Articles by Neil Dowling

Despite decades of pressure on big engines as emissions and fuel economy legislation squeezes, they're still being made. General Motors today will build its 100-millionth small-block V8 engine - 56 years after the first production small block - that stands as engineering defiance of a global trend to engine downsizing. Chevrolet introduced the small-block in 1955 and the production milestone comes in the same month the brand marked its 100th anniversary. The small-block engine has been used in GM vehicles around the world and is currently found in the Holden/HSV models, Chevrolet, GMC and Cadillac. "The small block is the engine that brought high-performance to the people," said David Cole, founder and emeritus chairman of Center for Automotive Research. Cole's father, the late Ed Cole, was the chief engineer at Chevrolet and oversaw development of the original small block engine. "There is an elegant simplicity in its design that made it instantly great when new and enables it to thrive almost six decades later." The milestone engine being made today is a 475kW (638hp) supercharged LS9 small block - the power behind the Corvette ZR1 - which is hand-built at GM's Performance Build Center, northwest of Detroit. It represents the fourth generation of the small block and is the most powerful engine ever built by GM for a regular-production car. GM will preserve the engine as part of its historical collection. The small block has been adapted throughout the auto industry and beyond. Newer versions of the original Gen I engine are still in production for marine and industrial uses, while "crate" engine versions available from Chevrolet Performance are used in their thousands by enthusiasts to build hot rods. The 4.3-litre V6 used in some Chevrolet and GMC vehicles is based on the small-block, just missing two cylinders. All of these versions contribute to the small block's 100-million production milestone. "This tremendous achievement celebrates an engineering triumph that has reached around the globe and created an industrial icon," said Sam Winegarden, executive director and group global functional leader of Engine Engineering. "And while the small-block's enduring design has proven adaptable to meet performance, emissions and refinement challenges over the years, it has more importantly delivered them with greater efficiency." The engines now feature aluminium cylinder block and heads in car and many truck applications to help save weight and contribute to better fuel economy. Many applications feature fuel-saving technologies such as Active Fuel Management - which shuts down four cylinders in certain light-load driving conditions - and variable-valve timing. And despite the years, they still are powerful and relatively economical. The 430hp (320kW) LS3 version of the Gen-IV small-block is used in the 2012 Corvette and jets it from rest to 100km/h in about four seconds, run the quarter-mile in just over 12 seconds and achieve a top speed of more than 288km/h while achieving EPA-estimated highway fuel economy of 9.1 litres/100km. "The small-block engine delivers guilt-free performance," says Winegarden. "It is the quintessential V8 engine and a living legend that is more relevant than ever." GM also announced this week that the fifth-generation small-block under development will feature a new direct-injection combustion system that will help enhance efficiency over the current-generation engine. "The small-block architecture has continued to prove its relevance in a fast-evolving industry and the fifth-generation engine will build on the performance legacy with a significant advance in efficiency," says Winegarden. GM is investing more than $1 billion in manufacturing facilities associated with producing new small-block engines, resulting in 1711 jobs that have been created or retained. The Gen-V engine is expected in the near future and is guaranteed to have 110mm bore centres which has been part of the small-block's architecture from the beginning. GM started on the V8 following World War II, after Chief Engineer Ed Cole transferred to Chevrolet from Cadillac where he oversaw the development of its premium V8 engine. Cole's team retained the basic overhead valve design that was a staple of Chevrolet's inline-six engine - affectionately called the Stovebolt. It was seen as one of the Chevrolet car line's selling points, reinforcing a message of simplicity and reliability. Cole challenged his engineers to tighten the new engine package to make it more compact, less costly and easier to manufacture. Upon its debut in the 1955 Chevy lineup, the new V8 engine was physically smaller, 23kg lighter and more powerful than the Stovebolt six. It was not only a better engine for Chevrolet cars, it represented a better way of building engines, with a minimalist design that took advantage of streamlined production techniques. After only two years on the market, the small-block began a steady march upward in displacement, power and technological advancement. In 1957, a version equipped with mechanical fuel injection was introduced, dubbed Ramjet. The only other high-volume manufacturer to offer fuel injection at the time was Mercedes-Benz. Mechanical fuel injection was discontinued in the mid-1960s, but the small-block debuted electronically controlled fuel injection in the 1980s and established a benchmark with the 1985 launch of Tuned Port Injection. This electronically controlled port fuel injection system was advanced in its day and its basic design is still used on most passenger cars and light-duty trucks more than 25 years later. The small-block's 110mm bore centres would come to symbolise the compact, balanced performance of the small-block. It was the dimension around which the Gen III small-block was designed in 1997. In 2011, the small-block is in its fourth generation, powering Chevrolet's full-size trucks, SUVs and vans, midsize trucks and the Camaro and Corvette performance cars. The first 4.3-litre (265cu.in) engine in 1955 produced up to 145kW (195hp) with an optional four-barrel carburetor. Today, the LS9 6.2-litre (376cu.in) supercharged small-block in the Corvette ZR1 is rated at 638hp (475kW), making it the most powerful engine ever installed in a regular-production Chevrolet or GM vehicle.

ONCE the shining star of the econo-car brigade, Honda has been punched and kicked from everything as diverse as a damning US Consumer Reports review - citing downsides including the quality of the cabin - to a merciless Mother Nature.Both helped make severe dents in global sales. Australia, which despite the views of most Americans is actually a part of the globe, followed suit with Honda car sales down 23.4 per cent year to-date October.Tsunamis in Japan and floods in Thailand and a tidal wave of compact cars from Korea are crippling Honda's style.There are other factors - it is one of the very few car makers without an alliance with another carmaker - but for me it comes down to the Civic five-door hatchback's very ordinary, yes even disappointing, quality.The UK-built Civic looks great and at $29,990, the six-speed manual version is an okay proposition. It is roomy, has a neat fold-down rear seat arrangement, most of the necessary safety credentials and a pleasant drivetrain. But it feels like it is assembled by the ghosts of BMC workers. It's discomforting to wake up in the morning ready to endure the midweek freeway and wrap your fingers around a stiff, ill-fitting door handle. The door closes with a metallic "ting" and the dashboard - clever in design - is mainly shiny hard plastic once used to make "unbreakable" outdoor furniture. Value? Not quite.This still looks so good, despite the years on the market. This is the crux of my grizzle - it looks great but is cheaply built, blowing the illusion. Not only is it edgy and distinctive, it works. There's very good interior room, the rear seats fold dead flat and the boot is big, though the space-saver spare goes against previous Civic trends. Sit in the driver's seat and the car feels comfortable; one you sit in rather than on. Things that work, work well. But though the split-level instru ment panel that places the digital speedo high up on the dash is very clever, there's not much logic in the placement of many of the switches. The push-button starter - in red - is just silly, especially as you still have to insert and twist a key in the steering column barrel.This was once a Honda by-word. The Civic of 2011 is modest in its mechanical technology, being built under the oppressive hand of design conservatism and economic parts utilisation. Yes, it works but the sparkle isn't there. The six-speed manual is nice but no-one's going to buy it. Instead you have to go to the transmission that Civic buyers want - the five-speed automatic that adds $2300. Previous Civic generations had interesting double wishbone and multi-link suspension but now there's conventional MacPhersons at the front and a torsion bar behind.The Civic hatch presents as a safe package - based on its comprehensive suite of equipment such as six airbags, ESC and even things like rear park sensors - but the body rates only as a four star. Many of its rivals have the maximum crash rating of five stars.First impressions - the cheap-feeling door handles and the tinny sound when the door shuts - aren't great. Even fiddling with the ignition key and press-button starter don't raise a hearty chuckle. But the 1.8-litre engine is quite good, keen off the mark while being quiet and fuss-free through the gears. The box is pretty good with short throws and an even spacing between the cogs but the shift action could be less clunky. The steering is electric-assist and while light enough to appease the feeble, is low on feedback for someone that enjoys a corner or two. I did, however, appreciate the ride comfort above 60km/h (a bit jiggly below that) and was happy with the low noise levels. The car seats five people but the rear seat is best for two adults as legroom is good but headroom is limited.This is the automotive equivalent of a young, troubled US actress - and for legal reasons I can't name any of them - which look sensational but which disappoint once you get up close and personal. There's just too many rising stars that can do a better job.

The surprising results of a national survey on car servicing shows almost as many women than men are prepared to save money doing basic maintenance work. The independent survey by Canstar Blue says DIY is on the rise."In an effort to save money, one third of Australians have been getting their hands dirty by performing basic servicing duties on their own cars," says Canstar Blue's manager Rebecca Logan. "The big surprise came from our female respondents - more than a quarter of whom defied gender stereotypes by taking care of basic car maintenance themselves."The Canstar Blue consumer survey released this week reveals that one in three respondents perform basic car servicing at home to save money. This includes changing their own car oil, filters or air cleaners instead of relying on the professional."This is one way Australian consumers are showing caution given the weak consumer sentiment, household debt levels and global economic concerns currently impacting the Australian market," says Ms Logan. "An impressively high 26 per cent of females bucked stereotypes by performing basic car servicing at home compared with 38 per cent of males surveyed."Interestingly, Generation Y respondents were the most likely to take matters into their own hands where basic car servicing was involved (50 per cent) compared with 38 per cent of Baby Boomers and 26 per cent of Generation X respondents."The results also show 39 per cent of respondents decided on the timing of their car servicing based on problems that needed fixing rather than the recommended kilometres driven between services. Canstar Blue commissions Colmar Brunton to survey 2500 Australian consumers across a range of categories every few months to measure and track customer satisfaction.The outcomes reported are the results from the 2091 car servicing customers within the survey group. To qualify, the customer has to have booked a car service in the last two years. Brands must receive at least 30 responses to be included. The recent survey of customers also ranked Ultra Tune as the best for  consumer satisfaction.

But even the best residential suburbs in Australia are a dull shade of brown when it comes to their percentage of green cars. International customer analysis company Pitney Bowes Business Insight has listed East Melbourne as the best suburb in Australia for households that choose green cars. Of all the cars in the area, 3.1 per cent are "green" as defined by the five-star fuel and emission  rating of the Australian Government's Green Vehicle Guide. It was beaten by NSW's Liverpool but its 7.5 per cent was because of its heavy weighting of corporate fleet vehicles. Pitney Bowes' chief economist Bob Schwartz says Australian motorists consider fuel economy when choosing a new car, but dismiss emissions and green-car ratings. But they  put  "green" behind other factors, including the vehicle's features, practicality and affordability, he says. Mr Schwartz, author of the company's white paper on consumers' green trends that was released on Friday, said: "As nice as people may feel about being green and using products that have low emissions, people will only buy a product if it suits them." Mr Schwartz researched Australian households and found that when it comes to buying a green car, Melbourne trumped Sydney in terms of the highest number of green cars per capita. It has 2.8 per cent of all vehicles in the CBD falling into the green category compared with Sydney with 1.6. "The large number of green cars in cities directly relates to practicality," Mr Schwartz says. "Owning one of these cars in inner-city suburbs makes sense, as they are generally more compact and easier to park and drive in areas where traffic can be congested, increasing fuel costs." He says that even though buyers weren't specifically looking for a green car, they feel better about the purchase. "The only time green becomes a winner is if it already addresses what the customer wants," he says. "They won't pay extra in general primarily for a green car. Corporate fleets make up a large proportion of green cars in city areas, mostly citing fuel efficiency as their purchase reason. Outside of the city, the next hub of green cars was found near airports or areas where large car rental fleets were based." But he said that in outer suburbs, vehicles bought as the household's second car were mostly chosen for fuel efficiency and affordability.  "In many cases, a family may have had to move to outer areas in order to afford a house and are balancing a mortgage with the costs of raising children, which means the second car has to be both fuel efficient and relatively cheap," Mr Schwartz said. "This is particularly the case if one of the parents is facing a long drive into the city for work." Mr Schwartz said some of the more popular green cars were the Volkswagen Golf and Polo - favoured by those who want a more stylish yet compact option - as well as the Toyota Yaris and Honda Jazz. The analysis was based on five-star rated cars manufactured between 2008 and 2011. Pitney Bowes Business Insight then determined where these vehicles were registered using Motor Vehicle Census data from the Australian Bureau of Statistics (ABS) to determine the greenest postcodes, with those living close to a major city owning the highest percentage of green vehicles. Other top postcodes for green cars are: -Adelaide CBD - 1.5 per cent -South Melbourne - 1.3 per cent -Milton in Queensland - 1.2 per cent -Baulkham Hills in New South Wales - 0.9 per cent  -Burnley/Richmond in Victoria - 0.9 per cent

But it may have to break all the rules laid down by the Australian importer before it gets to our showrooms. Subaru Australia managing director Nick Senior says he wants the coupe - a joint venture with Toyota - but admits to battling the rigid "only all-wheel drive" philosophy that, ironically, was introduced 14 years ago by him and former company chairman Trevor Amery. "This will be one of the most important decisions we've ever made," he says about including the BRZ in Subaru's local line up. He also admits that he is being pressured by Subaru in Japan to take the car. "We're really undecided about BRZ," he says. "To us, it's a Subaru. It's built by Subaru, has Subaru drivetrain and so on. So it's one of our cars. But it's not all-wheel drive - something on which we have built, successfully built, Subaru in Australia. If the coupe was a front-wheel drive, it would definitely be rejected by us. But it's a rear-wheel drive. It drives - I drove a early production model - like a Subaru, feels like a Subaru and upholds all the parameters on which our business is based." The car could be here by June next year if it passes a crucial business plan test set for mid-December. "There are other issues," Senior says. "There's not a lot of volume in this - we see it as settling around 50 units a month in Australia after the honeymoon period. Two-seater sales in Australia are weak. Look at the history - Celica, Datsun SSS, Mitsubishi FTO and so on - all gone." Senior says the car is "beautifully balanced" and dismisses the need for a turbocharger. "It's designed to be an attractive, technologically simple and affordable personal car," he says. "Surveys in Japan show the youth are jaded by the current crop of cars. They've fallen out of love with the car. They want a great looking car that they can afford. The BRZ is seen as bringing back the affection." Senior sees the BRZ as a different car to the more sporty WRX and STI models. "The BRZ is a stepping stone to those cars," he says. "It appeals to buyers aged 25 to the early 30s - too young for buyers of the WRX and STI. The coupe will be sold more to empty nesters and youth." Senior won't give an idea about price but the coupe has been suggested as being saleable at about $32,000. The car has a normally-aspirated 2-litre Subaru boxer engine and a six-speed manual gearbox with optional paddle-shift six-speed auto, driving the rear wheels. It has been developed and designed by Toyota, the main shareholder of Subaru.

Living in a consumer-driven nation is Nirvana for those who are stress-free enough to dream and actually have the money to afford the dream.It has created an industry of dream makers - manufacturers who will, at a price, make you anything you want. And if you've ever yearned for more power for Subaru's perpetual Forester, you can stop dreaming.The S-Edition is the offspring that resulted after a one-night stand between a Forester and Subaru's performance arm, STI. It gets a massaged turbocharged engine and STI-inspired extras inside and out but retains the practicality and spacious cabin that have fortified Forester through a barrage of attacks by newcomers.VALUESleeping with STI isn't cheap. The Forester S-Edition is based on the XT Premium model but costs $5500 more because of the more highly-tuned engine, the five-speed automatic transmission (why don't all Subaru Imprezas get this?), a leather and Alcantara mix for the upholstery and a few other bits and bobs.Pretty much everything else is from the XT Premium's goody list, such as the huge sunroof, leather trim and top-notch radio/sat-nav system. But while it's comparative in price to similarly equipped rivals, the Forester doesn't look as stylish and the $50,990 doesn't translate into metal.DESIGNThis is where it all goes a bit wonky. The Forester is a very practical wagon that isn't made in Germany only because Subaru created the shape first. It's based on the time-old line drawing of two boxes - one big, one small - backed into each other and while some of us admire the pragmatic sketch, it's not stylish.It's also been around for a while. Against the Volkswagen Tiguan, Kia Sportage and Hyundai ix35 for example, it's dated. Effective, but dated. That aside, it has a lot of clever family-friendly features.I love the flexibility of the cabin - there's flip-up cupholders in the rear seat cushion, remote levers for lowering the back seat, and the back seats are higher than the front so kids have a clear view out the side windows.TECHNOLOGYSTI has either breathed more mumbo into the 2.5-litre turbo-petrol from the XT Premium or detuned the WRX engine. Regardless, it's the hottest box on the Subaru block with 193kW/347Nm, a jump from the XT's 169kW/320Nm. Yet fuel consumption is identical at 10.5 litres/100km average.Best news is the five-speed automatic from the Liberty. This is the only Forester with this box and Subaru goes the extra distance by equipping the S-Edition with paddle shifters on the steering wheel column. Cool.The rest is constant all-wheel drive, MacPherson struts at the front and double wishbones at the back. The S-Edition tightens up the screws in the suspension for flatter cornering and this means it misses out on the self-levelling rear end that's a feature of its sisters.SAFETYFive-star crash rating, electronic stability control, six airbags and lots more little nanny aids in the electronics all make this one safe little truck. The high seat height is arguably a potential safety feature, as is the full-size spare tyre.DRIVINGThis was driven back to back with the normally-aspirated 2.5-litre XS model with the four-speed auto. Pointless me talking about which I prefer. The S-Edition has a delightful linear bottom end that gets a kick about 3200rpm as the turbo becomes fully awake. It is, in fact, two engines.Drive it smooth and you'll get decent economy and no ugly photographs in the mail of you in the car. Give it a boot and it raises its head and really gets going. The bonus here is for overtaking, as in the country when passing a truck, for example. Not on the freeway.It's a nice drive but it's no WRX. Part of the problem is it feels like it's on stilts - which it is in comparison to the WRX - and there's some nervous jiggling and hints of some vagueness in the suspension and steering when the power is up.Personally, I'm not confident about pushing this anywhere near as fast into a corner as a WRX. That's not the aim. It's just a quick wagon in the same mold as the Mazda CX-7 turbo and some much more expensive Euro-wagons.VERDICTNo doubting this is a lot of fun. The auto is superb and really makes it an easy drive in the city. It's roomy, comfortable and well equipped but you have to ask yourself if there's value here particularly when there's the less powerful and (only) four-cog auto version in the XT Premium.Perhaps the S-Edition is for the WRX owners who just wants a bit of comfort. Or room for the kids.SUBARU FORESTER S-EDITION Price: $50,990Engine: 193kW/347Nm 2.5-litre turbo-petrolTransmission: Five-speed automatic, AWD Warranty: 3 years, unlimited kmResale: 54%Service Interval: 10,000km or 6 monthsEconomy: 10.5 l/100km; 248g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TCCrash rating: 5 starBody: 5-door, 5 seatsDimensions: 4560 (L); 1795mm (W); 1700mm (H); 2615mm (WB)Weight: 1585kgTyre size: 225/55R17Spare tyre: Full-size alloyRivalsSKODA OCTAVIA RS 147TSI-compare this carPrice: $39,490Engine: 2-litre, 4-cyl turbo-petrol, 147kW/280NmTransmission: 6-spd DSG automatic, front-driveBody: 5-door wagonThirst: 7.7L/100km, 95 RON, CO2 179g/km MAZDA CX-7 LUXURY SPORTS Price: $45,990Engine: 2.3-litre, 4-cyl turbo-petrol, 175kW/350NmTransmission: 6-spd automatic, AWDBody: 5-door hatchThirst: 11.5L/100km, 95 RON, CO2 273g/km VOLKSWAGEN TIGUAN 147TSI - compare this carPrice: $42,990Engine: 2-litre, 4-cyl turbo-petrol, 147kW/280NmTransmission: 7-spd DSG automatic, AWDBody: 5-door wagonThirst: 8.8L/100km, 95 RON, CO2 205g/km

Who said the Swedes were a war-fearing nation? It made a mother of all warships in the 17th century and, to really scare the bejesus out of its enemies, the king loaded it up with 64 huge cannon. The result was a floating armament store, piled with all types of weapons to make life unpleasant for anyone who attacked. No-one did because on the morning of August 10, 1628, only 1300m after exiting the Stockholm harbour on its maiden voyage to the cheers of the Swedes, it promptly rolled over and sank. A hull too narrow, too much heavy-calibre cannon sitting high above the waterline and open lower gunports contributed to the Vasa's sinking and much egg on the face of King Gustav II Adolf. Since then, the Swedes became pretty minimalistic with their transport. The result, at least their most recent result, is a car like the S60 which - paring things right back - doesn't even have a spare wheel. Brilliant.VALUE The four-cylinder S60 T5 costs $51,950 which is pretty good value compared with its rivals. Shoppers would probably hunt down a BMW or Audi first but really, in comparison, the feature list of the Volvo is longer. The Volvo's turbocharged engine will also give most similarly-priced rivals a real run for their money.Standard gear includes a huge list of safety equipment, but closer to your fingertips are things like rear park sensors, electric park brake, auto wipers (but no auto lights), Bluetooth/iPod/USB connectivity and leather upholstery.DESIGNGrandma wouldn't recognise this as a Volvo. It's sleek, with a gently sloped roof ending in a neat boot line, and has a broad grille that hints at Simon Templar's P1800. It's not a big car - think Mazda6 or Camry - and has similar cabin space, though the full-grain leather is a treat and the dashboard is beautifully simple and has that look of quality.True, there's no room for a spare wheel but Volvo will happily strap a space-saver to the cargo floor. Truly, if Hyundai can fit full-size spares in its light-car Accent, surely clever Volvo can find space?TECHNOLOGYThe fact this is powered by a 2-litre four cylinder engine and yet is sprightly and even fun to drive, is remarkable in itself. Most of the news is in this car's safety technology starting with the standard City Safety which automatically brakes the car at low speeds when it sensors something ahead.There's lots of no-cost gear on the T5 and if you want more, the safety package of  adaptive cruise control, collision warning with full auto brake, queue assist, pedestrian detection, blind-spot information system and lane departure warning with driver alert control will add a reasonable $5400.SAFETYVolvo and safety are synonymous. Aficionados of the marque reckon Volvo is Swedish for "safe" - in fact, it loosely translates as "I roll" - which is reflected in the car's five-star crash rating, a textbook list of passenger cell features designed to protect life, a chassis full of electronics and even the nimbleness to get out of the way of an impending accident. For the record, standard equipment includes City Safety, brake-ready alert, ESC and emergency brake assist.DRIVINGThe feeling of solidity has never left Volvo, even from the first time you open the door. The car is built strong, feels confident and safe and is always comfortable and quiet so it doesn't upset the occupants. On paper the 2-litre T5 has a few things against it - perceptions of power being one - but those quickly vanish.The steering is a bit light and vague but it tracks corners perfectly and holds its line very well regardless of the road surface. The six-speed dual-clutch box allows some degree of sporty driving but overall, this is better as a cruiser. The dash controls are big, well marked and easy to use and the visibility is pretty good - all combine to package up the car as one that is simple and easy to drive. VERDICTIf you're still slagging off against Volvos you're a dinosaur. Get with the times and appreciate that Volvos are now stylish, affordable and even fun.VOLVO S60 T5Price: $51,990Warranty: 3 years, unlimited kmResale: 56%Service Interval: 15,000km or 12 monthsEconomy: 8.6 l/100km; 204g/km CO2Safety Equipment: six airbags, ESC, ABS, EBD, EBA, TC. Crash rating 5 starEngine: 177kW/320Nm 2-litre 4-cyl turbo-petrol Transmission: Six-speed dual-clutch autoBody: 4-door, 5 seatsDimensions: 4628 (L); 1865mm (W); 1484mm (H); 2776mm (WB)Weight: 1542kgTyre size: 235/45R17 Spare tyre noneOthers to considerAUDI A4 1.8 TFSIPrice: $55,700Engine: 1.8-litre, 4-cyl turbo-petrol, 118kW/250NmTrans: CVT auto, front driveBody: 4-door sedanThirst: 7.2L/100km, CO2 169g/km"Top quality but engine/gearbox combo is sleepy while rivals areoffering more value"BMW 320iPrice: $56,100Engine: 2-litre, 4-cyl petrol, 115kW/200NmTrans: 6-speed auto, rear driveBody: 4-door sedanThirst: 7.6L/100km, CO2 176g/km"Hard to see the value here. New model around the corner"LEXUS IS 250Price: $55,800Engine: 2.5-litre, V6 petrol, 153kW/252NmTrans: 6-spd auto, rear driveBody: 4-door sedanThirst: 9.1L/100km, CO2 214g/km"Top quality, feature-filled sedan that's a nice drive backed by slickservice/warranty/customer care program. Winner"

MORE in South-East Asia people own utes compared with any other vehicle. In fact, by a country mile. Isuzu alone turned out 220,000 utes just from its Thai plant, one of only 17 of its global factories, and GM and Toyota easily matched that figure.The reason is simple. And if I knew it, I'd tell you. Because though having a ute in your driveway allows you to work and play and give you macho credit points with your mates, the ride comfort compared with a similarly-priced sedan is in the horse-and-cart category.Think about these: Getting in and out of the tall cabin is fine if you're aged 25 years or less. Given the volume of utes on the roads, is this indicative of Australia's swollen population of carpenters and plumbers? They have the turning circle of a 747 and similar driver visibility.But, I concede that some utes are quite neat. Like this one.Just because they're all chassis, pressed steel sheet, moulded plastic and foam, utes aren't necessarily cheap. The Ford Ranger starts at $19,740 for a 2WD cab-chassis petrol manual but you'd prefer to be seen in a feature-filled dual-cab 4WD with the most powerful diesel.The test Ranger is an XLT Crew Cab 4WD with the 3.2-litre turbo-diesel and a six-speed manual transmission carrying a price of $44,490 plus on-road costs. That's $2000 dearer than a Falcon XR6. But, as a workhorse and off-roader, the R anger adheres perfectly to its charter and is a very tough machine.All utes are not created equal. The Ranger looks the job - it's a big, powerful, in-ya-face type of machine and though it means business, it still manages to look neat. It's possibly one of the better looking utes on the market on the outside and that generally carries over to the inside. I know it's a workhorse but the dashboard is a humungous piece of matte black plastic with little visual relief. But everything works well, especially the read-out screen atop the centre console. There's lots of personal storage space and excellent leg and headroom for five big blokes. It also has more tie-down points in the tray than most rivals though not all of you will be happy about the weight of the tail gate.The five-cylinder turbo-diesel engine is different and though the rear suspension has been carefully honed to produce a good all-round blend of payload and comfort, the Ranger is no minefield of technological brilliance. And neither it should be. This is a tough truck with the accent on simplicity and durability. You wouldn't pick the number of cylinders from the exhaust note and for all intents and purposes, it's a capable 147kW/470Nm diesel that can average 8.9 L/100km. The six-speed manual transmission may be new but it's not up to scratch. I'd suggest you opt for the six-speed auto.Remarkably, the Ranger gets a five-star crash rating when fitted with side curtain airbags. Remarkable because of all the utes, only the Falcon, Commodore and Volkswagen Amarok equal the Ranger. And only the Amarok is in the same 4WD class as the Ford. Ranger gets electronic stability control, a "trailer sway" control, "adaptive load" control for extra stability when carrying heavy payloads, hill descent control, hill launch assist and brakeforce distribution. The ABS brakes and ESC system have sensors that modify braking force when the ute is driven off the road.Basically the Ranger feels like, and works like, most of its peers. The overdone plastic cabin is great for lightweight construction and, to an extent, durability, but looks too plain in a $45,000 vehicle that is likely to be a family car on weekends. ut it is comfortable and even rough roads are tolerable thanks to the relative suppleness of the suspension and - more likely - the well-designed seats. In most respects - braking, steering and acceleration - the Ranger is a good ride. But the stiff, indistinct ga te and shift of the manual transmission mars the clean, rich torque delivery of the engine. The box shouldn't be a pain to operate after the test ute's 5500km. The electric shift of the 4WD transfer case is quick and easy and the result is a surprisingly adept offroader that owes a lot to the strength of the engine in the low and middle revs

Cars have wrongly been interpreted as inanimate objects. But that's because a lot of people can't hear what the car is saying. Listen and look closely and be aware that the car could be having a hissy fit and telling you that things are going to get very expensive or you may be stranded for some time by the side of the road. Here's some things your car may be saying: 1. Lights on the dash: These are more than "annoying", as one motorist once told me. They mean something has gone horribly wrong or is about to. Red lights are bad - water or oil temperature or pressure. Blue lights are sort of good - you have your high beam headlights on.  2. A dull thud, thud: You have a puncture. This could be as simple as an inconvenience or become your worst nightmare. Apparently, according to most carmakers, you will never have a puncture so they fit either a temporary, motorcycle-size tyre; or a compressor kit with aerosol goo; or nothing at all. Time to join the auto club.  3. Clunk clunk when turning the car slowly. These are dollar bills manifesting themselves as sound. The noise is more than likely your car's constant-velocity (CV) joints and they can be $50-$100 each. You have four of these joints if you have a front-wheel drive car, eight if you have an all-wheel drive. And yes, you must get them replaced.  4. White smoke behind the car. Hopefully, it's not coming from your car. If it is it could be something as simple as residual engine oil spilling onto the hot exhaust - smelly and annoying - or the first stages of the total meltdown of your engine (really expensive and time consuming) or if you have a turbocharger, the oil seals have died and you're either up for a complete pull-down or a new turbo (also expensive).  5. Click, click when you turn the ignition. You have no battery power. If you have a manual car and you live on a hill, it can be push started. If you have an automatic, reach for the Yellow Pages and call an auto electrician or auto club. If you have a second car, get to a battery retailer and buy a new one. 6. Deathly silence as brake pedal extends to the floor. You have no brakes or brake fluid. This is really serious and clearly you will not be driving this car until it's fixed.  7. The ignition's off but the engine is still going. The erratic thunk, thunk as the petrol engine still runs without the ignition key is loosely called "dieseling" or "two-stroking" and happens when the hot engine ignites any fuel it can find without needing a spark from the ignition system. It means you car is very badly tuned, or overly hot, or worse. Instant repair needed.  8. Noisy engine and automatic gearbox won't change up. This isn't a good sign. It means the auto is losing hydraulic fluid pressure or the bands that hold the gears are slipping. This can be a tear-down or a replacement with a reconditioned box and, as you'd guess, won't come cheap.  9. Grinding noise when changing gear (manual transmission): The pedal on the left is the clutch. Depress it before moving the gear shifter. If there's still a noise, your clutch has gone south. That could mean the hydraulic fluid for the clutch slave cylinder (actuator) has leaked away. Immediate attention required.  10. No noise as car suddenly stops (in the most inconvenient place). When did you last put fuel in the tank? Cars generally don't just stop - they'll retire gracefully with a slow slide to the road kerb - unless there's a big noise and usually some smoke or steam. Running out of fuel is just a pain. Big noise and smoke is catastrophic.

... one step closer to the showroom after Audi today joined with Perth company Quickstep to develop new carbon-fibre components. The key is a cost-effective, high-volume manufacturing process that will slash the current costs of making carbon-fibre car parts by 30 per cent.  Quickstep managing director, Philippe Odouard, said his company's Resin Spray Transfer (RST) technology and patented Quickstep Process - a method of rapidly curing resin without needing an autoclave - were centrepoints of the partnership with Audi and other organisations.  The partnership will work under the Presche Project in Germany that is headed by the German Government. Quickstep has, through the Australian Federal Government's Climate Ready Program, invested $1.2 million in this project and expects it to be completed by May next year. "The launch of the Presche program in Germany represented an enormous opportunity for us to progress its RST technology in partnership with a high quality group of partners including Audi," Odouard says.  "The ability to rapidly manufacture and cure composite parts to A-Grade surface finish for the automotive industry without the need and expense of traditional autoclaves presents a significant opportunity for Quickstep.  "The ultimate goal is high volume, low cost composite component manufacturing so the industry can deliver lighter vehicles with reduced fuel consumption and carbon dioxide emissions."  Odouard says the urgency to develop lightweight automotive materials is being driven by global legislative change.  This includes new regulations expected in the US by 2017 requiring all new cars to average 6.5 litres/100km. Quickstep in March completed the first proof-of-concept painted carbon-fibre flat panel to A-Class automotive standards using RST.  Odouard says the panels have "an exceptionally high quality finish for a rapid layup and curing process and exhibit material performance characteristics that are within or exceed automotive industry standards".  "The success of this program will position us to target a very significant medium term opportunity for composites in the car industry. "This has the potential to provide a very substantial second growth front for the company alongside our existing activities in the aerospace sector, where our major focus is on the imminent commencement of manufacturing of composite components for the F-35 Joint Strike Fighter Program."  The Presche project starts this month and will run in parallel with other Quickstep RST developments aimed to bring the technology to production.  In addition to Quickstep, the project consortium comprises Audi AG, Coriolis Composites GmbH, EDAG GmbH & Co. KG, the Fraunhofer Institute for Chemical Technology, project group integral light weight construction, and the University of Stuttgart, Institute of Aircraft Design.