Articles by Neil Dowling

Put a Toyota badge on a cardboard box and it'll sell like hotcakes, so the saying goes. Well, now Toyota's done just that.  From the car company that brought you cardigans comes a wheeled box that carries with it a new direction for Toyota - niche.Toyota plans that the square-edged Rukus that goes on sale from June 1 priced from $27,490 will in April next year be joined by the macho FJ Cruiser.  Both create the niche sector of its revised, four-sided business plan that surrounds its existing 13-model range.Later comes Toyota’s new focus on sports cars - including the collaboration coupe with Subaru presented in concept form as the FT-86 - then ‘innovation’ models including city cars with electric power, and a swelling of the hybrid ranks.  The Rukus' box-like shape follows the similarly-styled Kia Soul and, for Australia, is a styling direction previously only explored by architects and bricklayers.But after honing its marketing skills with the Rukus' predecessor, the Scion, in the US, Toyota has delivered a Corolla-sized family/single/youth-oriented vehicle with surprising appeal.Price and equipmentIt arrives in three models - Build 1,2 or 3 - with pricing at $27,490, $29,990 and $31,790 respectively but all with a high safety and feature list including standard automatic transmission, stability control, auto up/down for all electric windows, alloy wheels and cruise control.Space and fit-outLooks aside, the Rukus has a spacious and flexible interior. What makes it special is its user-friendliness.  The lift-up hatch reveals space for prams and mountain bikes, with a generous storage zone beneath the cargo floor for wet items. The spare tyre is a skinny space-saver which is the only negative.That tall height gives room inside for occupants to wear hats. That's not a request, merely recognition that the headroom is expansive and one that - together with the fishbowl windscreen and long side darkened glass - creates an airy cabin.  Seating is for four adults - five if you're friendly - with excellent legroom all around.Where the bodywork is angular, that edge is softened by the array of round instrument gauges, air vents and - not surprisingly - the steering wheel.  Like Kia's Soul, there's a lot of hard plastic inside but the effect is diluted by different textures, segmented panels and varying trim colours.The overt use of storage space impresses. There are small storage bins at either end of the dashboard for items such as mobile phones.  The impressive audio has iPod connection so there's room for the handset; the model-specific large centre console is lidded and acts as an armrest; there is a hidden tray beneath the rear seats; and the glovebox has a secondary storage area above. And there's lots of places I have yet to discover.The rear seat splits 60/40 and folds almost flat for a decent 1331 litres of space. It's not just the space but the wide accessibility to the cargo area and the high cargo floor height that will make it appeal to people - predominantly women shoppers, mothers or older owners wanting a car that's easy to load and unload.In fact, while Toyota sees the Rukus as being a youth-oriented accessory, it has broad appeal over all ages.  That cargo bed height and the tall seat height make it easy for older people to get in and out.  Families will like its space and versatility and wrinkled gear heads like me are impressed by the performance.MechanicalOn that note, the Rukus comes with a more vibrant version of the RAV4 2.4-litre engine that drives through a four-speed automatic gearbox to the front wheels.  At 123kW/224Nm it's a healthy addition that gives the wagon plenty of `go' to compete with the `show'.  The gearbox has sequential shift - the first time used in Australia for the four-speed auto - to pep up performance.Handling is pretty good for what is ostensibly a tall Corolla, though it's not a sports car.  More impressive is the quietness of the car and its fuss-free attitude to freeways. Despite its boxy shape, it has a very low aerodynamic factor of 0.32 which is better than most modern hatchbacks.The Rukus appears to be geared quite high to improve economy and, at a claimed 8.8 litres/100km is more frugal than the RAV4.  However, while the gearbox may be well suited to loping along freeways, it doesn't impinge on its sparkling acceleration and strong mid-range overtaking ability.Its performance credentials will become more necessary if owners pick up on the range of custom features laid out on the options list. Flame body stickers for the slab sides and spoilers are among the items on the Australian list but those pursuing a more individual look may find joy in the US aftermarket catalogues for the Scion.It has a wide audience, though its looks will polarise your neighbour. It is as ideal for someone who misses the Corolla wagon and doesnt want to be seen in an SUV, as it is for a single buyer bored with vanilla cars and an elderly couple who want transport that is kind on their hips and their wallets.The trick for Toyota dealers is getting you into one for a test drive.TOYOTA RUKUSOrigin: JapanPrice: $27,490 (Build 1); $29,990 (Build 2); $31,790 (Build 3)Engine: 2.4-litre, 4-cylPower: 123kW @ 6000rpmTorque: 224Nm @ 4000rpmTop speed: 190km/hFuel: Standard unleadedFuel tank: 55 litresEconomy (official): 8.8 litres/100kmEconomy (tested): 9.1 litres/100kmGreenhouse: 208g/km (Corolla: 175g/km)Transmission: 4-speed automatic, sequential; front-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 10.6mSuspension: Front _ MacPherson struts; Rear _ torsion beam, coilsWheels: 16-inch alloy, 205/55R16 tyres; space-saver spareLength: 4260mmWidth: 1760mmHeight: 1645mmWheelbase: 2600mmWeight: 1390-1400kgTow (max): 500kgWarranty: 3yr/100,000kmService: 15,000kmRating86/100Rivals Hyundai ix35 2WD ($28,990) 86/100;Kia Soul ($27,390) 86/100;Suzuki SX4 S ($25,490) 80/100

Just how torturous on a vehicle is a private school driveway? As tough as a week competing in the Dakar, going by the arrivals at the kiss `n' ride bay at any well-funded school.  Few vehicles in the history of man have been so over-engineered as Mums' taxis. Even the Trojan Horse pales by comparison.But a few manufacturers have smartened up. Their 4WDs are actually 2WDs, saving money on the purchase price, fuel consumption and even tyre wear.  Hyundai did it with the Tucson City, though train spotters note the City logo as being the cheaper model.Toyota now adds a 2WD RAV4 to its line-up, dispensing with any badge changes so from the outside at least, the driver basks in the adventurist glow that inspires all SUV sales.  Beneath the soft lines of the little wagon is the same 2.4-litre engine and choice of four-speed automatic or five-speed manual. Basically, the driveline to the rear wheels is removed, saving about 60kg over the all-wheel drive version.Shedding a few kilos picks up all the athletism enjoyed by a successful Biggest Loser contestant. But it does change the way the RAV4 handles.  It feels more nimble and smarter off the lights. Cornering prowess is about the same, with the new wagon feeling like what it is - a front-wheel drive car.Pushed through a corner will reveal typical understeer. In comparison, the all-wheel drive's rear end can be felt driving through the bend and so feels more confident.Which one's better? They're both pretty good but just feel different and need a different approach.  However, in its role as a suburban taxi the handling dynamics are unlikely to become the subject of intense debate over a latte.What will interest buyers is the versatility of the new RAV4 model and its starting price of $28,990. That's $3000 cheaper than the all-wheel drive model and there's no difference in the feature list.I don't have to tell you that $3000 is a lot of money. In the automatic version tested, the $30,990 price - plus on-road costs - makes it an affordable, durable and versatile family wagon.StylingThe Toyota RAV4 has been around a long time. That's the good news and the bad news.  Up against the latest arrival in the compact SUV segment - the strikingly-chiseled Hyundai ix35 - the RAV4 looks very conservative, almost dated in appearance.People like trendy things and, unfortunately, to many the RAV4 is considered conservatively styled.  That styling simplicity slides through the doors and impregnates the cabin and, though neat and functional, is a bit plain.The upside is that the Toyota is like a really good facelift - it will last for quite a while and disguise the intervening years. Your friends may never know the true age.  That's good for resale value and one look at second-hand car market will prove the point that the RAV4 remains in demand and commands strong prices.Size and spaceThough it's classed as a compact SUV, the RAV4 range is not puny. The latest models seat five adults and come with neat features like a sliding rear seat that expands or diminishes the cargo area depending on the size of the back seat passengers.It means that carrying toddlers on booster seats will allow the seat to be rolled forward and so expand the boot to absorb a pram or two. It's a handy feature that will endear the car to young families.There's also plenty of personal storage space including two gloveboxes, one being lockable, and a height adjustable driver's seat that combines with a tilt and telescopic steering wheel to find that perfect driving position.Fit-out and equipmentControls and switchgear are big and bold for ease of use and there's controls for the audio on the steering-wheel spokes. Cruise control is standard on all models, including the base CV tested here.Also standard is stability control and ABS brakes, a four-star crash rating (out of five) and two airbags. Optional packs are available for more airbags which are very desirable.

This week I discovered that sharp, pointy things can hurt. Some new cutlery came my way and the sharp, pointy blades carved significant damage to my dishwater-tenderised finger. Which, of course, is why man invented the dishwasher. During the high-pitched screaming and increasing pinkness of the sink water, it occurred to me how odd it was that the name for people who carried sharp, pointy objects into battle – with the intention to main, puncture and kill other people – is now applied to one of the world's safest small cars.Mitsubishi's Lancer was one of the first cars to arrive in Australia with a five-star crash rating and electronic stability control as standard. It has been subsequently followed by others and Australia is a better place for it. Call it what you will, but the Lancer isn't just a safe car - it's a damn good drive.This is the Sportback - read, hatchback - model which gives a sort of middle ground to a sedan buyer seeking a bit more flexibility and yet doesn't want to step up to an SUV, like Mitsubishi's Outlander.Engine and gearboxThe VRX gets the same 2.4-litre engine as the Aspire model, which is - obviously - bigger than the 2-litre unit in most other Lancers. This bigger engine is meatier, with more low-end power so there is less need to rev it hard. In return, the fuel economy is pretty good and the engine noise is minimal.Incidentally, it has the same power as the Commodore's base 5-litre V8 engine (but a lot less torque) and the same 0-100km/h acceleration time of 9.8 seconds. The engine is attached to either a five-speed manual or continuously-variable transmission (automatic).Drivers with some warm blood in their veins can avail themselves of the paddle shifters on the steering wheel that turns the CVT's inherent rubber-band drone into six clear-cut gears to play with.  The CVT, you see, is basically a steel band or pulley that spins between two moving cones. It takes the power from the engine and maximises its delivery to the wheels.But the elastic action of the band makes the engine sound like its spinning too fast in relation to forward motion. Technically, the six preset ‘gears’ are actually six positions on the cones. In practice, forget the technical stuff and turn up the audio.Pricing and fit-outThere's also the same variant line-up, with the tester being a top-line VRX auto costing $32,490 plus all the on-road fees. That's a reasonable price for the money. Though considered a small car, it's actually quite big. At 4.58m long, it's a cigarette pack short of a 1986 Holden Commodore - which is bound to pop up as a quiz question when you least expect it.The intervening 24 years have produced a car that is called small - but clearly isn't - and yet features a bigger and vastly more flexible cabin layout, maximum family safety and commendable fuel efficiency. The key to the Sportback's useable features starts and ends with the rear hatch. The door opens wide and high and its yawn has been enhanced by moving everything out if the way to maximise loading space.For example, the suspension units are low and pushed out, so virtually the full width of the door extends into the cargo space. The rear seats split and fold flat-ish and the floor can even be sunk an extra few centimetres. This latter feature, by the way, is courtesy of the Lancer's space-saver spare wheel. Theoretically, for those of you who get out of the city occasionally, a full-size spare can be optioned that will fit beneath the boot floor.The VRX gets leather and heaps of gear, including cruise control, trip computer and a Rockford Fosgate audio system with 710-Watts pumping through nine speakers. People alongside me on the freeway we really impressed. Not!These addition features are responsible for lifting the VRX above its oft-shunned category of a family runabout. The VRX is almost luxurious, helped by the spaciousness of the cabin and the good use of dash design and switchgear placement. However, the hard plastic is a let down and things like a satellite navigation system (optional) that is not happy with simple commands and has an ordinary screen, dumb the car down a fraction.OverallThis is a very hard car to dislike. It's not a particularly fast car though is certainly smooth, and the 2.4 engine is quieter and more civilised than the 2-litre version, and this has a lot to do with moving the VRX up the ladder of cars I like. The price isn't especially cheap but I rate it as good value.Speaking of cheap, be very careful about colour choice with this car. It prefers bold or dark colours, and the paler shades - silver and white particularly - just don't maximise the Sportback's classy shape or set off the big 18-inch alloys.Rating: 86/100Mitsubishi Lancer Sportback VRXPrice: $32,490Engine: 2.4-litre, 4-cylinderPower: 125kW @ 6000rpmTorque: 226Nm @ 4100rpmPerformance: 0-100km/h: 9.8 secondsFuel: Standard unleadedFuel tank: 59 litresEconomy (official): 8.9 litres/100kmEconomy (tested): 9.1 litres/100kmEmissions: 213g/km (Corolla: 175g/km)Transmission: CVT automatic; front-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 10mSuspension: Front _ MacPherson struts; Rear _ multi-link, coilsWheels: 18-inch alloy, 215/45R18 tyres; space-saver spareLength: 4585mmWidth: 1760mmHeight: 1515mmWheelbase: 2635mmWeight: 1435kgTow (max): 1000kgWarranty: 5yr/130,000km, roadside assist (10yr/160,000km drivetrain)Service: 15,000kmRivalsMazda3 SP25: ($31,920) - 87/100Volkswagen Golf 118TSI: ($31,990) - 86/100Subaru Impreza RS ($30,990)

But its head of overseas markets, Lex Kerssemakers, is not concerned about the current transitions."Partnerships are the key to Volvo's survival," he says. "But we must maintain our Swedish culture — it's what the customer wants and its the way we do business".Outwardly, it's a difficult balance. Volvo has been sold by Ford for $2 billion to one of China's biggest automotive groups, Geely. The deal is signed late this year, so Kerssemakers says Volvo was now "in between owners"."The arrangement with Geely will be similar to our 10-year ownership by Ford," he says. "There were then fears that Volvo would be rebadged as Fords. We managed to maintain our identity. I think it was long the case that people didn't know who owned us. Similarly, I think, that will happen with Geely. It is very definite that there will be two car companies — Geely and Volvo — that will be structured totally separate under one holding company."Geely has appointed a former Volvo CEO, a Swede, to head the company and to  Kerssemakers, that's a clear signal that it intends to keep Volvo totally Swedish. He says it was clear that within five years, Geely and Volvo will share technology."After all, $2 billion buys a lot of experience," he says. "Geely is a very dynamic company that is quickly moving ahead. They develop so fast and are extremely eager to learn. Sweden is a country with nine million people and where we have a 20 per cent market share. But in Sweden, we are unlikely to grow much bigger. With Geely, we have been given the chance to greatly expand our borders."Volvo already has a presence in China as a prestige brand. It makes the S40 and a long wheelbase version of the S80 in China. Kerssemakers says that within about three years it was possible that Volvo could make all models there for the Chinese market. "But, looking at the potential in China, it would be very unlikely that we could export from those factories," he says.Partnerships also extend to Volvo's future wave of vehicle technology. It recently entered into partnership with Sweden's biggest electricity supplier, the Swedish Energy Agency, to develop an electric car concept. SEA has contributed $22.25 million in funding to develop a centre.The first concept is an all-electric model, the C30 Electric Vehicle, that has a range of 150km and is powered by an 82kW motor with lithium-ion batteries that charge in under eight hours. The car can accelerate to 100km/h in 10.5 seconds."This year we will make 50 of the cars for trial," Kerssemakers says. "The partnership with SEA is beneficial to both of us. We all know that oil is running out. We need to find effective alternative solutions. We know what the alternatives are, we just have to explore them. If we don't do it now. we'll never be ready in five years time."Kerrsemakers says that the only fault with electric cars is the batteries. He sees one possibility as a car that is driven by electric motors yet has an onboard generator to charge the batteries. It is only one of the future vehicles being trialled by Volvo now."In 2012 we plan to have an electric vehicle with an onboard generator that will consume less than 1.5 litres/100km of diesel," he says. "But we are working on other technology. We had compressed natural gas (CNG) models in Sweden but we had no assistance from the government to continue development. We have ethanol-fuelled cars, petrol, diesel and are developing hybrids. I don't see there will be one solution in the way forward. As a small car company we have to jump on as many routes as possible. So it is very good for us to be a part of companies such as Ford and Geely."Closer to home is the 2-litre four-cylinder GTDi engine that Volvo is rolling out in selected markets."There is a good market for this engine that has fuel efficiency and high torque - even up against our five-cylinder turbo," he says. "This GTDi engine has 149kW and 300Nm of torque which makes it as powerful as our 2.5-litre five-cylinder engine. It also gets 7.9 litres/100km, has emissions of 184g/km CO2 and yet when fitted to our S80, will accelerate to 100km/h in only 7.9 seconds. The engine will first be launched in countries that offer tax incentives for sub-2-litre engines - China, South-East Asia, Japan and the Netherlands."In Australia, there will be continuation of the 2-litre turbocharged four-cylinder engine."Now we have launched DriveE variants that include start/stop - probably the most efficient way to reduce fuel consumption," he says. "It is an absolute lead. The DriveE C30 manual gets 3.8 l/100km and 99g/km CO2 emission from a 1.6-litre turbo-diesel. And it's an engine that can go into anything we make. There's a lot of life left in petrol, so there are developments of three-cylinder engine and the move to electrification. When we expand, it will be downwards (engine and body size)."Kerssemakers believes hybrids are a "rather expensive solution" and that diesel engines were becoming "difficult" to meet future Euro-5 and Euro-6 emission standards. "Cost will ultimately define the best solution."Volvo is now making an XC60 with 2WD that has very low emissions which is becoming available in most markets. Volvo Car Australia boss Alan Desselss says the XC60 "could be brought into Australia tomorrow". It's being evaluated now. Volvo sales in Australia are expected to go to 7000 next calendar year, up from 4652 in 2009 and 5000 in 2010."Vehicles such as the new S60 (due soon) and XC60 2WD will help lift that. The only threat is supply," says  Desselss. "I think we have the right mix, once the S60 is launched, to produce strong sales. The S60 will give us credibility in the sedan market - an area where we haven't for a long time really been seen as being strong. We have been considered as an SUV company. But we think the S60 will return sedan buyers to our showrooms and there's a good chance that that traffic will flow into the other sedans, the S40 and S80."

The Suzuki SX4 has a lot appeal but that quickly wanes once you cut through the rather attractive facade.  This model, which basically replaced the old Liana and sits one rung above the highly-successful Swift, is a chunky five-door family hatch with all-wheel drive and a decent 2-litre engine. So it has all the

In Japan, they shrink trees. In city centres, it's squeezing people together in concrete hutches. In the car world, it's downsizing engine capacity. But while you're aware that the trees are small enough to sit on the coffee table and that the apartment is small because it has only room for a coffee table, the trick about downsizing cars is that you'd be hard pressed to pick the difference.Welcome to the next phase in car makers' task of weaning us off big cars. Within a decade, you may be driving a two or three-cylinder car and, probably, finally understanding why Fiat Bambinos made so much sense in the 1960s for financially-strapped Italians. Volkswagen is thinking small to gain energy efficiencies but you'd never pick it.Engine and gearboxAmong its new small-capacity models is the Jetta 118TSI. The gobbledygook is 118kW and the TSI indicates it is both supercharged and turbocharged. That is, the supercharger works from idle through to about 3500rpm when the turbocharger takes over. You get punch from idle right through to the red line without even knowning what's happening under the bonnet.The boot wears a 118TSI badge but one thing it doesn't tell you is the engine capacity. Maybe you don't need to know. Certainly, in performance terms it feels like a 2-litre, maybe a 2.2. It's quick off the mark and the seven-speed automatic direct-shift gearbox (DSG) flicks from ratio to ratio like a card shark dealing a hand.You can play along as well because the box is sequential and the gearlever can be shuffled forwards and backwards to maximise performance. But, after a short time, you recognise that the gearbox can do the job just as well as you and with a lot less effort on your behalf.The engine is hungry to offer performance, free in the way it wants to rev and seamless in its power delivery that starts from idle and wants to go straight into 7000rpm. Watch the trip computer and you'll notice that only when you savage the accelerator does the fuel consumption numbers increase. Take it easy or cruise the highway and the Jetta will deliver 6s and 7s in the litres/100km readout.Body and spaceThat consumption is really good considering that though the Jetta is basically a Golf with a boot, it has a stupendous cargo-carrying ability. The boot is huge - bigger than a Commodore apparently - and has a full-size spare tyre beneath the floor. The rear seats split and fold down to boost luggage room. And it's not shy when carting people either, able to haul five adults - though four is preferred - with good leg and headroom.DrivingRide quality leans towards firm but the dampening doesn't jar occupants and the kiddies won't be upset - any more than they usually are. Volkswagen offer a sports suspension on other Jetta models that further tightens the suspension but, honestly, you don't need it. Handling is superb. Like the Golf, the Jetta makes the driver feel instantly at home. The seating position - with height adjustment - and the tilt-telescopic steering wheel fits all sizes. But it's also the way it drives. The Jetta sits confidently on the tarmac with excellent steering feel and strong - almost abrupt - brakes.It will corner hard and fast before giving way to understeer and should surprise many drivers used to more exotic machinery. It just feels right. The icing is the drivetrain. The engine is revvy and the DSG box is very responsive. There are times when the box can be too responsive. It's not always smooth on take off, with a bump from the box as all the oily bits connect, and a sudden prod on the accelerator pedal will show some indecision. But that's at odds with the way it smoothly slides up and down the seven cogs when in motion.Pricing and equipmentThe Jetta comes in five models and this, the 118TSI, is the cheapest petrol model starting at $30,990 as a manual. As tested, with all the fruit - and believe me, it's very well equipped - it costs $33,490 plus on-road costs. Cabin treatment is clinically German with switchgear that works very well and set into an attractive dashboard that reflects high build quality.I recognise that lockable gloveboxes aren't necessarily a deterrent to thieves but I appreciate that an owner can store personal items with some peace of mind.Features include front and rear parking sensors, eight-speaker iPod/MP3 audio with single CD player, cruise control, trip computer and a climate-control dual-zone airconditioner with pollen filter. More important is the standard seven airbags, stability control, tyre pressure warning and five-star crash rating.I forgot two things: This is a well-designed yet somewhat indescript sedan. You will love the way it works but compared with a Mazda3, for example, is as flashy as a cardboard box. The second thing is the engine size. Not that it matters but it's a puny 1.4 litres. Drive this thing and you'd never believe it's this small. In Germany, they shrink engines.VOLKSWAGEN JETTA 118TSI DSGFEATURES: Dual-zone climate aircon; 8-speaker iPod/CD audio; 7 airbags; park sensors; cruise controlOrigin: MexicoPrice: $33,490Engine: 1.4-litre, 4-cyl, supercharger, turbochargerPower: 118kW @ 5800rpmTorque: 240Nm @ 1500-4500rpm0-100km/h: 8.5 secondsFuel: Premium unleadedFuel tank: 55 litresEconomy: official 6.6 litres/100km; tested 7.2 litres/100kmGreenhouse: 153g/km (Corolla: 175g/km)Transmission: 7-speed DSG automatic, sequential; front-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assist, hill start assistTurning circle: 10.9mSuspension: Front - MacPherson struts; Rear - multi-link, coilsWheels: 16-inch alloy, 205/55R16 tyres; full-size spareLength: 4554mm    Width: 1781mm    Height: 1459mmWheelbase: 2578mm    Weight: 1406kgTow (max): 1400kgWarranty: 3yr/100,000km, roadside assistService: 15,000kmRATING: 88/100RIVALS: Honda Accord Euro ($35,490) - 85/100Mazda3 SP25 ($31,920) - 87/100Toyota Corolla Ultima ($30,690) - 83/100

Space. The final frontier. The place where Gene Roddenberry went to find inspiration for his Star Trek behemoth and where, on his death at age 70, he was rocketed to end up in a planned eternal orbit.For Gene, space was everything. For new car buyers, space is often hard to find.  That is, unless you travel off the beaten track and go Czech.Skoda, once a miserable reflection of how an invasive communist regime can really numb any desire to enjoy motoring, is packaged space.  Its Octavia Scout - effectively an Octavia Estate wagon with extra height and plastic pseudo-macho body panelling - is based on components from the Volkswagen group. That's not surprisingly because Skoda is owned by Volkswagen.Space and fit-outThe Octavia models are aimed at biggish people who like comfort, reliability, durability and space. People, indeed, like us.  So the Octavia sedan and wagon derivatives are very roomy and, to suit family life, functional and versatile.Indicative of the volume inside the Octavia Scout is the size of the boot. It's simply colossal. You swear you could park a small car in the back.  Golf bags? It sneers at golf bags. Prams? Octomum, come on down. Mountain bikes get swallowed up and even luggage items will fit within the squarish hatch opening.One of the most amazing features is that despite the Scout having all-wheel drive - which means bulky drive components under the floor - the depth, length and width of the luggage area defies logic.It's made even harder to understand when you realise that there's a full-size spare wheel under the boot floor.  Subaru - which has a rather budget-size boot, a high floor and a space-saver spare wheel - should take notes.Engine and gearboxBut the Scout is more than just about space. Skodas are no Cold War carryovers.  The Octavia gets the drivetrains and chassis expertise from the VW Golf and Passat so the fuel economy and performance are up with the best in class.In the Scout's case, it's a 2-litre turbo-diesel mated to a six-speed manual with all-wheel drive and a drive system that allocates power to the wheels with the most traction.We would, of course, prefer an automatic gearbox. I'm told that the Volkswagen DSG dual-clutch gearbox which is effectively an automatic - is to become available in a matter of months.For those who can't wait or who like changing their gears, the manual model is a really enjoyable drive. The gearchange is crisp, the clutch light and the torque of the turbo-diesel sufficient so you can start skipping cogs and taking corners in third.And as for fuel economy, the 6.7L/100km in city and suburbs was excellent for a car with this performance and of this size. Last month I tested the smaller BMW 123d manual coupe with stop/start technology and had problems getting less than 7L/100km.StylngOf course, with so much going for it there has to be a downside. And there is. It is a very conservatively styled car.  Skoda last year changed the headlights and grille to "modernise" its Octavia range and made so much fuss at the time you would have sworn they were about to lay eggs.On the road it is a tad frumpy - functional, but frumpy - and in a sea of flash models with headlights like crystal slivers, raked windscreens, subtly slitted grilles and tapering side glass, the Skoda is a gramophone to their iPod.DrivingIt's also noisy, particularly at low speeds. This is unusual given the same engine is used in heaps of Volkswagen and Audi products and they're all quiet, hinting that the Skoda is thin on sound deadening.  At cruising speed it's almost inaudible but press the accelerator and the engine responds like rolling gravel.It is, however, a solid performer. I was surprised it hits 100km/h in more than 10 seconds because it feels quicker. You also have to watch the cruising speed because it'll creep up and easily put you outside the law.On-road handling is excellent and reflects the Passat's solidity and confidence. That's backed up with all the top-end safety gear including stability control and six airbags.In the dirt the Scout competes directly with the Subaru Outback, though the Skoda's Haldex drive system allocates power to all wheels in a more effective way than the Subaru system of braking the tractionless wheel.Both cars, in fact, are very similar in their ability. Both could do a beach run with enough tyre rubber to allow deflation, though both have limited ground clearance.  Firm sand, gravel tracks and some mud should be the limits in both cases.The Scout gets a superb list of standard features to more than justify the price - including iPod-compatible audio, cruise control and trip computer - and it's only bugbear is the lack of an automatic gearbox and, sadly, its name. Buyer haven't yet caught on to this car and that's a shame.Rating: 83/100

Chinese carmaker Geely today has sealed a $1.98 billion deal to buy Volvo Cars from Ford.  However Ford spokesperson Sinead McAlary says the Blue Oval will still be getting engines, safety technology and other assets from Volvo for a while.“Volvo will continue to supply us with engines, stampings and other components for a period of time,” McAlary says, although she declined to predict how long that ‘period of time’ would be.  After today’s signing, Zhejiang Geely Holding chairman Li Shufu said he saw huge untapped potential for Volvo in international markets and especially in China, which has not only the biggest but also one of the fastest-growing car markets in the world."I see Volvo as a tiger. (The) tiger belongs to a forest, it can't be found in a zoo ... We need to liberate this tiger,'' he told a press conference after the deal was inked at Volvo Cars headquarters in Gothenburg, southern Sweden."The tiger has a heart and it lies in Sweden, (and) in Belgium but it's power should be projected all over the world.  I see China as one of the markets where Volvo can show it has the opportunity to liberate itself,'' he said.In the face of concerns that the Chinese group would slash jobs in Sweden, Geely said it would keep Volvo Cars plants in Sweden and Belgium and was considering opening factories in China for the local market.Geely said it had not only secured financing for the $US1.8 billion it was paying Ford Motor Company for Volvo, but was also eager to keep the loss-making Swedish carmaker in operation.  It also said the deal, which Ford initially agreed to in December, included agreements on intellectual property rights as well as supply and research and development arrangements between Volvo Cars, Geely and Ford.The deal will bring to an end Ford's decade-long association with the premium Swedish brand, known for its sturdy, family-friendly cars.  For Geely, which started as a refrigerator parts maker, the deal marks a new chapter in its international expansion after two of its Chinese rivals failed to take over Western brands, Hummer of the US and Saab of Sweden.The deal had initially caused consternation among unions at Volvo Cars, which employs about 22,000 people worldwide, including 16,000 in Sweden.   Unions had voiced opposition to the deal on grounds that it was vague on expansion plans and possible layoffs.Three Volvo unions this week pressed for details "on the capital that will finance Volvo's daily activities, investment on future projects and the production target of 600,000 vehicles by 2015''.  On Saturday they pronounced themselves satisfied.In addition to preserving Volvo Cars' factories in Sweden and Belgium, Geely said the Swedish company would be run as a separate company with its headquarters in Gothenburg.  With a workforce of 12,000 people, including 1600 engineers, the Geely group has grown into one of China's largest private carmakers since it launched its auto manufacturing business in 1997.It operates six car assembly and power-train manufacturing plants across China with a combined production capacity of 300,000 cars per year. The firm also owns nearly 500 dealerships and 600 service stations in the country.Geely has an overseas sales and service network of nearly 300 outlets and runs plants in foreign countries including Ukraine, Russia and Indonesia. Overseas sales have totalled less than 200,000 units.

Kia was heading in the right direction with an affordable, durable (in a slightly backyard kind of way) 4WD wagon that made up for Tonka toy styling with stuff that the big LandCruisers got - like a low-range gearbox, full ladder frame chassis and high ground clearance. It was, to families who wanted to inhale the eucalyptus fragrance of adventure, a well-priced, offroad-capable and city and family-friendly car.And the Kia Sorento - one ‘r’ because Toyota licensed the other ‘r’ in its Avalon Sorrento limited-edition special - did quite well on the sales charts. That was, until the truth came out about what these families actually did with their dirt-capable wagon on weekends. 'Sod all'... because the parents were too busy moving children from one sports oval to the next and fighting with the rest of town for supermarket shopping bays. Which made Kia, and all of its rivals, figure that adding all the off-roady bits was all a bit pointless. So the carmakers simply took the bits back.Now its Sorento wagon comes with seven-seat room for the kids and their sports gear for Saturdays and a tall riding stance to locate a parking bay in a crowded shopping complex. The suspension is more compliant and the floor level is lower, so you don't show too much leg while boarding. The girls will also appreciate this feature. It's quieter, easier to drive, has better ergonomics, looks a lot - a real lot, in fact – better.Thanks to sharing engine development with its parent Hyundai, now comes with an excellent turbo-diesel engine and delightful six-speed automatic transmission. This 2.2-litre R-Series four-cylinder drank an average of 8.7 litres/100km on its predominantly city-suburbs route which - given its size and capacity for load - was pretty good. Even better was its verve. Strong from idle to give it a push away from the lights, it breathed second wind at about 2000rpm for a healthy kick that really dazzled neighbouring traffic.The engine is also remarkably quiet and this, together with its elastic power delivery and its choice of six cogs, made it surprisingly smooth and almost unassuming. That said, the engine - which is set transverse with a T-drive for the prop to head to the back wheels - isn't just made for the city streets. It cruises without fuss and the only complaint is that it can occasionally be uncomfortable in its top gear and doesn't easily select a lower cog to ease its pain. It does, however, have sequential shift so individual gears can be locked. You can go over firm sand, it'll run a beach or two and enjoys gravel, but rock hopping isn't its bag. So it's not a big adventure machine but it's still a great package.The rest of the chassis works without complaint. I was pleasantly surprised with the steering that has, thanks to some reworking, lost a lot of its disconcerting vagueness and lifeless feel. It's no BMW now, but it's a heck of a lot better than before. The third row of two individual seats lifts neatly from the cargo floor and will accommodate two adults for short journeys. Though it lacks windows back there, it does get big airconditioning vents (as does the centre row) with its own fan speed dial, plus a storage bin and cupholders.There's more room in the centre seat which adds split, fold and tumble modes plus a recline function for sleepyheads. Parents will appreciate the lower floor height if they're loading babies or toddlers. Most of the niceties mentioned here about the Sorento is thanks to its upmarket Platinum trim level. You can buy a Sorento for $36,490 and it's pretty complete. The Platinum costs $48,990 and while that's a lot of money, it's actually better value than most of its peers.Amongst the Platinum's goodies are two sunroofs - well, a tilt glass with shade-cloth slide at the front and the shade-cloth cove for the rear unit. Kids love it, though, because of the night-sky outlook and airy daytime feel. The audio accepts iPod, other auxiliary appliances and a USB stick. The reverse camera is a beauty with its screen within the rear vision mirror - clever - and the keyless start has a port within the centre console to recharge the key fob.

The lightweight speed machine at the Australian International Motor Show has just jumped to the top of the Gallardo line-up, landing in Australia in July at a cool $525,000.  The new car is called the LP 570-4 Superleggera and it promises more with less as a diet allows it to set a new standard for Gallardo performance.Weight is down by more than 50 kilos and its 5.2-litre V10 knocks out 419kW for a 0-100km/h dash of 3.4 seconds, it can pass 200km/h by the time a stopwatch clicks 10.2 seconds, and it can charge all the way to 325km/h at the top end.It follows the LP 560-4 which has already found 618 buyers since deliveries began after an introduction in 2007.   Only 15 Superleggeras are expected this year and nine are sold."Production cars arrive in July," says Andrew Smith of Lamborghini Australia.  He believes the Superleggera can better the previous model's sales figure as the world economy improves."Sales of high-end luxury cars fell away a bit from mid-2008 to late 2009 because of the global financial crisis, the increase in the luxury car tax and buyer sentiment,'' Smith says.  "Now the market is coming back. People are more confident about the economy and business in general.''Compared with the outgoing mode, the LP 570-4 has been trimmed by 70kg to stand 1340kg dry and that whittles its weight-to-power ratio, helped by the aluminium body with an alloy space-frame skeleton.  Standard is the e-gear transmission operated via steering wheel paddles. It gets the option of 'Thrust' — effectively launch control — for maximum off-the-line performance and is programed to manage starting revs at around 5000 with minimal wheel slip.It has permanent all-wheel drive with a central viscous coupling and a 45 per cent limited-slip differential on the rear axle. In normal circumstances, power is delivered 30:70 to the front and rear axles. The weight distribution of the Superleggera is 43/57 per cent front/rear.Lamborghini says the engine isn't only fast — it's economical. Well, in relative terms.  Thanks to direct petrol injection, the V10 has reduced fuel consumption and CO2 emissions by 20.5 per cent. It now averages 13.5 litres/100km and emits 319 grams of CO2 per kilometre.Externally, the Superleggera has subtle remodelling to maximise aerodynamics and accentuate downforce.  Wind tunnel work led to a new front bumper design, recessed panels and large air intakes to sharpen up the nose. The modifications to the fully-covered underbody, changes to the sill shape and a redesigned diffuser incorporating four large tailpipes, to improve aerodynamics.It comes standard with a small rear spoiler but Lamborghini offers a bigger wing as an option.  LED daytime running lights accentuate the razor-edged lines.  The underbody is fully clad and includes a new diffuser around four tail pipes.The rear window, side windows and engine cover are made from polycarbonate and the roof section is of carbon-fibre. Carbon-fibre is also used for the rear spoiler, sills, diffuser, parts of the underbody paneling and the exterior mirror casings.  Altogether, carbon fibre components make up 40kg of the 70kg saved on the Gallardo Superleggera.The interior has also had weight reductions. The centre tunnel cover, the door panels and the surround of the transmission lever are made from carbon-fibre, as are the seats shells.  The seats are finished in lightweight Alcantara instead of leather, but Lamborghini has retained airconditioning and electric windows.