Articles by Neil Dowling

Honda Jazz Hybrid and Toyota Prius C go head-to-head in this comparative review. 

Never has so much occupied one suburban driveway. In an ocean of SUVs, the Nissan Patrol V8 is the volcanic island. Even the Land Cruiser 200-Series is dwarfed by 150mm in length, 25mm in width, 35mm in height and down 100kg.Do we need a 4WD this size? Why is there only a thirsty petrol V8 and no diesel option? And given all this, can loyal Patrol owners justify the entry-level $82,200 price tag? Here's the answers.It's called the Patrol V8 to separate it from the ongoing diesel-only Patrol Y61 that has been plugging along since 1997. Nissan has discontinued the ancient Y61 in all global markets - except Australia.So, if you want a new Patrol and you want a diesel, you are stuck with the old wagon. That old wagon, by the way, costs $27,810 less than the entry-level Patrol V8 that is $82,200 for the ST-L. Justifiable?Not for hard-core 4WD enthusiasts and caravan owners. It's also $92,850 for the Ti tested here and $113,900 for the sumptuous Ti-L that competes with the Land Cruiser Sahara and Lexus LX570.It's expensive and expansive and if the fuel bills don't cut deep - I averaged 18.5 L/100km - then the service costs will hit hard. It needs two services a year with a three-year total of $2889 compared with the Land Cruiser's $1260 bill for the same period.But the price of the Ti reflects its position and its competition. It gets sunroof, 10 airbags, three rows of seats for adults, leather, a premium audio and a sophisticated drivetrain and suspension system.Yes, it's a whopper. That's because it isn't actually made with Australia in mind, rather it's pointed at the Middle East and the US buyers where cabin room is king and petrol is plentiful and the liquid's price is irrelevant.Why is it so big? It's an extension - literally - of the US market wanting more room for family, friends and luggage. The three rows are lavish in room, very comfortable and with curtain airbags that stretch down the length of the wagon, safe.Acres of leather and strips of wood are appealing, though the neat-looking dash design is muddled by a complexity of switches. The centre dial for the monitor is effective but I was surprised that its surrounding buttons activate only minor functions - until I realised you have to get the top-line Ti-L model to get more meaningful switches. Though huge, the park sensors and reverse camera and the box-shape of the wagon make parking almost joyful. Almost.No diesel because the US and Middle East prefer petrol. Simple. There are thoughts that, at one day in the future, the big Patrol will get Renault's 170kW/550Nm 3-litre V6 turbo-diesel (it's in the Navara) but that's not confirmed.The 5.6-litre 298kW/560Nm V8 petrol is a long-standing Nissan product, offered in the US SUV and ute models and in 5-litre form for Infiniti and tweaked for the Altima V8 Supercar.It drives a seven-speed auto then a two-speed transfer case to all wheels. There's a four-mode terrain-assist system that dials up varying off-road conditions to maximise traction. The suspension is a derivative of the WA-designed and developed Kinetic system that Nissan call Hydraulic Body Motion Control.Toyota also bought the licence from Kinetic though its system relies more on a mechanical interplay of suspension arms. The Nissan is a hydraulic system that replaces traditional dampers and roll bars to automatically compensate for off-road conditions - where long-travel is required - and road surfaces where bodyroll is kept to a minimum. Traction is further improved by a mechanical limited-slip differential at the back, an electronic centre diff and electronic braking on individual wheels.It hasn't yet been crash tested. Doubtless its size will have a bearing on occupant protection, as will the 10 airbags, electronic stability and traction control, hill descent and hill-start assist, all-wheel drive, front and rear park sensors with a reverse camera, and full-size spare wheel.Ride comfort is outstanding. The quietness and the plush nature of the Patrol puts it almost into prestige-car league. I was so impressed - up to the point where I borrowed a Range Rover SDV8 for a spin and realised that the Japanese still have a couple of metres to go to catch the big Brit.And, yes, I know the Rangie is twice the price. I was expecting a lot of wallow but the Kinetic suspension keeps the wagon relatively flat through the corners and it's only the slippery seats and highly-geared steering ratio that makes things a bit unpleasant through fast bends.The steering is typically over-assisted and the numerous turns required interrupt the sensory nature of the drive and serve to enforce just how big this thing is. The engine is sweet.It tells you through the auto's torque converter wind-up that it's hauling about 3-tonnes but still manages to be responsive and deliver a delightful V8 burble, first as a murmur around 2000rpm and then upwards to a roar around 6000rpm.Fuel economy is the deflator. I averaged 18.5 L/100km but 20 L/100km showed up off the road. In the dirt the suspension compensates for the weight penalty.It stretches the wheels out to find traction where other 4WDs would fumble and the low gearing of the transfer case, switchable terrain-assist mode and gobs of low-end torque make it a very competent machine in difficult off-road conditions. All this while maintaining supple ride comfort.Comfortable, extremely roomy and a luxurious drive. It's as good on the road as off. But fuel economy and price detract from the cleverness. Needs a diesel.

But the majority of car owners say poor repair work and high service costs by dealers is turning them off some brands. And transparent service costs - known as “capped price servicing” - have yet to change motorists' opinions. Australians rated Honda, Subaru and Mazda respectively as the best manufacturers for their standard of service in a national Roy Morgan survey. Markedly, none of these car makers offer capped-price service programs. Hyundai, which has a comprehensive capped-price program, recorded a below-average result. Only three car makers (Ford, Toyota and Nissan) with the program bettered the 85.8 per cent industry average of customer service satisfaction and one (Mitsubishi) equalled the average. But Hyundai, which recorded 80.3 per cent, argues that much of the survey was conducted before it started its five-year program, which may have affected the result. Hyundai Australia spokesman Bill Thomas says the Roy Morgan survey ran from March 2011 to March 2013. “We introduced capped-price servicing in August last year, so we expect that to have a positive effect going forward,” he says. “We certainly receive a lot of great feedback about capped price servicing, and the standard of service our dealers provide. We have thousands of customers across the country who are satisfied with both our vehicles and our after-sales service.” Roy Morgan Research spokesman Norman Morris says of the top 10 brands by sales volume, Honda drivers are the most satisfied with their dealership's service (94.3 per cent), with satisfaction levels almost 10 percentage points above the industry average of 85.8 per cent. “Subaru and Mazda round out the top three with 90 per cent and 89.3 per cent total satisfaction respectively, closely followed by Ford on 89.1 per cent,” he says. Mr Morris says the ownership experience and related warranty coverage “is becoming an increasingly important factor for companies trying to sell new cars”. “Many makes have introduced four- and five-year warranties in an attempt to woo potential buyers from competitor brands,” he says. “However, while over two in three Hyundai owners who returned the car to the dealership for servicing were covered by a five-year warranty, the make had the lowest service satisfaction score, over 5 per cent points below the industry average.” Mr Morris notes that cars are becoming more reliable, saying that the bulk of vehicle service today is routine such as the replacement of oil and other fluids, tyres and brake components. Mazda Australia says it believes owners get the best ownership experience through genuine Mazda service. “We have adopted Recommended Maintenance Service Pricing (RMSP) so that owners can plan ahead and see the approximate cost of future services,” says Mazda Australia spokesman Steve Maciver. “Prospective Mazda owners can also speak to their Mazda dealer to get an indication of the future servicing costs associated with the car they're considering.” Mazda's RMSP shows that a 2010 Mazda3's 70,000km service should cost $245. Mazda's schedule requires servicing every six months and though not capped, the program shows owners what costs to expect. Roy Morgan says it interviewed 50,000 motorists around Australia in the survey. However, while it asked for opinions on a scale from one to five, it did not ask each motorist what specifically caused their level of satisfaction. This reporter is on Twitter: @cg_dowling  

The performance coupe gets the "2'' designation and replaces the existing 1-Series. But it will be a proper M-car, says AutoExpress, with the 3-litre in-line six pumping about 265kW.BMW may pursue a M135i replacement - the M235i - as a toned down version with the same drivetrain as the outgoing model. That's about 235kW. Though only about 30kW will separate the two, the M2 will pick up all of M division's tricks including lightweight carbon-fibre materials, slippery aerodynamics, different drivetrains and suspension systems.AutoExpress adds that a mechanical limited-slip differential will also be on the list, rather than the electronic traction aids used in the M135i and future M235i. It may also get fixed-rate suspension dampers rather than the adaptive units used in the M135i."As the pinnacle of the 2-Series range, the M2 will have to be the quickest, so it'll need to better the M235i's expected 4.9-second 0-100km/h time.'' AutoExpress says."A lower kerb weight and more powerful engine mean a time of around 4.6 seconds is possible - which is the same as the outgoing M3's figure.''The M2 may also get the option of an auto box, rather than the manual-only box of the outgoing hot coupe. The 2-Series is expected to be revealed early next year, indicating the M2 may be as far away as 2015.

Few things will make your neighbours weep as much as parking a new BMW in your driveway. It is one of the preferred weapons of mass jealousy that is guaranteed to scorch all adjoining brickwork with the silent heat of envy.But is it all about the badge or is the smaller BMW set worthy of praise above similar-sized - and half-priced - cars from Korea, Japan and even Australia?VALUEPay $62,600 for this BMW 320i Touring and drive away in a pretty German-built wagon that has less occupant and cargo room and similar performance agility as an Aussie-built $29,040 Holden Cruze Sportwagon. But technical data dismisses how the BMW feels to drive, the sensible and clinical precision of the switchgear and the way the cabin integrates with its occupants.Standard kit includes dual-zone airconditioning, electric tailgate, trip computer with central monitor, reverse camera, 17-inch alloys and leather-look upholstery. It's not actually a lot for the bucks - see Hyundai i40 or Mazda6 - and the option list is enormous and candy to a buyer dazzled by the badge.But don't think a BMW is expensive to own - smart buyers can opt for BMW's pre-paid three-year service plan from a fixed $1045 for three years/60,000 km up to $1569 for five years/100,000km. That's better than some Japanese models. The 320i resale is a respectable 53 per cent, equal to the Mercedes C-Class but up slightly on the equivalent Audi.DESIGNThis is an impressive-looking wagon that oozes style. Few rivals can do the same and makes even the Mercedes equivalent look frumpy. It is, however, small. The boot is standard at 495-litres and with the 40:20:40 seats folded down, is 1500 litres. The Cruze, by comparison, is 686 to 1478 litres. The rear-drive layout is the culprit, intruding its mechanicals into the interior.Until BMW's smaller models go front-wheel drive from late next year, not much here will change. Dash design is functional and BMW increasingly applies logic to the once-complex iDrive information system. It's now dead easy.I love the electric tailgate to aid full-handed shoppers, think the materials and fabrics used are first class, acknowledge that four run-flat tyres need no spare and admire the fact that BMW makes really good cars despite knowing that most buyers miss the point and only own one for the prestige of the badge.TECHNOLOGYApparently we're running out of petrol and cars are polluting the planet. All car makers are keen to dissolve these accusations. BMW equips the 320i with a stop-start system (for those who came in late, this turns the engine off when the car is stationary, then automatically restarts to save fuel), regenerative braking (engages the alternator/generator when braking or coasting to charge up the battery) and has an economy mode in the drivetrain's four-mode program.The 2-litre engine is the same as in the 180kW/350Nm 328i but is dumbed down to 135kW/270Nm. Fuel economy is claimed at 6.2 L/100km, not much different to the 328i. The engine has a single, twin-scroll turbocharger and features direct-petrol injection. It's attached to a slick eight-speed auto with paddle shifters.SAFETYPretty much standard for its class, the 320i gets a five-star crash rating, eight airbags, electronic stability and traction control, cruise control with a braking function, park sensors front and rear, LED tail lights, heated mirrors and a reverse camera. It has run-flat tyres with a tyre pressure monitor.DRIVINGYes, first impressions are that this is a small car. The seating position is more like a sports car - precisely what BMW aims to achieve - and for tall drivers, there's not a lot of room in the footwell. It certainly feels cosy and that's magnified by the small-diameter steering wheel and the body-hugging curves of the seat.Ergonomically it's spot on. Like an iPhone 4, it's intuitive and that allows the driver to concentrate on enjoying the car. Despite electric-assist steering, it's as sharp as a Gillette through the corners. The 320i appears to be down a bit on power but the eight-speed box, paddle shifters and the strong mid-range delivery means it won't disappoint the enthusiast.BMW is up to about generation-five for the run-flat tyres and they have matured from hard-riding rubber rings to some with decent compliance. The car rides a bit firm but no occupant should complain.VERDICTWell-appointed car that's fun to drive. But its low height makes it awkward to get in and out and at $62,600-plus, has a lot of like-size rivals with better value for money.BMW 320i TouringPrice: $62,600Warranty: 3 years/unlimited km, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 53%Safety: 8 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 2.0-litre 4-cyl turbo-petrol, 135kW/270NmTransmission: 8-spd auto; rear driveThirst: 6.2L/100km; 95RON; 145g/km CO2Dimensions: 4.6m (L), 1.8m (W), 1.4m (H)Weight: 1445kgSpare: Repair kit

US actor Nicholas Cage, Ferrari designer Leonardo Fioravanti and Australian designer Peter Arcadipane have combined with Chinese carmaker BAIC to launch a rejuvenated version of Sweden's Saab 9-5. BAIC has brought in Cage as a brand ambassador, joining Brad Pitt (China-made Cadillac XTS), Barcelona soccer star Lionel Messi (Chery Riich cars) and Houston Rockets player Jeremy Lin (Geely-Volvo) in promoting cars in the Chinese vehicle market. As multicultural the players are in creating the BAIC Senova, it's destined - at least initially - only for the Chinese market. Beijing Automotive (BAIC), one of China's biggest and most profitable private carmakers with production forecasts of 2.1 million vehicles this year, this week started selling its 9-5 based Senova D in China. BAIC - which already joint ventures with Mercedes-Benz's Daimler AG and Hyundai and is gearing up to build another factory for Hyundai - bought the first-generation 9-3 and 9-5 technology from a decaying Saab in 2009. The Senova - called Shenbao in China - sits on a modified Saab 9-5 platform and uses the same drivetrain specifications that include turbocharged petrol engines in 1.8, 2.0 and 2.3 litre capacities and five-speed automatic transmissions. It will compete with the Mazda6, Kia Optima and Hyundai i40/Sonata. BAIC this month appointed Australian designer Peter Arcadipane - designer of the Mercedes CL, CLS and ML and previously employed by Chinese electric-car maker BYD on the Denza project - to head up the design studio. Arcadipane is also known as the designer of the Interceptor car from the Mad Max movie. BAIC also contracts the Fioravanti design studio in Turin. Headed by father Leonardo - who penned the Ferrari Dino, F40, Daytona , 308 and 365 - and with sons Matteo and Luca, the studio showed two BAIC concepts at last year's Beijing motor show. Fioravanti also built the running cars - a C90L sedan and Concept 900 SUV - and is now working on production projects. The Senova, with the 2-litre engine, has a starting price equivalent to $30,000. Modifications from the 9-5 include making the wheelbase 50mm longer than the Saab platform. Standard equipment includes safety systems including blind-spot detector, driver fatigue monitor and front and rear parking sensors. BAIC is 12 per cent owned by Daimler and aims to spend almost $1 billion on production facilities to make 300,000 cars and SUVs a year. Five new models - two compact sedans, one luxury sedan and two SUVs - are planned to be launched within two years. The state-owned company this year is seeking to list as a public company in Hong Kong. This reporter is on Twitter: @cg_dowling  

The latest pret-a-porter for style seekers is the non-mini Mini Paceman that begs too many questions. It echoes the practice of eccentric European tailors who smile winningly while crafting clothes from the most ghastly coloured and patterned materials for sale to the rich and ignorant.Alarm bells should have gone off in the customer's head the moment he saw the checked shirt, paisley tie and candy-striped sports jacket with an outrageous price tag -- but he’s happy knowing nobody else will have the same outfit. The Paceman is the candy-striped jacket of the car industry's wardrobe.VALUEThis depends on how much money you have and by presuming you want people to know how much the car cost you. It's a status symbol. Style, as I have already established, is in the eye of the beholder.Creating an individual car from the base Paceman Cooper S leads to the creation of a new overdraft, with a toyland of options from $200 (the rail between the seats for accessories) to $2900 (19-inch alloys). The test car jumps from $46,450 to $56,800 with goodies including a sunroof, metallic paint ($900), clear indicator lenses ($250) and sat-nav at $1900.On-road costs add about another $3500. The downside is no capped-price service deal but the good news is a strong resale value of 56 per cent.DESIGNIt's no mini car and actually falls into the SUV category. The Pacemen is the Countryman without two doors, with a body top-hat of a raked roofline and wedged side-glass profile. The nose is a downturned grimace and the bonnet bulges awkwardly like an angry bulldog's face and, clearly, it's the rear end that is the most attractive.It's also big which contrasts to a small cabin and limited interior flexibility. It seats four on individual bucket seats and the rear seats fold forward for luggage but remain intrusive in the cargo area.Mini has moved the window switches from the crowded centre console to the doors - excellent move - but the dashboard switch arrangment remains confused. The imposing centrally-placed speedo is wasted - there's a digital speedo within the tacho ahead of the driver - and personal storage space is almost non existent. Basically, it's an ergonomic spotted shirt with a paisley tie.TECHNOLOGYThe Paceman doesn't share the Countryman's optional all-wheel drive system. It remains perfectly simple with the healthy 135kW/240Nm 1.6-litre turbo-petrol engine and either a six-speed manual or, as tested, a six-cog auto with paddle shifters.It's an excellent engine, surprisingly responsive auto and a compliant suspension set on a wonderfully stiff chassis. Mini claims 7.5 L/100km for the auto - I posted 9.2 L/100km - and a decent 0-100km/h sprint of 7.8 seconds, only 0.3 seconds slower than the manual.It's affected by a portly 1405kg weight and the aerodynamics of a house brick. To save fuel there's a stop-start system and electric-assist steering.SAFETYThe strength of the car is reflected in the heaviness of the doors, the solid clunk when they close and the bit of paper that says it has a five-star crash rating. There's also some merit, depending on circumstances, in the extra height of the Paceman that may reduce passenger injury in an accident.To avoid an accident, the Pacemen Cooper S comes with electronic stability and traction control, brake assist and hill-start assist. It also has a $350 optional electronic differential to prevent a spinning wheel when cornering at speed.There's also rear park sensors and a tyre-pressure monitor. Run-flat tyres are a $250 option. For other tyres, there's no spare but Mini includes a puncture repair kit.DRIVINGFamiliarisation of the switchgear is a starting point. Even the key action - slide into a horizontal slot and press the adjoining start button - is different. Awkward, even. The central speedo is pointless and the information on its dinner-plate size dial is mostly obscured by the sun's reflection.But the engine is the Paceman's soul. It's aural, acutely responsive to the right foot while the steering is firm yet accurate and belies its electric assistance. There's some softening of the power flow because of the auto but it's not bad and can be sharpened by manually shifting through the gears.Though huge by Mini standards, the Pacemen lacks little of the brand's go-kart reputation. It points perfectly into corners, squirts confidently off the apex and delivers a pleasant and purposeful exhaust note. The ride is firm but it's not harsh - certainly less jiggly than the shorter wheelbase Mini hatch.The seats are small in width and cushion height and lack much lateral support. But they provide sufficient comfort even if the driver tends to use the steering wheel as a crutch.The auto transmission's paddle shifters are all wrong with up-down rocker shift action on both left and right sides - like the Porsche 911 - which is awkward. Again.VERDICTThe non-mini Mini with the dog's breakfast dashboard redeems itself with off-the-wall styling and a great engine and chassis combination. Would I buy one? No.MINI PACEMAN SPrice: $46,450Warranty: 3 years/unlimited km, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 56%Safety: 6 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 1.6-litre 4-cyl turbo-petrol, 135kW/240NmTransmission: 6-spd auto; front driveThirst: 7.5L/100km; 95RON; 175g/km CO2Dimensions: 4.1m (L), 1.8m (W), 1.5m (H)Weight: 1405kgSpare: Repair kit

Fiat-Chrysler opens with a 500 for around $16,000 next month before opening more boxes with other 500 derivatives and then, in December, the four-door Panda and then the Punto. Panda, a stable-mate Fiat city car in Europe, makes its first appearance in Australia despite being available in selected markets - including the UK - for about 30 years. Now in its third generation, the Panda will compete with similar baby SUVs - including Ford's Fiesta-based EcoSport reviewed last week - and is expected to sell for less than $20,000. Fiat Alfa Romeo spokesperson Karla Leach won't confirm pricing but says ‘it will be competitive’. There's also no confirmation on engine choices though Ms Leach says “there will be a wide range” of powerplants and five-speed manual and the automatic Dualogic robotised transmission. It will arrive as a front-wheel drive though an all-wheel drive version is being considered for launch later. Available powerplants are the 63kW/145Nm 0.9-litre two-cylinder TwinAir engine borrowed from the 500, the 51kW/102Nm 1.2-litre petrol four and a diesel, likely the small 55kW/190Nm 1.3-litre unit. The Panda is 3650mm long and sits on a 2300mm wheelbase, smaller than the EcoSport's 3999mm length and 2521mm wheelbase. But cabin room seats five at a pinch and cargo space is a relatively generous 260-litres to 870-litres with seats that fold flat to take objects up to 2m long. Ms Leach also confirmed the Punto will be added to the Australian inventory. The Punto four-door hatchback goes up against Japanese favourites the Mazda2 and Toyota Yaris and would cost about $18,000. Fiat has previously said that the 132kW/272Nm hot Punto, the three-door Abarth Punto Evo Supersport, may be considered as a halo model. Meanwhile the 500's entry level model, the Pop, gets here early next month with a price that competes with the Volkswagen Up ($14,990) and 20 other equally as voracious light-car manufacturers. The Pop will undercut the price of the existing Fiat 500 TwinAir Plus that sells for $18,800.  

A decade ago Jeep owners overlooked their vehicles' lack-lustre quality and dubious roadholding manners. They forgave the faults and appreciated the vehicle's single-minded ability to competently cross the most difficult terrain.Time heals a lot of wounds. The latest Grand Cherokee is imposing and attractively sculpted – and while there have been improvements, most people are willing to overlook any imperfections.Chrysler and Jeep quality is improving. It's now up to average which is still less than ideal. But where the car lets you down is in the superficial stuff - the coachwork, predominantly - while the engineering seems to be increasingly more durable.At $65,000 it's a good price for a very well fitted out 4WD that's actually made to go off the bitumen. It's roomy, tows well, has a heap of safety gear, is relatively economical to run - though has no capped-price service program - and has a style that looks as good on top of a dune as alongside a downtown curb.The Overland is the top-spec model but I think there's better value in a mid-range Limited model with the diesel engine at $60,000. If you stay with petrol, the V6 is $5000 cheaper and better value than the optional V8. Be aware that there's a new model coming with upgrades including a more desirable eight-speed automatic transmission.Lovely to look at with a chunky body sculptured with neat chamfers and big wheels stuck hard up at each corner. The cabin is equally as attractive but falls down on closer inspection with average dash panel fit and large, cheap-looking switchgear. Yes, it's workable and hints at being rugged but could be improved. The foot-operated park brake is a Chrysler stable mate and is hard to work in off-road conditions. Beautiful perforated leather seats are comfortable, have heating for front and back and cooling for the front.Electric adjustment - including the tilt/telescopic steering wheel - makes it easy to find the perfect driving position. The heated steering wheel is cool, er, warming. More electrics for the tail gate - with separate lift-up glass panel, which is handy - and the dual-pane sunroof. The liberal space in the boot and the split-fold rear seats give it typical SUV flexibility. The Overland is the most expensive of the Grand Cherokee line-up and offers as much luxury as a top-spec Chrysler 300 sedan.Jeep finds another use for its 210kW/347Nm 3.6-litre V6 petrol engine and creates a wagon with running costs that won't break the bank. The engine is powerful on paper but the Overland's weight curtails most of the enthusiasm. It's mated to a five-speed auto then through a two-speed transfer case with constant all-wheel drive. It gets the upmarket Quadra-Drive II transfer case with an electronic rear diff and a five-mode Select-Terrain dial-up traction program like Land Rover's TerrainResponse. The suspension is an electronic air system that changes ground clearance from 205mm to a monster 270mm. The Overland also has a stack of safety gear and a voice-activated media centre with a touch screen, sat-nav, 40Gb hard drive and 10 speakers.The Overland has one of the most comprehensive safety-related equipment on the market - certainly within its $65,000 price bracket - but only has a four-star crash test rating. It has eight airbags, electronic stability and traction control, all-wheel drive, a full-size spare, roll mitigation, tyre pressure monitoring, blind-spot assist, active cruise control with forward collision warning, park sensors front and rear, a reverse camera, an accident response system that shuts off the fuel and unlocks the doors, plus rear cross-path detection.Jeeps never feel planted on the road. There's always - and this is successive - a new model that has the wishy-washy steering and front suspension quirks that require the driver to make continuous adjustments to maintain the road line. It's almost like Jeep deliberately in-build this vagueness.The 3.6-litre V6 engine is smooth, potentially sparkling and careful drivers can get reasonable fuel economy. But the V6 is let down by drawing on a five-speed auto with a lazy torque converter. It desperately needs the eight-speed unit - that's due later this year - to close up the gaps in the ratios. To be fair, the engine is dragging around a 2.3-tonne dry-weight wagon.Driven gently, it's a very comfortable wagon and aside from the distracted steering, makes for a spacious long-distance cruiser. Off the road this is a true 4WD. It soaks up hard bumps and rarely bottoms the suspension and has a brilliant constant 4WD system that ensures maximum traction.Dial in the terrain on the dash-mounted switch and engine and transmission response, brake aids and even the ground clearance are perfectly adjusted for the conditions. Pick low-range and it's as close to unstoppable as any 4WD. While traction is excellent and assurance that this wagon will go pretty much anywhere, the ride comfort is compromised. The Jeep isn't alone here as any 4WD with a similar air suspension will also produce a hard low-speed ride.Despite a couple of grumbles, this is very competent and given its on-road comfort, makes for a true dual-purpose family 4WD wagon.

The Ford door-edge protector, introduced in Europe for the 2012 Focus, is being examined in Australia as an option for the Focus - and perhaps other models. It is claimed to be the first active system designed to protect a vehicle's door edge, prevent costly dents and scratches and provide a buffer to protect neighbouring vehicles. Ford Australia spokesman Neil McDonald says “it's one of those surprise and delight features that will make people think `why hasn't someone thought of that before?'.” “It's something we're investigating for Australia. However, although the system operation looks simple, it is in fact quite complex and something that needs to be worked through by our engineering team.” Ford would be likely to add the feature to the Thai-built Focus and maybe the Fiesta. The pop-out system comprises an additional door brace, an electronic clutch, a safe-guard sensor and levers for the rubberised door flap. This flap fully extends when the door is opened less than 150mm and will retract in 60 milliseconds if the door is slammed shut. The clutch protects the flap if it is obstructed as the door is being closed. Ford says a special rubber compound is used that can withstand thousands of usage cycles and creates a minimum of noise as it springs into position. The flap can be quickly and easily removed by heavy users, with a replacement unit simply clipping into place. All this has to be designed, engineered and incorporated within each door on the production line. In Europe, the door-edge protector is an option that costs the equivalent of about $500. It is claimed to defend damage against more than 90 per cent of obstructions to the front doors and 85 per cent at the rear doors. Ford of Europe says its research found that 57 per cent of UK motorists have reported carpark-related door damage and that 85 per cent of UK respondents did not believe other motorists would confess to damaging another car after banging a door. Across Europe, Ford says 72 per cent of car-owning households have damage to their vehicle doors.