brushed-metal dial, together with a multi-function display, controls nearly everything in the car. So there is no clutter except for stereo and air-con buttons. Even the air vents are hidden until they revolve into life when the engine is turned on.Another eye-catching feature was the woodgrain panelling. The over-varnished cherry coloured monstrosity, that we see far too much of, is nowhere to be seen in the XF. Instead it’s replaced by real wood that actually looks like something you’d choose to make your dining table with.The seats are comfortable and supportive and there is very little wind or tyre noise.On the road at slow speeds, the Computer Active Technology Suspension eats up ruts and blemishes. Acceleration and gear changes in the V6 were timely and smooth. We never longed for extra power but still want to give the V8 a go just hear what sort of noise it makes.The XF performs like many cars half its size when its legs are stretched on winding, hilly roads. Cornering is fun and the car is agile thanks to the suspension firming up and sticking the tyres hard to the tar.We just hope under new ownership, this brave new attitude is nurtured.

DrivetrainThe GS450h is also the world’s first rear-wheel drive hybrid and is powered by a 3.5 litre V6 petrol DOHC petrol engine producing 218kW at 6400rpm and 368Nm at 4800rpm.Mated to the V6 are two high output electric motors that recharge using the kinetic energy produced when braking. The first one starts the car while the second drives the rear wheels. Both motors put out 147kW, and when combined with the petrol engine, 254kW is produced.An electronically-controlled, continously variable transmission ensures subtle gear changes and allows both petrol and electric motors to act as one.Suspension up front is independent, double wishbone, with independent, multi-link at the rear, and a choice of ‘normal’ or ‘sport’ mode according to your driving style.Using 95+ RON PULP to fill the 65 litre tank, the luxury hybrid should burn 7.9 litres every 100kms.ExteriorThe slightly refined design reduces drag for better aerodynamics, while the long bonnet, pulled-back cabin and short muscular rear give the vehicle a strong, purposeful stance.A rear-view camera with rear guide assist, and electrochromatic side mirrors that dim to prevent headlight glare, are just two of the exterior features that make this car easier to drive. Add to that a pre-collision safety system, rain-sensing wipers and a power-operated moonroof, and Lexus’s focus on cutting-edge technology for the GS450h is obvious.Other exterior features include five-spoke 18-inch alloy wheels, xenon active cornering headlights and a rear spoiler.InteriorIn the multi information display, a constant reminder that you are driving a hybrid is a power meter that updates you on the total power output and advises which systems are operating.The clean intuitive dash is highlighted by woodgrain and metallic trim, and by the multi function steering wheel that incorporates controls for the audio, cruise control and phone.Matching the exterior for features, inside the car you also get climate-controlled seats with memory, a Mark Levinson audio system, DVD-based sat nav, leather upholstery, front seat head restraints and sufficient cup holders and storage pockets.SafetyIn addition to the pre-collision system, you get ABS, EBD, VCS, a comprehensive airbag package, Active Cruise Control that detects vehicles in front and adjusts speed accordingly, and electrically controlled braking.PricingThe Lexus GS450h starts at $128, 899.DrivingDriving though the city was comfortable. The steering at low-ish speeds was surprisingly heavy but we liked that – it made us feel like we were driving a cheap Benz. But the thing is, the Lexus not cheap. For a minute let’s just forget the hybrid aspect.At $128,000, it's too close in price to the Mercedes C63 AMG and too far over the $80k Holden Grange to be an option. Unless it’s all about the hybrid aspect for you, which is very effective both from a performance and efficiency aspect.An 80k drive on the freeway was uneventful. Acceleration was good and in a very small way it delivered that slot car feel you just know the performance electrics will have when they get here.We had to constantly feed in steering, which was too light - now at speed. Both aspects were very annoying.We did find the thing amusing or maybe disturbing when we started it again back at the office - it was hot and fully charged. After a couple of goes we realised it was in complete electric mode. There was absolutely no engine noise when starting.The electric experience was good and the dash and gauges for the hybrid display were fun to watch.A comparison can be made between the evolution of the mobile phone and that of hybrid electrics. The Prius is the early brick in that it basically got the ball rolling, the GS450h is the slim flip phone -- starting to get a bit more function and style. But unfortunately we are a long way off an iPhone and it may be Mercedes, rather than Lexus, that will get us to that point.However, this is an important car as it represents a stage in the life of the current leader in hybrid technology. Let’s all just hope they go the way of the brick mobile phones and lose their dominance.VERDICT: 7.1 

Its bold presence and striking looks have given it a real chance in our big car market. Drivetrains and performanceThe 300C is available as a sedan or wagon – 300C Touring – and comes with a choice of four engines: 3.5 litre V6, 3.0 litre CRD V6, 5.7 litre HEMI V8, and the stonking 6.1 litre HEMI V8 SRT we tested, with its 317kW of power and a chunky 569Nm of torque at our disposal.With that under the bonnet you can expect to reach 265km/h, getting to the first hundred in just over five seconds.At just under two tonnes and just over five meters long, the big SRT8 gets power to the wheels via a five speed automatic with AutoStick for manual shifting.For a superior driving experience the 300C has a near 50/50 weight distribution, rear-wheel drive, ESP and five-link rear suspension.As was to be expected, fuel consumption is on the high side at 14 litres/100kms. ExteriorStanding at over five meters long and nearly two meters wide, the 300C has a bold presence on the road.But more than just its sheer size; the high belt line, huge proportion of side glass, chrome exterior mirrors and door handles and the classic, stately grille design come together to create a vehicle that commands respect.The SRT version also has massive 20 inch wheels and an integrated spoiler with high mounted stop light. InteriorThe 300C’s cavernous interior is lined with soft touch surfaces and luxury leather-trimmed seats. The front bucket seats are heated.Tortoise shell and California Walnut trim is available for the bigger V6 and the lesser V8 respectively, with the SRT8 dominated inside by dark leather trim and aluminium panelling.Dual Zone Automatic Temperature Control, a five feature memory system for the driver, rain sensing wipers and a Multimedia Infotainment Systemwith Navigation are all standard on the SRT8.Cargo capacity is flexible thanks to 60/40 split-folding rear seats and large boot. Two front and two rear cup holders make long distance driving easier. SafetyAlong with Electronic Stability Program which includes Electronic throttle control, all speed traction control and Yaw-Control sensor/Steering Control sensor, the 300C range has a Rear park assist System, Tyre Pressure Monitoring System, brake assist and big Brembo brakes.A comprehensive airbag package rounds out the 300C’s impressive safety features. PricingPricing for the 300C range starts at $53,990 for the 3.5 litre V6 auto sedan.The 6.1 litre, Hemi SRT8 auto that we tested starts at $71,990 for the sedan and $74,990 for the Touring – the most expensive car. DRIVINGOur first thought after seeing the 300C in the flesh was how the hell we were going to get it in and out of our miniscule car park without scraping it on one of the many — largely unnecessary – cement pylons. At over five meters long and a coat of paint under two meters wide, its no little shopping trolley.But seeing it in person also revealed its impressive, muscular presence. The huge grille, splashes of chrome and enormous 20” wheels gave it an attitude we reckoned would have attracted those of us who love a good gangster flick and want to bling their way round in a big mean car and count the stares.The 300C’s interior is cavernous. There’s a fine line between the luxury of a lot of space, and feeling you could get lost just in the centre console bin — it really doesn’t need to be that big. Just a fraction smaller and you wouldn’t need a two-way to speak to your passengers. But negatives aside, the seats are comfortable and supportive and the aluminium dash and thumping stereo give a prestigious feel.The sheer power of the big V8 doesn’t disappoint and is surprising given the car’s size. A short squirt on the throttle produces instant thrust and that 'thump in the back of your seat’ punch. Ride and handling — thanks to the 50/50 weight distribution and five-link rear suspension — is firm and smooth and it corners as well as a lot of cars half its size. All in all, it’s probably a little on the large side for out modest needs but it definitely shook off a lot of initial criticisms after a few days behind the wheel. 

Engine and TransmissionThe estate uses the same engine that powers its saloon sibling -- a super-charged four-cylinder engine that puts out 135kW and 250Nm, with power getting to the wheels via a five-speed automatic with paddle shifts on the steering wheel..Fitted with improved pistons and with modified engine management, the C200 estate boasts impressive performance and fuel consumption  at 8.3litres/100kms.ExteriorThe giant German marque has made sure to hold on to the distinctive Mercedes-Benz characteristics with C200 estate, whilst adding modern elements.The distinctive chrome three-louvered radiator grille and big centred badge plus chrome highlights on the bumpers, wings and doors help to retain the classic Merc presence. The body coloured bumpers, polished aluminium roof rails, an electric glass sun-roof and 17 inch, five twin-spoke, light-alloy wheels give it an edgy modern feel.The side profile highlights a creased waistline following the long rise from the bonnet, over the windscreen then gently down to the top of the tail gate where it drops abruptly and folds into a short rear overhang. The front wheels being pushed right to the front also give the car an athletic, purposeful stance.InteriorInside, the C200 has a sporty flavour with black floor mats and dash, contrasting with the door panels and arm rests in reef grey. The classic Merc heritage is never too far away though, highlighted by black bird’s eye maple and full leather upholstery.As always, quality and attention to detail is easily evident. Electronically adjustable driver and passenger seats with memory settings, three-zone automatic climate control, a Harmon/Kardon Logic 7 sound system and voice recognition functionality are all standard.SafetyFront airbags, window bags and side bags for the driver and front passenger plus window bags and side bags for the side passenger, together with Adaptive Brake Regulation with hillstart assist, ESP, ABS, crash-responsive active head restraints(for front seats) and a tyre pressure loss warning system, completes the substantial safety package.PricingThe C200 estate starts at $58,978.DRIVINGWigley saysAfter recently driving the C63 AMG I was a little apprehensive stepping into the standard wagon because I almost know I’d be let down. But I really wasn’t.Both cars are great in their own ways – the C63 is a performance powerhouse and the estate is a comfortable, refined family wagon – and a damn good one at that.The workmanship and quality of the interior as always is first class. Initially the seats felt a little small but I soon sunk into them and felt completely supported.The flat bottom boot fits a lot but the car itself looks compact from the outside.The revised suspension, especially with the three settings made driving a joy in all conditions.Power, although not mind numbingly raucous, was sufficient enough to be able to merge and overtake without a trickle of fear that you might get rammed.The one gripe I had was the legroom in the back seats. Even with the front seats forward, the back is only really big enough for two mid-sized teenages.Verdict: 8/10Halligan saysI am a big fan of the current C-Class.  The C200 wagon reaffirms this opinion once again. It's a great package and it just feels right when you drive it.It has ample power for its target market. Style, presence, quality and performance are all excellent and I only have one criticism of the C-Class in general. It needs just an extra couple of centimetres between the front and rear seats.While I am not a fan of models growing through their life cycle, I think the C can afford to do so. At the moment it is still virtually the same size as the first generation 190 I parked it beside in the family garage.Start-up families shopping in this price bracket should consider this car. Don't do the normal thing and buy a mid-size 4x4 without first looking at one of these. Do your sums and consider cost of ownership and depreciation. Service costs, tyres and depreciation on most mid 4x4 is ludicrous especially in this price range.Quality, presence and style. More people should consider one.Verdict:  8.2/10  

The arrival of the first C5 in Australia back in 2001 marked the beginning of the revival of a brand that had long suffered the reputation for not quite keeping up with the rest of the pack.Thanks to the substantial makeover of the whole Citroen range that started with the C5, the big French marque has improved in many areas from safety, to suspension and engine technology.Citroen hopes to continue that improvement with the new C5 sedan and wagon.The all new C5 comes as a six speed auto with a choice of two diesel engines only – a 2.0- litre in-line four cylinder DOHC diesel – available in both the Comfort and Exclusive - and a larger 2.7 litre DOHC V6 – available in the Exclusive only.The smaller version produces 100kW at 4000 revs and 320Nm at 2000 rpm. For the big one, add on another 50kW and enjoy a hefty 440Nm at 1900 rpm.Using the two litre engine, the sedan burns 7.1 litres of fuel per 100km and the Tourer wagon uses 7.2. The larger engine in the sedan uses 8.5 litres of diesel per 100kms and in the wagon it uses 8.6.CO2 emission numbers for the 2.0-litre are 189g/km for the sedan and 191g/km for the Tourer. The 2.7-litre sedan releases 225g/km, again adding 2g for the Tourer.Citroen’s well-known Hydropneumatic suspension system features again this time round in the form of the Hydractive III+, which automatically alters height and firmness to improve stability and fuel consumption.With the trademark long front and short rear overhangs, the new C5 is lower to the ground and has been designed to sweep gracefully from front to back, giving it a new sleek, aerodynamic look.Its 2.82m wheelbase, unique concave rear window and high, creased waistline add to this effect but also, in a practical sense, allow for more room in the cabin and boot.Large wrap around bi-xenon headlights on the Exclusive trim level not only adjust for road surface irregularities, but turn with the car when cornering, whilst kerb lamps help to light the way.‘Boomerang’ rear lights together with 17 or 18 inch alloys – standard on the Exclusive - bring together a package that seems to glide rather than drive.Visibility all round is very good thanks mostly to the large sloping windscreen and rear window.Inside, the C5 matches its exterior for a combination of prestige, style and practicality.Fully adjustable ergonomic seats – with massage function on the drivers side - made with quality leather in both variants, and a simple intuitive dash, allow for comfortable trips with several driving options at arms reach.But there is little need for your hands to even move that far with options like cruise control, speed limiter, stereo system and the dashboard display navigation on the fixed-hub steering wheel.Power steering, electric windows, height adjustable steering wheel and front and rear air vents and pollen filters are standard across the range, with Bluetooth, sunroof and a lane departure warning system as available options.Interior mood lighting calms the elegant cabin and the Exclusive comes with laminated acoustic side glass which significantly reduces road noise to enhance that effect.Rear parking sensors are standard in both cars. The Exclusive also gets front sensors.There are several small compartments throughout the cabin including a hidden cup holder under the centre console armrest.The C5 tourer holds 505 litres with the seats up and 1462 litres with them down. Other features specific to the Tourer are cargo tie-down rings, shopping bag hooks, a retractable cargo cover and a rear passenger protection net.The sedan’s boot capacity is 439 litres.A five-star Euro NCAP rating tops an impressive safety package for the Citroen C5.The long list of safety features includes up to nine airbags, ESP, ABS with Electronic Brakeforce Distribution Emergency Brake Assistance, energy absorbing side impact protection, hight adjustable seat belts and a fuel cut-off device.Pricing for the new Citroen C5 starts at $49,990 for the two litre Comfort sedan, and tops out at $65,740 for the 2.7 litre Tourer.Citroen predict 400 sales for the rest of this year with a further 1100 sales in 2009.We drove both engines on freeways and hilly, winding country roads, and really didn’t feel there was a substantial difference in power from the V6 down to the four. Passing large trucks was worry-free even in the 100kW variant that constantly played above its weight.Initially, it seemed a little hasty to expect people to be comfortable with a diesel-only offering, but in this case the quality combination of the smooth, six-speed auto with both engines, made up for the lack of a petrol unit.Initially the ride felt a little floaty and the tyres yelped, especially when cornering hard. But with the dampers in sport mode it firmed up just enough to grip sufficiently, without spoiling the velvet-like effect of  the suspension.Citroen have made a big effort to reduce wind and road noise and the result is frankly unbelievable – this car is pin-drop quiet and it creates a luxurious ambiance inside.The dash is well made and simple without skimping on functionality that makes life a lot easier.The fixed hub steering wheel is a little strange at first and the wheel arms angled inward makes it hard to position your hands comfortably.From the outside, the C5 certainly looks different, thanks in large part to it having a boot rather than a hatchback. Looking rather A4-like from behind, it has jumped a few spots up in the styling stakes in our minds.Seeing it side-on with its high waistline crease that flows from front to back, together with its nice big wheels, short rear overhang and low-slung stance, it looks like a car that means business.According to the marketing spiel, the new Citroen C5 is aimed at demanding, well informed buyers with an eye for detail and an awareness of competitive offerings. Coming in at better value than many of its peers, this version of the C5 is set well to attract those in need of affordable luxury - and even the odd ship-jumper.

The sad fact is the majority of people movers out there only come with seven seats at the most, which dramatically reduces the options for families with six kids – or those with even just two or three who have a big social calendar.Unfortunately, this then increases the chances of those families becoming the chuffed owners of massive fuel guzzling, lane hogging, enviro-killing 4X4’s - complete with CB and snorkel - that will never see dirt.ExteriorWe tested the the Grand Carnival Premium. It’s a big car – 5,130mm long and 1,985mm wide – but Kia have managed to shape it so its long purposeful nose, aerodynamic contours, 16 inch alloys and wide stance make it look contemporary while retaining a classic MPV presence.Electric sliding doors, sleek side mirror housings, distinctive dual front headlights and a rugged rear help to complete its modern appearance.You also get fog lamps set within the bumper, high level LED stoplights and a step plate for maximum loading efficiency.InteriorClearly the inside is where it’s at in a people mover, and in the Grand Carnival there are a heap of different seating combinations to help give you a pain free ride. Of the eight seats in the Kia Grand Carnival, the comfortable front and passenger, plus the first row of three are slidable bucket seats, with a 60:40 split fold-flat bench up the back. The middle row is removable for extra space.With the middle seats removed and the third row folded and sunk, the cargo area is a massive 2,280mm deep and 1,457mm wide.There is also a pile of other features to make travelling with a lively crew as pleasant as possible, including: power windows and mirrors, remote central locking, six speaker sound system, triple-zone air condition with individual outlets for each row of seats, 11 cup holders and storage compartments, passenger folding table and seat back trays in the second row, two coat hooks and a shopping bag hook in the cargo area.Engine and performanceBoth the Grand Carnival and Grand Carnival Premium run on a 184kW, 3.8litre V6 engine producing 343Nm. A five speed auto tiptronic-style transmission transfers power to the wheels. Both versions burn 12.8 litres of unleaded every 100km.SuspensionIts unibody construction together with McPherson strut front and multilink rear suspension give the Grand Carnival a smooth comfortable ride with minimal body roll.SafetyA comprehensive airbag package, ESP, ABS, Electronic Brakeforce Distribution, traction control, childproof rear door locks, five child restraint anchor points and a security alarm with panic button all come as standard in the Premium Grand Carnival, with an options pack available to top up security in the Grand Carnival.PricingThe Grand Carnival Premium starts at $44,490 and the Grand Carnival starts at $38,490 up to $40,290 with the optional safety package.Halligan saysMy wife and I are in the market for a new car. My ideal family cars run to four-door performance sedans and four-seat convertibles, preferably Italian or German. My wife is similar, just drop the Italian.So a Kia Carnival is not on our shortlist. The idea sends shudders down my spine. Turn up at an eisteddfod or cricket match in a Carnival and suddenly you get the bombardment of “would you be able to drop Jane home, and perhaps little Freddie too.”Hell, I don't want more than four seats, that way the mother in-law can't fit either.The first thing you note about stepping into a Carnival is that it seems larger on the inside than is posible by the outer dimensions. It really is like sitting in a bus. The appointments are basic with a few nice extras such as the power assist on the huge sliding doors each side. The seat arm rests and cup holders are nice — my wife tells me so. Visibility is good. I can understand why a lot of families and soccer mums would like one. It would make life for larger families quite a bit easier and is certainly a better option than sticking the 6th and 7th seats reverse facing in the back of a four-wheel drive.Driving the Carnival is pleasantly surprising, it actually points, tracks and handles quite well. Then again every time I drive a Kia or Hyundai lately I come away impressed. I have also developed a healthy respect for their ruggedness and reliability having flogged an Excel up and down the Freeway for 8 years. The Carnival doesn't feel lethargic either, pick-up is quite good with the transmission changing at all the right times. You can actually push one of these along with confidence.I clocked around 400kms in the Carnival and while I personally wouldn't buy one I would recommend one to a soccer mum with three kids or more. It's a more practical option than the Pajero or Landcruiser you are probably dropping the kids to school in now.If you really do go away in that caravan, fine — keep the Landcruiser. If not, get rid of the 4wd and consider this for your five kids.Rating 7/10 

Imagine a satellite navigation system that not only told you were you were but also made sure you kept within the speed limit.The New South Wales Centre for Road Safety recently implemented an Intelligent Speed Adaptation (ISA) project designed to control the speed of vehicles using GPS satellites and a digital map of speed limits.Covering 2500km of road across the Illawarra region south of Sydney where road types vary significantly, the project will use 100 fleet vehicles fitted with the ISA devices, from businesses within the area.How they workTwo different ISA systems are being tested - advisory and supportive. Advisory systems alert the driver with a sound or a message when the vehicle exceeds the legal limit. Supportive systems limit the fuel to the engine once the driver reaches the speed limit. Supportive systems can be overridden by the driver.Data recorders within the devices themselves, as well as written surveys will gather information regarding speed limit compliance, traffic infringement rates, fuel consumption, greenhouse gas emissions, driver acceptance, crash involvement and device reliability and usability.The major aim of the project is to save lives and prevent injuries on NSW roads.Testing the systemsProject Manager of the ISA project, John Wall invited carsguide for an exclusive test of the devices in one of the Sydney areas that has already been mapped, so we could find out if what sounds great on paper is as good in practice.Both systems, attached to the dash, looked a lot like current external GPS satellite navigation systems, although as popularity increases they are likely to be integrated.The system displays are designed to be simple so as not to divert the attention of the driver. The current speed limit within a red circle is just about all you can see on the screen.If you do not exceed the speed limit, all other alerts are audible, usually by way of a ‘dong’ followed by a voice that lets the driver know when a new speed limit is in place.Advisory system“The advisory system is simply a smarter version of a speed limiter that can be found in most modern cars today.” says Wall. “The difference is that with ISA devices, there is no need to manually enter your desired speed limit - the system does it for you”.Once the speed limit has been exceeded, an initial ‘beep’ is sounded, followed by a voice that lets you know that you are travelling too fast. If you keep speeding the beeps become more frequent until you slow down to the required limit.Different manufacturers of these ISA systems will carry slightly different alert sounds and warning messages. This particular model alerted us when we were travelling through a school zone which was helpful.Supportive systemUnlike advisory systems which just advise you that you are speeding, supportive systems actually cut the flow of fuel to the car if you travel over the speed limit.Initially we were a little apprehensive about trying this one because we like to be fully in control of the vehicle – and are pretty sure we’re not alone in that. But we pressed on,  accelerating hard to push past the 50km speed limit on a straight stretch of road.The car travelled to about 54km/h and the device beeped before we felt a subtle –  very subtle – loss of power. There was no sudden jolt or jerk – it was almost like the feeling you get when you hit top speed in a golf cart and the limiter cuts in – very smooth and gentle.Wall explains that “..the system tricks the vehicle into thinking that you have taken your foot off the accelerator”.A foot continuing to press on the throttle simply held the speed at 54 for a short while, then it dropped to 53, 52, 51 and 50.Like cruise control in most cars today, gravity and inertia play a part in how fast the vehicle travels. At the moment, the ISA devices do not use the braking systems in the car which is the reason for it creeping up a few kilometres over 50km/h.The delay can also be attributed to the time it takes the devices to retrieve new data from the satellites and then to perform the complex calculations necessary.To over-ride the system you simply press the accelerator to about three quarters of the way down to the floor. Once the point of resistance is met, the system cuts out and the car continues to accelerate.How they wentAfter our initial scepticism, we were very impressed with the both of these systems. There are so many instances where we inadvertently lose concentration and end up over the speed limit without knowing it. The accuracy of the ISA devices was near perfect and the gentle loss of power when using the supportive system felt very safe and unobtrusive. The audible alerts – unless we were speeding – were helpful rather than irritating.The ISA devices are simply there as a guide. For those of who remain cynical, remember that both systems can be overridden so the driver is still ultimately in control.On the drawing board for phase two of the project are devices that will adjust speed limits in rain or fog and even slow the car down – using the cars brakes – within advisory speed limits around sharp corners.There is no doubt that as the use of more sophisticated technology develops these systems further, there is huge potential for them to advise and support drivers on a much larger scale.The ISA systems should be commercially available before the end of the trial in November 2009 – when results of the project will be presented. They should cost around $400 – $800. 

Based on the Brera coupe, Alfa Romeo’s latest convertible arrived in Australia last year after a dazzling unveil at the Sydney Motor Show in late 2006. Alfa’s most expensive car down under has arrived with an all-new “Q-Tronic” gearbox and Q4 all wheel drive system in two versions– the $97, 990 3.2 JTS V6 auto tested here (manual $94, 990) and the smaller $73, 990 2.2 JTS Selespeed (manual $69,990). EXTERIORDramatic curves and creases bring together a sleek rounded form on 18 inch alloy wheels. The long sweeping bonnet lines come together at the familiar triangular Alfa grill that sits between wrap around Xenon headlamps. Pronounced rear wheel arches, thick chrome roll bars and a muscular rear end draw attention to the open top character of the car – an intentional design focus.INTERIORThe inside is simple, consistent with the clean lines and fresh approach of the exterior. There is no mistaking an Alfa interior. The aluminium centre dash panel, the Italian stitched red leather heated seats and the collection of small, round sunken dials accentuate the premium sporty nature of the car.Dual zone climate control, a super six-speaker Bose stereo, multi-function display, Bluetooth capability and a host of storage compartments all come as standard.DRIVETRAIN and SUSPENSIONThe 136 kW 2.2 JTS is powered by a 2.2 litre in-line four cylinder litre engine that produces 230 Nm of torque, whilst the 3.2 JTS V6, as the name suggests runs on a 191kW 3.2 litre V6 with a substantial 322 Nm of torque.Both versions are equipped with six speed manual gear boxes and the new `Q-Tronic’ six-speed automatic but the 3.2 JTS comes with Alfa’s Q4 all-wheel-drive system which divides torque 57 per cent to the rear wheels and 43 per cent to the front.The Spider’s suspension set-up is double wishbone front coupled with a multi-link rear configuration.SAFETYSeven airbags are standard for both models, as are ABS, VCD, Electronic Brakeforce Distribution, traction control a fully integrated Fire Prevention System.Complementing these features are wheel spin limiter during take off and a brake assist function to help when changing down through the gears. Halligan saysIn the early days of the evolution of Ferrari from Alfa Romeo race team owner to exotic car manufacturer, Ferrari and Alfa Romeo were on par from an engineering and reputation point of view. How things changed.In its later life – after the last of the 1980s rear-wheel-drive GTVs and Spiders; Alfa went astray.The past GTV is the ugliest car to ever leave Pininfarina’s drawing board and did enormous damage to the reputation of Alfa.But the Alfa V6 Spider has drawn me back to the brand.And the attraction started from the moment I adjusted the electric seats to my ideal driving position and dropped the steering wheel closer to my knees. Perfect. And the turning circle to get out of the tight carpark was great.Through a tunnel and the engine gave a fairly deep unstressed rumble, past the speed camera lights and then I finally touch the accelerator with more than toe pressure. The engine tone changes as does the car’s character. The Spider has two distinct personalities; on one hand it is a beautiful well balanced sport scar that points, tracks and accelerates like an entry level exotic should. On the other hand it is one of the easiest cars to drive.A highway trip through bucketing rain didn’t unsettle the Alfa, which always felt rock solid, surefooted and capable of higher speed even under these slippery conditions.My official style council – the wife and kids – gave its design a big tick. This Alfa just looks right, the closer you look at it the more you realise just how good a design it is. It grabs your attention without being overly loud. To me it contains all that is good about Italian design. My wife wants one. Previously she wanted an MX-5.So would I put it on the shopping list if the funds were available. The competition is stiff; Boxster, SLK, TT and Z4.  The four Germans. The Boxster gets eliminated straight away, my wife wouldn't let me because she considers it a cliche. The Audi is a possibility. I am not a BMW person, I prefer Mercs. So it comes down really to the SLK or the Alfa. Hard choice. Alfa is back on my list and I didn't think I was going to say it so quickly.Was there anything I didn't like; only the red led readouts within the instrument cluster.Back to the Alfa and Ferrari relationship. I always thought an Alfa should be for a person that aspires to a Ferrari but knows it is too far out of their bracket. The Spider fits this perfectly.My wife gave me permission to buy one. Black on black please.VERDICT: 8.8/10Wigley saysThere is something about Alfas that gets the heart pumping. I wasn’t disappointed either when I laid eyes on it for the first time.The bulkier rear end makes it look more sporty and muscular and the Brera looking front is always pleasing to the eye.I love the uniqueness of Alfa interiors. You can see and feel the quality and the effort put into the design. There is nothing complex about the interior design which I like personally.Vision is great out front but the bulky side pillars – when the roof is up – create a massive blind spot. Because you don’t get a back seat, the visibility when you’re changing lanes isn’t great and you find yourself being extra careful.The ‘Q-Tronic’ system is good but I prefer VW’s DSG system. There isn’t an immediate response when you use the paddle shift on the Italian car.But the Q4 all wheel drive plus the stiffer suspension made the car extremely grippy and the steering very accurate, so entering and leaving corners at speed was easy and precise.The engine note is a deep growl that you can hear a block away but you can’t notice it too much inside, and given that it’s a convertible it was pleasantly surprising how quiet it was in the cabin with the roof on.And there’s a lot of pleasure from the noise and the thump in the back thrust when you give it some on a straight stretch of road.VERDICT: 7.8/10 

The second generation Smart ForTwo is more spacious, has a better ride and comes with more safety features than its predecessor, but is this tiny little car — which thrives in some of Europe’s most populous and cramped cities — necessary on Australian roads?Exterior Obviously the Smart ForTwo looks different to other vehicles but it’s not until you see one sandwiched between two larger cars – like we did in the work car park - that you really appreciate how minute these things are. At just over two and a half meters long and one and a half meters wide, they make a Corolla look ungainly.Interior Inside, the ForTwo is quite basic as space is at a premium. The clock and rev counter are forced above the dash in two external dials but this gives the cockpit a cheeky, slightly sporty look. Electric windows and mirrors, comfortable seats and a quality stereo provide a well rounded package.Storage again is at a premium but the luggage area is a manageable 220 litres and the door pockets and lockable centre console box provide some extra room.Engine and TransmissionBoth the coupe and cabriolet versions of the new Smart are powered by a standard one litre, three cylinder 52kW/92Nm naturally aspirated or a 62kW/120Nm turbo engine.Both the naturally aspirated and turbo engines get you to a top speed of 145km/h with the turbo pushing you to the 100km mark in 10.9 seconds – almost three seconds faster than the 52kW.Fuel consumption is expectedly low at 4.7 litres/100kms for the 52kW engine and 4.9 litres/100kms for the one with larger outputs.An automated clutch-less manual five-speed transmission gets power to the wheels but there is no option to fully automate the process.Safety For such a small car, the ForTwo safety package is impressive. ESP, hill-start assist, ABS with electronic brake-force distribution, acceleration skid control and electronic brake assist are all standard. Marry that with the crash rating and you begin to feel a little less wary about going for a spin.Pricing At $19, 990 for the cheapest coupe (up to $24, 990 for the turbo cabriolet), these are not the cheapest small cars out there. Couple this with the fact that they provide the least space and a question mark hangs over your decision to buy one. Living with itWigley saysIt’s a little disconcerting sitting right against the back wall of the car and even though it has received 4 out of 5 euro NCAP stars, it still feels a little dinky. More space in the cabin in this second generation version separates you and your passenger a little better but you may feel a little claustrophobic if you like to stretch out.Front and side vision is great but you only get a matchbox of window out the back because of the tall seats.On paper the power and torque figures seem miniscule but given that the car is a mere 750kgs, the performance is quite good, possibly even nippy at times.Constant paddle or gear stick shifting is a must, and gear changing is a bit clunky and it can get annoying if you’re in a hurry.They are cute and novel but the demand shouldn’t be as strong as it might be in Europe where tight laneways and massive populations necessitate a car this small and nimble.VERDICT: 6.8/10Halligan saysGetting out of the City was fun, the acceleration surprised and I just love a paddle shift. Slotting into traffic and accelerating for lane changes is where this thing excels … as long as you allow for the up-change lag which appears to be in the seconds rather than the milliseconds.But it's not very smooth at low speeds, lots of pitching and whirring, Not very pleasant or relaxed. I found the ergonomics lousy. I had the seat right back and I had to scrunch my arm up to be able to get to the window switch to wind it down. The interior mirror is right at a height where you constantly have the drivers lights behind you in your eyes.Turning fast displayed not much body roll, however doing a fast change from fourth to fifth resulted in pitching that would leave my wife feeling seasick. But the Smart sat and tracked nicely, even going past a couple of B-double trucks running in tandem.A couple of times overtaking Commodore and Bimmer drivers I found them accelerating once I was past to get back in front. Obviously they were annoyed at the indignation of being passed by the little Smart.But my wife just laughed at the car, and a drive didn’t endear it to her.I am a Mercedes fan, but would I buy one of these? No.Buy a Fiat 500 – at least you won’t be laughed at by your wife.VERDICT: 6.5/10 Pincott saysYou really have to keep your hand on the paddles to make the most of this little engine in anything other than the most relaxed city driving. And two tall girls found there was plenty of room for us, but after our briefcases were added, not much for anything else.Positioning of some of the controls is uncomfortable, and rear vision is hugely compromised.All of which should mean an unenjoyable experience. And yet…The Smart is as much a statement as a form of transport. It says you’re urban, concerned about the environment, and don’t rely on a large car to highlight your importance in the world. You’re smart, in fact.But its main problem is that it’s all a bit worthy, like cloth shopping bags and wholefoods. Which overlooks that the Smart can be a lot of fun as an urban traveller.There’s something just so appealingly ludicrous about its proportions that you can’t help but grin at the sight of it.Especially when that sight is a satisfied backward glance as you blithely walk away after inserting it into a parking slot that would challenge a large pram.Could I live with it forever? Only if there was a second vehicle in the garage for trips away, garage sales and even the weeks with a large grocery list.VERDICT: 6.7/10