Articles by Nick Dalton

The Toyota FJ Cruiser has surprising abilities in a field of competent four-wheel-drives offered by Toyota from big daddy LandCruiser, the Prado and Hi-Lux ranges to the Kluger and RAV4.

The third-generation IS range is very good and will be causing quite a bit of worry at Mercedes-Benz, BMW and Audi. It is unfair to suggest that Lexus is simply a luxurious Toyota. The brand stands alone and apart from the Japanese giant but, despite this, badge snobs are reluctant to have a bar of the Lexus marque. However, to ignore the new IS is foolish.Sales of the new model are up by 6.5 per cent this year to 1437, behind the C-Class (3476), 3-Series (3284) and A4 (1610), all of which are down on this time last year. The IS 350, as tested, jumped 115 per cent last month and is up 14.5 per cent for the year. So the Germans should be anxious.The review car in metallic black was the IS 350 Luxury, which sells for $73,039 drive away. It sits at the bottom of the IS 350 range with the F Sport and the Sports Luxury higher up the ladder at about $80K and $92K a piece. There are also the smaller-engine IS 250 from about $61K and the hybrid IS 300 from $65K.There's nothing new in the engine department, apart from the hybrid-electric 300h. The third-gen model comes with the same 2.5- and 3.5-litre V6 units, which have been tickled but not given a big makeover. Still, they are smooth and, in the 350, relatively grunty.I like the look of the new IS. It's more aggressive than the previous model and looks wider, sleeker and even more aggro in F sport models, particularly in lighter colours and with the honeycomb grille. It gets a bit lost in dark colours, such as the metallic black of the review vehicle.The interior is a massive step up, more stylish and roomy. Lexus says the new IS has 170mm of clearance to the front seatbacks. There's far better rear knee and head space, thanks to a 70mm longer wheelbase, and much of the panache found in the larger GS.The cockpit has well laid-out instruments, nifty ventilation dials, a chunky steering wheel and the computer mouse-style remote-touch controller on the transmission tunnel.Standard equipment outstrips the Germans, including satellite navigation, reversing camera, smart entry with push-button start, heated and ventilated leather-accented front seats, a digital radio, eight airbags, dual-zone climate-control air, Bluetooth with audio streaming, bi-xenon headlights with daytime-running lights, a 7-inch colour media display and Drive Mode select.The base audio system has eight speakers, while two USB inputs are also standard: one for your USB thumb drive while you simultaneously charge your phone. Lexus says you would have to spend 20 to 30 per cent more to get the same levels in an Audi A4, BMW 3 Series or Benz C-Class. With the high level of gear, plus the Japanese brand's longer-than-average four-year warranty and its legendary high levels of service, it all makes for a remarkable value proposition.There's the expected suite of electronic driver aids, plus eight airbags, a reversing camera and tyre-pressure monitoring. The car also has a bonnet that pops up to minimise pedestrian injury. The downsides? The cruise control stalk on the steering column is straight out of a Toyota Corolla and the foot-operated parking brake is an ergonomic disaster. And there's no head-up display available, something you can now get on a VF Commodore and in the next Mazda3.With 233kw/378Nm on tap, the IS 350 is lively enough with the signature Lexus refinement and sound-deadening to make travel serene on all but coarse bitumen road surfaces. It still has a lovely, deep gurgling note and is smooth as butter with a delicious growl towards the redline. New to this variant is an eight-speed automatic with paddle shifters lifted from the old V8 IS F dynamo.This is smooth and slips virtually imperceptibly in most typical situations, with its only weak spot being the occasional annoying persistence to shift up - even while in manual mode. The IS 350 is composed and eager to corner with enthusiasm, although the ESP will easily intervene if you go over the top. It corners with balance, the steering is fast and accurate. It's the best-handling Lexus by far. The 350 easily devoured the mountain roads and was a lot of fun in the twisties.I was able to string a series of corners together well on the Targa Tasmania-like undulating and tightish corners, but it lost a bit of composure on the sections of second-rate surfaces. The ride can be a bit jittery around town and on the firmish side. Fuel consumption is not good, however. I recorded 13.5L/100km, when Lexus claims 9.7. Admittedly, there was some spirited driving during last weekend's tryout but on the highway stretches I stuck rigidly to 100km/h.The IS, particularly the 350, is now a true competitor to be measured against the Germans, such as Audi A4, BMW 3 Series and the Mercedes-Benz C-Class. It smashes them for equipment and warranty, the styling is distinctive and desirable and the quality top class. The cabin has stepped up to the mark and there's far more room inside.

At last there is a Corolla with character, engagement and desire. Yes, you are reading me right. No longer is Toyota's top seller a plain Jane with about as much imagination as a fridge. Instead, the 11th generation Corolla is great to look at and drive, while adhering to its traditional virtues of reliability, good

Subaru's Forester is the marque's biggest seller and the latest is best. Sales are already up with a healthy 27.4 per cent rise last month and 41 per cent for the year.The third generation is third on the sales charts behind the Nissan X-Trail and the Mazda CX-5 and offers a mix of petrol and turbo petrol and diesel powerplants.There are six levels of trim. Prices start at $34,700 drive away for the 2.0i manual entry model and rise to a hefty $54,800 for the turbocharged 2.0-litre petrol XT Premium range-topper. Of course, it is all-wheel drive like all Subarus, except the rear drive BRZ sports car.DETAILINGIt's packed full of gear with a Harman Kardon entertainment system and eight speakers, a cargo security blind, remote controlled central locking and keyless entry, cruise control, dual zone climate-control airconditioning, height and reach adjustable steering column, height adjustable driver's seat, an engine immobiliser, power steering, mirrors and windows.There's also 18-inch alloy wheels, a full size spare, DataDot security technology, automatic and powered rear door, automatic headlights and wipers, satellite-navigation, radar cruise control (EyeSight), front wipers with de-icers, heated door mirrors and front seats, push-button start, eight-way adjustable power front seats, leather trim and a sun roof.On the safety front there are ABS anti-lock brakes with four-wheel discs, Electronic Brakeforce Distribution (EBD) and Brake Assist, three child seat anchor points, seven airbags, a reversing camera, stability and traction controls.The XT is more mature, grown up, and less of a hoon. It's more refined and subdued with chunky looks. All models come with an "Si drive" mode enabling the driver to switch between "eco", "normal" or "sport" settings.The first slows throttle response for wet off roading, the second acts normally for the daily drive and the third reacts sharply and unlocks a manual gear selection mode for a bit of mischievous fun, unleashing all available power with a dab of the right foot.For the adventurous type a crawl function called "X-mode'' helps negotiate steep climbs or descents off-road below 20km/h. The top-line XT model as driven comes with a second pair of eyes, tiny cameras either side of the rear view mirror to detect cars, pedestrians and cyclists. If it thinks you're about to hit someone or something, it will hit the sticks.Radar cruise control is standard too. It has three pre-determined distance settings from the car in front which can be disabled if the gaps are too big. The automatic tailgate can be programmed to open to a certain height so it doesn't bang on the garage roof.The Forester XT has grown up and out. It has a bigger boot than the last one with 405 litres for the Premium (with the auto rear door), expanding to 1457 with seats down. There is plenty of room for heads, shoulders, knees and feet. The quality of interior materials has stepped up a notch, although the dash is softer than the elbow pad area on the doors.DRIVINGI love the throbby note of the boxer flat four engine which seems to be enhanced in the Forester turbo. It also has the best Continuously Variable Transmission (CVT) I have driven and marries well to the engine.I'm not a fan of CVTs, mainly because of that awful drony constant revvy sound when you floor the accelerator. The system is better now but the turbo flat four is ideally suited to this gearbox. There's a smoothness and an eagerness to the combination and it doesn't get sewing machine-like as the revs rise.Subaru appears to have addressed most concerns with the previous model. The new Forester XT is quieter, more refined, better balanced and smoother to drive. Performance is about the same even though the car has put on 104kg. It now weighs up to 1647kg.The old model with manual transmission reached 100km/h in 7.1 seconds, or 7.9 with the archaic four-speed auto. With its new eight-speed CVT, the XT splits the difference with a claimed 7.5 seconds. It still feels brisk enough and the small levers behind the steering wheel add to the fun.The XT was sure-footed up and down the twisting Kuranda and Rex range roads north west of Cairns but pushed hard it will run wide at the front or understeer. On a slippery roundabout it did slide a fair bit at the front end in the wet.The gravel, slippery and hilly Black Mountain Rd run between Kuranda and Julatten on the Atherton Tableland was a piece of cake. It took about an hour but despite a couple of steepish climbs and some badly jagged sections the XT was far from wanting.The Si Drive, which adjusts throttle sensitivity, may seem a bit gimmicky, but served its purpose, especially in overtaking. The radar cruise control was too sensitive, applying the brakes too severely.DECIDINGI really liked the new Forester XT. My only beef is the price, which is too high, and the cruise control, which is too sensitive and finicky to operate. The airconditioning also cut in and out a lot, presumably as it tries to save fuel.There was an annoying rattle in the rear which I could not isolate. I achieved 10.4L/100km over the weekend mix of suburban running, highway cruising and mountain climbs on and off the bitumen. Subaru's official figure is 8.5.Unless you must have the latest gadgets I'd forget about the Premium and opt for the standard XT to save $7000. If you don't need a turbo then the 2.5 is cheaper again and there's a smaller 2.0 too. The diesel is only a manual at this stage.Subaru Forester XT PremiumBody: Five-door wagonPrice: $54,800 drive awayEngine: 2.0-litre turbocharged boxer fourPower: 177kW at 5600 rpmTorque: 350Nm at 2400-3600 rpmTransmission: Eight-speed CVT automatic, all-wheel driveFuel consumption: 8.5L/100km, (10.4L on test) premium unleaded, 60 litresCO2 emissions: 197g/kmDimensions: Length 4595mm, width 1795mm, height 1735mm, wheelbase 2640mm, tracks 1545/1550mm front/rear, weight 1647kgWarranty: Three years/100,000 km

This popular SUV has been a family favourite over the past 17 years but the latest model must fire up and get the badge back in front of buyers.Towards the end of last year sales were down nearly 40 per cent while at year's end it was 17.7 per cent down, with the new model lifting sales in the final two months.The CR-V was seventh overall, with 4733 sales in the 100,000-unit category, well down on the Nissan X-Trail (16,066) and the rapidly rising Mazda CX-5 (15,861). Last month the CR-V increased sales by a healthy 133.1 per cent. So buyers are returning to the medium SUV which has been eagerly awaited. The manual front-drive-only base model is $29,990 drive away, with the auto $32,290. The test vehicle, the top of the range VTi-Luxury is $45,467 on the road. It's certainly better looking, quieter, more refined and more economical with a spacious, functional interior and good packaging.But the 2.4-litre version with all-wheel-drive is more expensive, the drive train has been carried over and there is an outdated foot-operated parking brake.The test vehicle was well equipped with hill start assist (HSA) and transmission shift lock (automatic transmission only), tilt and telescopic steering adjustment, trip computer, cruise control with steering wheel controls, a reversing camera with front and rear parking sensors, audio system with AM/FM radio, CD/DVD with MP3 and WMA capability and USB connectivity, Bluetooth and satellite navigation.As well as roof rails, a luggage cover, an alarm, automatic headlights and wipers, fog lights, dual-zone climate control airconditioning, a leather-wrapped steering wheel, an auto-dimming mirror, HID headlights with cornering function and auto turn-off, an electric sunroof, smart key entry with push-button start, eight-way driver power seating adjustment with power lumbar support, four-way power adjustment passenger seat, four seat auto up/down windows - operated by the key fob - as well as leather seats.Hondas always have great interiors and the CR-V remains faithful to the brand. Most surfaces are soft to touch, the finishes are good quality and everything fits together nicely. The instrument cluster is well presented and classy, with a dominant speedo and the rev-counter to the left and other dials to the right.A stylish sweep of wood-look trim lifts the dashboard appearance and the controls and knobs are laid out logically and are ergonomically sound. The centre console has a covered storage area, cup holders and a quality feel. There are plenty of cubby holes.The smaller phone-size pockets above the main door storage areas are thoughtful but there's still no-where handy to put a smart phone in the centre console where the cup holders have to make do.There's decent legroom and headroom and a folding centre armrest, complete with cup holders in the rear, as well as air vents. The boot is spacious with split-fold seats to maximise load capacity. A luggage cover keeps prying eyes away but must be retracted manually, unlike some that are hooked up to the tailgate.A minor complaint is that the outer child-seat anchor points are mounted on the roof, meaning the top tether restricts the view in the rear-vision mirror.The Thai-built wagon has the familiar 2.4-litre engine with honest if uninspiring performance. It's willing and generates 140kW on regular unleaded petrol.Mid-range response is acceptable but there's more zing and noise at higher revs, with the engine's pitch changing at 5000rpm as the VTEC variable-valve timing system, pioneered by Honda, kicks in.Like all Honda engines, it likes to rev but needs a bit more go lower down. Peak power is at 7000rpm, yet the auto shifts up at 6700rpm. If you want all the 140kW, you have to use the paddle shifters and hold it in gear.The engine is hampered by only having five speeds instead of six, which would give it more flexibility. Fuel use is supposed to be 8.7 litres per 100 kilometres, but the reality in everyday driving is likely to be more than 10.I managed 10.9 in a combination of suburban driving and a run to Innisfail, to Coquette Point, Etty Bay and Mourilyan Harbour. I also kept the green ECON button on - which adjusts the vehicle's throttle sensitivity, gear change points and airconditioning to save fuel.There's stability and traction control, front airbags, side airbags and full-length curtain airbags with rollover sensors, anti-lock brakes (ABS) with electronic brakeforce distribution (EBD).Mums will love the CR-V for its higher elevation on the road, its reversing camera and sensors to make manoeuvring easier. Despite the higher centre of gravity, it's generally well controlled over bumps and settles quickly but it will lean into corners when driven enthusiastically.If you go too fast into a corner it will scrub wide, scrambling for grip, which - most of the time - is on par for a family SUV. The steering is a bit slow and a bit vague at the straight ahead but it is otherwise light enough and it lets you know what is going on at road level.It's comfortable but a little bit jiggly on some surfaces. There's a nice blend of control and suppleness. The CR-V is firm but compliant. There's too much road and tyre noise on coarse bitumen surfaces and a bit of a hollow drumming sound from the rear compartment.The latest CR-V isn't a game-changer for the compact SUV segment but it's near the top. It offers solid value and a classy interior with lots of goodies.The CR-V is easy to drive, is generally quiet, good looking and well built. The foot-operated parking brake is a nuisance, the engine a bit mediocre and its road and tyre noise is too high. CR-V owners will love the latest model and it should provide Honda with far more showroom appeal.

It’s the car Nissan buyers have been waiting a long time for after the Japanese maker's failed experiment with the odd French-Japanese Tiida sedan and hatch.Nissan took a huge risk to drop the widely known and respected Pulsar tag for the quirky Tiida. But buyers stayed away in droves with sales last year down to 3059 from a high of 13,756 in 2007. In its hey day the last Pulsar sold about 20,000 a year.However, Nissan is expecting much better from the new Pulsar with sales in its first full month in February of 1275 placing it sixth on the sales chart and ahead of Volkswagen's Golf and the Ford Focus . . . and that's just the sedan, with the bigger selling hatch to come later this year.Interestingly, Westco Nissan sales manager Pete Dodds said half of their sales so far had been previous Pulsar owners, and not Tiida drivers, with the last Pulsar selling here eight years ago. He said Pulsar owners were loyal and patient.VALUEThe ST-L CVT auto is $28,990 drive away and is packed full of gear, including 16-inch alloy wheels with a full size steep spare, a single CD player with MP3 capability, auxiliary input jack, AM/FM radio and USB/iPod connectivity, a 4.3 inch colour display, six speakers, air conditioning, cruise control with steering wheel controls, remote keyless entry, power windows, leather steering wheel with audio controls and a Bluetooth handsfree phone system.It also comes with height adjustable driver's seat and tilt and telescopic adjustable steering column, LED daytime running lights (not automatic), trip computer, stability and traction control, engine immobiliser, Anti-lock Braking System (ABS) with Electronic Brakeforce Distribution (EBD) and Brake Assist (BA), six airbags, front fog lights and a rear spoiler.TECHNOLOGYIt gets a 1.8-litre four-cylinder engine, producing 96 kilowatts and 174 Newton metres of torque. Drive comes through the front wheels and owners have the added addition of a CVT transmission in this particular model.DESIGNFirst impressions of the Pulsar four door are the mini-Maxima looks and a roomy interior and boot.The Pulsar's dashboard is simple and well presented with the speedo and rev counter and other dials refreshingly clear and easy to read.The multi-function display between the dials is frustrating because it does not show more than one type of information at a time, nor the selected cruise control speed and has an old-style digital clock display.A height and reach adjustable steering wheel makes finding a comfortable driving position easy, although the back angle adjuster is a fiddly lever instead of a better rotary knob. All the main switchgear falls naturally to hand and there is a solid feel to the ventilation controls.A nice soft-touch surface atop the dashboard and, while some cabin plastics feel and look a bit cheap, there is an ambience of quality and robustness about the Pulsar's interior. The kevlar-like metallic plastic on the ST-L's centre console and door trims is a pleasant contrast to the smatterings of black.As well as a bin beneath the front armrest there are a couple of cup holders and an ashtray-like covered recess. The glove box has a deep storage area.There's stacks of room in the rear with lots of knee room, a large central arm-rest, a pair of air vents and a quarter-light window improving the outside view.The enormous 510-litre boot is class-leading, better than some bigger cars such as the Holden Commodore but there's no folding rear seats for larger objects and a lump in the floor by the full-size spare wheel. Old-style goose-neck hinges will impinge on a tightly-packed boot.DRIVINGThe Pulsar is easy to drive and park. I'm not a fan of CVT automatics but this new generation is much better and only becomes annoying when you give it full force acceleration. Otherwise in moderate driving it is quiet and unobtrusive. There's a lack of manual changes with just a low ratio and the Sports mode giving the driver a say on proceedings.It feels reasonably nippy round town and solid on the open road. The Pulsar is built for comfort, not speed, and is a bit soft when pitched into corners, gets a bit floaty and ultimately runs wide or understeers. There was no point pushing its limits on the Rex and Kuranda mountain range roads.It is safe and competent enough, with well-weighted, direct and accurate steering, but does not inspire enthusiastic driving. The hatch, especially the SSS hot hatch, should appeal to press-on steerers.The Pulsar proves that automatic continuously variable transmissions or CVT are getting better and the unit in the Nissan ($2250 extra on the ST and ST-L, standard on the Ti) features innovations that give it a good spread of ratios and make it one of the best operators in its class.The Pulsar's brake pedal has a light, progressive action that results in a smooth everyday driving experience. Despite producing a below-average 96kW from its 1.8-litre engine, the CVT Pulsar delivers adequate performance and never felt struggling up hills.The trip computer of the test cars on the launch showed fuel consumption in kilometres per litre instead of litres per 100 kilometres, which apparently can be changed in the settings.Astonishingly, the ST-L test car on a drive which included around Cairns, to the Northern Beaches, up the Kuranda Range to Mareeba, Mt Molloy, Julatten and down the Rex Range to Port Douglas and Cairns displayed a figure that translated to 6.8L/100km, just .1L less than the official figure. Incredible.How much the CVT contributes to the Pulsar's efficiency can be compared to the manual's official combined consumption figure of 7.2L/100km, a 7.5 per cent increase.The return of the nameplate brings value for money, reliability, roominess, comfort and economy. If you want a sporty drive, look elsewhere or wait until the hatch and the SSS arrives mid-year. The Pulsar sedan is a practical, fuss-free daily drive. Pluses are a spacious and well-presented interior, value for money, a good CVT auto, economy, clear instruments, quietness and smooth cruising.VERDICTPulsar owners will love the new Pulsar and Tiida drivers will wonder what they have been missing out on.Nissan Pulsar ST-LPrice: from $25,900 (plus onroads)Warranty: 3 years/100,000kmSafety: not testedEngine:1.8-litre 4-cylinder, 96kW/174NmTransmission: CVT auto; FWDThirst: 6.71/100km, on test 9.2; tank 52 litres, 91RON ULP; 160g/km CO2Dimensions: 4.6m (L); 1.8m (w); 1.5m (h)Weight: 1265kg

Audi was really the first to bring all-wheel drive quattro systems to their cars, wagons and SUVs, with others following suit, particularly Subaru. The first quattros soon dominated world rallying and the all-paw systems were quickly adopted by other manufacturers.Today Audi and Subaru are among the few offering a wide range of all-wheel drive vehicles in their ranges from small cars through to large SUVs. While the A4 is also offered in front drive, it is a better car with the quattro.VALUESales of the A4 are up 30 per cent this year but still behind the Mercedes-Benz C-Class and BMW's 3-Series. It's a good start to 2013 after sales fell 11.6 per cent last year.The A4 was updated last year with the review car, the 2.0 TFSI quattro coming with satellite-navigation, Xenon headlights with LED daytime running lights, keyless entry and push start button, electric front seats and 18-inch alloy wheels.Other goodies are front and rear parking sensors, 10-speaker sound system, automatic lights and wipers, cruise control, electric front seats, power windows, mirrors and steering, leather upholstery and steering wheel, Bluetooth and climate airconditioning.Options on the car included very expensive metallic paint ($1650) and a $5800 S-Line sports package with sports suspension and front seats, special alcantara fabric and five-spoke alloy wheels. On the road it is $78,973 as tested.TECHNOLOGYThe 2.0 TFSI quattro is the pick of the range. Audi lopped a nice $8000 off this variant and, while the engine is unchanged, its 155kW/350Nm outputs were hardly an issue.For the extra outlay over the base model you get the rear-biased quattro all-wheel-drive system and, as good as Audi's front-drive system is, the four-wheel-drive set-up feels safer, with tenacious levels of grip when the going gets trickier.The turbocharged engine is a gem and the double clutch gearbox is a delight except at low speeds. The quattro should return 8.8L per 100km. I saw 10.3 in a mix of spirited driving, highway cruising and around town.All A4s are now fitted with an electro-mechanical steering system that cuts fuel use by a claimed 0.3 litres per 100km. While the improvements to economy are great, the steering is still too light at lower speeds around town.Also on board is is the good S tronic dual-clutch automatic, which is much better than the "multitronic'' CVT, always revving to the redline in sport mode and changing down when braking hard into a corner.But there are still moments of hesitation at low speeds, particularly when reversing out of angle parks and the fear the car will slide into the kerb until the transmission engages.DESIGNThe A4 is a handsome and contemporary sedan with subtle changes inside, including new headlights with LED daytime running lamps incorporated in the design.Up front, the A4 is roomy and the driving position comfortable, but it's tighter in the rear seats for tall people, although about standard for the segment. Boot space is voluminous.SAFETYOn the safety front it's packed with passive and active systems, including eight airbags, stability, traction and various braking electronic devices, ABS brakes, an electronic parking brake and tilt and reach adjusting steering wheels.DRIVINGOn the open road it's better, with more weight and artificial feedback dialled in, while levels of grip from the surefooted quattro drivetrains proving confidence-inspiring on twisting and soaked roads such as the Kuranda and Rex ranges. It sits flat on the road.On my favourite piece of tarmac between Walkamin and Oaky Creek Farms the Audi quattro was fantastic and I was able to string together a series of the bends well, with plenty of grip and grin. In fact, the chassis could do with more power. Bring on the S4.The suspension is pliant, and road noise is subdued on most surfaces except coarse bitumen. Engine noise is low as is wind roar.VERDICTThe Audi 2.0 TFSI quattro is a nice all-round package offering sportiness, luxury and practicality. It can be driven hard and be a lot of fun or a pleasant cruiser. At just under $80K as tested it's a competent and quality package.Audi A4 2.0 TFSI quattroPrice: from $64,500Warranty:  3 years/unlimited kmService interval: 12 months/15,000kmEngine: 2.0-litre 4-cyl turbo, 155kW/350NmTransmission:  7 speed double clutch auto, AWDThirst: 7.0L/100km, 159g/km CO2Dimensions: 4.70m (L), 1.82m (W), 1.42m (H)

The Monaro HRT 427 is listed on eBay for $1m with one bid of $900,000. The price, if accepted after bids close tomorrow at 8.42pm, would be the highest for a car sold in Australia under the hammer.Owner Paul Rammers of Cam Plastics at Narangba north of Brisbane said he was still in two minds about selling the car. "I don't need to sell it but it's time to move on a bit,'' he said. The car, one of only two roadgoing Monaro HRT 427s built, was once owned by Shawn "Chooka'' Ryan of Cairns.He paid $920,000 for the car before he was forced to sell it through Pickles Auctions in 2010. It is understood the $920,000 sale included another classic Holden which was worth far less than the HRT 427.  Mr Rammers said he did not expect to sell it on eBay but there were four seriously interested parties."One guy has phoned me six times and says he is going to fly up from Victoria tonight,'' he said. "There's another at Toowoomba who is interested. He bought Chooka's W427.''Mr Rammer said he originally bought the car after it didn't sell at auction. He paid $350,000 plus $12,000 in fees after NBA basketballer Andrew Bogut pulled out of the bid. He said he rarely drove it. "I drove it back from Sydney. It was unbelievable.''He also took it to Forbes on the back of a trailer to an HRT specialist who re-programmed it on a computer. "I've done 250km/h. It was a piece of cake plus there was a lot left.''Mr Rammers said he last drove it for a wedding photographic session at Easter last year and afterwards was pulled over by the police. He was fined $2000 for having an unregistered and uninsured vehicle and for illegal use of a trade plate.He said he had sold other cars in his collection, including EH Holdens and a Statesman, but still owned three GT Ford Cobras, a HQ Statesman and a HQ Monaro coupe."I love high performance cars. If I sell it I'll buy a HSV W427, I reckon I can get one for $110,000, an all-wheel drive Coupe 4 Monaro, which are about $55,000-$60,000 and I've got my eye on a 430 Ferrari convertible for about $200,000, which is not a lot of money.''The HRT 427 Monaro has a race-bred 7.0-litre V8 with 427kW of power, although there are no rear seats, a radio or airconditioning. The car for sale was the star of the 2002 Sydney motor show and is the only one sold privately with the other car remaining with Holden.Three race cars were built to similar specifications and won the 2003 Bathurst 24-hour with the late Peter Brock at the wheel. Holden Special Vehicles had planned to sell the production cars in a limited run for as much as $215,000, but the project could not be financially justified.

The Ford Ranger ute is so popular, Ford can't get enough of the utes from the Thai factory with demand outstripping supply. They sold 12,753 4X4 versions and 5354 4X2 models last year, narrowly behind Focus (18,586). The overall 4X4 sector of about 125,000 sales was up 25 per cent last year with Ranger sales rising

Sports cars should only come with manual gearboxes. Or should they? After driving Subaru's BRZ two-door coupe last weekend with a six-speed automatic transmission I believe there is a place for an auto that also can be shifted manually.You can still have fun changing up and down using the paddle levers behind the steering wheel or the gear stick while also having the added advantage of full automation when stuck in the grind of commuting.Purists won't have a bar of autos, particularly in performance cars, but even Ferrari and Porsche are heading towards autos only. Soon the manual gearbox will be a thing of the past. Many modern autos change a lot faster than the driver can manually shift. Some autos are quicker than the manual and more economical too. It makes the manual seem redundant.I loved the Toyota 86 GTS manual and now I love its twin, the BRZ auto. Sales are hampered by supply. Last month Subaru shifted 105, against the 86's 608 units, the class leader Hyundai Veloster on 302 (4107 last year) and Mercedes Benz's C-Class Coupe of 176 (2336 in 2012). Last year just 200 BRZs found homes versus the 86's 2047.So the BRZ is more exclusive and more elusive but the company has managed to secure another 140 models for delivery this and next month.VALUEThe review car was $39,730 drive away with leather and heated seats.All BRZs get cruise control, Bluetooth connectivity, USB input, seven airbags (dual front, dual side, side curtain and a driver's knee airbag) and stability control, LED daytime running lights, aluminium pedals, keyless entry with push button start, dual-zone airconditioning, 17-inch alloy wheels with Michelin tyres and DataDots, which identify components and make them less attractive to thieves.DESIGNInside the BRZ is disappointing. There's too much plastic. The silver strip across the dash was cheap and nasty, like someone had been at work with a spray can. But the red stitching is classy while Subaru's coloured badge in the steering wheel livens the look. The orange illumination lifts the mood but the green-lit radio clashes badly.The digital speedo is great because the speedo markings are too small. Head room is OK and the driving position is low so you get the sports car feeling. Storage is light but there's a handy slot for smartphones in the centre console, something other makers should take note of. Usually I have to leave my phone in a drink holder. The boot is shallow, only useful for soft weekend-away bags. Rear vision is hampered by the slender windows.TECHNOLOGYThe engine is more Subaru than Toyota, yet both companies had an input. Subaru provided the basic 2.0-litre four-cylinder Boxer horizontally opposed layout (essentially a 180-degree V) while Toyota added direct injection for better efficiency and more power.The result is 147kW. While there are many more powerful family sedans, few weigh as little as 1.2 tonnes. That's where it delights. At times it feels like more power would be welcome, but the engine revs cleanly and builds steadily into a frenzied crescendo as it approaches the 7500rpm cutout.Peak torque is a modest 205Nm and produced very high at 6600rpm, so its best work is about 5000-6000rpm. But even at 2000 or 3000rpm it'll pull relatively well, which makes for relaxed motoring around town. Fuel economy isn't great. I managed 10.5L/100km, nowhere near the claimed 7.1L/100km for the auto. Also bear in mind that the BRZ requires costlier 98-octane premium unleaded fuel.SAFETYThere are five stability control settings that allow the traction control (to stop wheelspin) and stability control (to stop skids and slides) to be turned off and to different levels independently.DRIVINGInitially it feels lethargic until the revs spool and it takes off, whipping around to the red line. It's at higher speeds or on the open road where the performance feels more modest but if you're prepared to rev it harder, it's feisty. I love the way the six-speed auto exaggerates downshifts when calling on all kilowatts.The BRZ is a lot of fun. It's light and nimble and points accurately at a corner with the sort of steering precision and feedback that's at the top of the sports car game. It has high grip levels and it hangs on tenaciously through the twisty stuff. With 53 per cent of the weight over its nose and the remaining 47 per cent over the rear the BRZ feels beautifully balanced through corners.Go into fast and the front wheels will scrub wide, while if you're too aggressive on the throttle in a slow corner the stability control will kick in to settle things down. It can easily oversteer and drift, but not viciously. In the right environment the BRZ will reward when driven surprisingly hard, hunkering down through corners and allowing the driver to have some fun with its balance.Push hard or on a low-grip surface and the tail will let loose in a relatively controlled way, allowing a slide for those who feel confident. It was a marvel up the Gillies Range where I was able to string together many corners smoothly and confidently without being hampered by slower drivers.It was a similar story over the road between Walkamin and Oaky Creek Farms, just a lack of power dampening quick times. A trade-off is the firm ride, more noticeable at lower speeds where it can be testing on poor surfaces, but it's relatively compliant and controlled given the excellent dynamics. Tyre noise is rowdy.Late in the weekend I discovered the sport button, which allows the engine to rev fully to the red line, after my drive to the Tableland and back so I had another blat to revel in its sportiness again.DECIDINGThe BRZ is engaging and agile with great steering and generally good brakes, although they were fading after a couple of hard runs. The ride is firm as expected, there's heaps of grip and good performance. Boy racers will want more but I feel it will upset the almost perfect balance of the car.The auto is a good combination for lazy drivers around town and for a whole lot of fun on winding and twisty roads. The interior is a mix of good and bad with some interior parts looking cheap, especially that awful silver strip across the dash.The Subaru two door is thirsty for its size and requires expensive 98-octane premium unleaded. There's a sporty note piped into the cabin. I quite like it, others don't. There's no rear windscreen wiper which will be a bummer in our wet.VERDICTThe BRZ is a car which puts a huge smile on the dial without breaking the bank account. Just having to wait for one may sour the experience.Subaru BRZBody: Two-door sports carPrice: $39,730 drive awayEngine: 2.0-litre boxer fourPower: 147kW @ 7000rpmTorque: 205Nm @ 6400-6600rpmTransmission: Six-speed automatic, rear-wheel drivePerformance: 0-100km/h in 8.2s, top speed 210km/h (limited)Fuel consumption: 7.1L/100km, (10.5L on test) premium unleaded,50 litresCO2 emissions: 164g/kmDimensions: Length 4240mm, width 1775mm, height 1285mm, wheelbase 2570mm, tracks 1520/1540mm front/rearWarranty: Three years/unlimited km