Articles by Staff Writers

Station wagons by tradition come fairly low down in the desirability pecking order. Lacking appeal, they're conservatively styled, utilitarian and boring, right? That's unless you get a station wagon with a Lamborghini engine in it. This is the RS6 Avant — a high-performance luxury wagon from Audi's Quattro GmbH go-faster division, which despite its road hauling ability thinks it's a sports car.It goes on sale in Australia in September. The price? Well, let's leave that for now.The Ingolstadt flyer is a veritable wolf in sheep's clothing. Audi promotes it as the most powerful and probably the quickest production station wagon in the world. It's blindingly fast.On paper at least, the new Audi has more power and torque than both German rivals.It's marginally quicker than BMW's M5 off the line but the larger capacity Benz E63 AMG can match it in acceleration. Audi's rivals do win some bragging rights, however. Both the M5 and AMG have seven-speed gearboxes, while Audi's makes do with a fast-shifting six-speed tiptronic auto.Audi has developed a seven speeder, but whether it makes it to the RS6 only time will tell.However, there's no doubting the outrageous RS6, from all angles, packs some very serious hardware. For a start there's the thumping direct-injection bi-turbo 5-litre V10 under the bonnet, which is supplied by Lamborghini and tweaked by Audi to deliver 426kW of grunt and a staggering 650Nm of flat-line torque at low revs.Top speed is about 280km/h but electronically governed for most world markets to a more modest 250km/h. Sprint times are just as breathtaking: 0-100km/h in a claimed 4.6 seconds that's nudging supercar times, while 200km/h flashes by in 14.9 seconds.All that from a less-than-humble station wagon weighing in at a hefty 2030kg and using the latest version of Audi's all-wheel drive Quattro system.There are a couple of sore points in this equation of excessiveness, though: the Australian price has been set at $259,000 (or $271,000 if the lift in luxury car tax passes into legislation). That's almost lineball with Audi's R8 supercar. If that's a bit rich, a sedan version of the RS6 is also coming our way in January. It will be slightly cheaper at between $250,000 and $260,000.Then there's the fuel consumption. OK, if you can afford quarter of a million, you can't really grumble about the cost of fuel. The RS6, for a large capacity V10 (think of it as two normal-sized family-sized engines bolted together), is reasonable but probably socially unacceptable in the petrol stakes, slurping a claimed 13.9 litres every 100km. Realistically, typical premium fuel consumption levels are going to be closer to the 16-18 litres per 100km range in real-world driving and something we achieved in road testing.What you do get is a wagon with massive 20-inch alloys shod with 275/35 high-performance rubber and heart-stopping 19-inch brakes, although you can option it with ceramic discs for a premium price of $13,700. Ouch.Audi expects to sell 50 RS6 Avants and sedans a year and has already found 25 buyers.A high-speed highway is the perfect place to stretch the legs of Audi's latest and greatest.It's easy to forget the brutal RS6 is a wagon. There's much to admire but it is not perfect.You would expect it to behave very much likea high-powered sports saloon, thanks to its mammoth power, quick steering and all-wheel drive. Yes it has plenty of grip, but plenty of understeer in the corners as well and there's no hiding that this is a two-tonne car with an engine slung between, and in front of, the front wheels.No question the V10 is a gem of a powerplant but perhaps it sounds just a little too tame and needs a more sonorous exhaust note.The wagon has reassuring high levels of grip. It has excellent wheel control thanks to the clever suspension system, which diagonally links the shock absorbers by pipes filled with oil. Loads generated under cornering create changes in oil pressure, which counters body movement.What instantly grabs your attention driving the RS6, aside from the body-hugging seats with their high side bolsters, is just how much torque is instantly available. Squirt the accelerator and the rush is there almost instantaneously. Manual shifting is done using stubby paddles behind the steering wheel or you can leave it in auto.For a wagon almost as long as a Q7, the load area is above average, even more with the rear seats folded, but is limited by the sloping roofline. Crikey, I nearly forgot, this is a wagon, after all.

It may be a latecomer, but Audi is taking no prisoners when it launches its mid-sized luxury soft-roader here next year. The stylish five-seat Q5, baby brother of the seven-seat Q7, will tackle the BMW X3, Volvo XC60, Mercedes-Benz GLK and Land Rover Freelander in the premium SUV market.Audi is confident it can garner 1000 sales a year for its new coupe-styled quattro SUV. If it succeeds, that will make the Q5 the fourth best-selling model in the brand's Australian line-up behind the A4, A3, and Q7.Audi makes no apologies for the Q5's late timing which, until now, had given BMW a free hit at the premium market, saying it wanted to establish its core vehicles such as the A3, A4, A6 and TT before concentrating on niche models.Should BMW be unduly worried about this newcomer? Based on our brief taste test the answer is clearly yes because it beats the X3 in several key areas, including value for money.Audi will initially launch the permanent all-wheel drive Q5 in April with one level of equipment, one automatic transmission and four fuel-efficient engines two diesels andtwo petrol. Final pricing hasn't been worked out but the start-up price is expected to be just over $60,000 and spread to about $80,000. Other versions of the Q5, such as the sporty S-Line, will come later next year.Standard equipment across the four variants will be comprehensive, including eight air bags, full leather upholstery, hill-descent control, airconditioning, 17-inch alloy wheels, rear park assist, LED running lights, six-stack six-speaker premium sound system, central locking, an electromechanical parking brake, cruise control and alloy roof rails.But the options list is just as longand includes Audi's Dynamic Steering system (standard on the V6 petrol version) and Drive Select where you can change the suspension's damper settings from comfort to firmer dynamic. Tick all the boxes and the price of the Q5 will easily nudge $100,000. In what is thought to be a world first, the Q5 can sense if theroof rails are being used to carry extra cargo (limited to 100kg) such as bikes, canoe or storage pod on top of the wagon and will adjust the electronic stability control system to a more conservative setting to take into account the vehicle's higher centreof gravity. As with most SUVs, it also comes with a downhill assist system.This slows the vehicle on steep slopes. But Audi has calibrated its system for European ice and snow conditions and it is expected to be changed for Australia. At present it operates at 9-30km/h, speeds that are too high for off-road work.The coupe styling with its long nose, curved roof and short tail masks just how big the wagon is. Nose to tail it stretches 4.6m, is 1.8m wide and has a wheelbase of 2.8m. These dimensions make it longer and wider (and mean it stands lower) than its opposition.In standard form, cargo space is surprisingly roomy and big enough to swallow four sets of golf clubs and there's good under floor storage but at the cost of a full-sized spare wheel.All four models feature direct injection fuel motors and the latest versionof Audi's seven-speed S tronic, its version of VWs DSG dual clutch manual/automatic gearbox.The range will open with a 2.0-litre turbocharged direct injection petrol engine (TFSi) with Audi's new fuel-saving valve lift system and a 2.0-litre turbodiesel (TDi).Those wanting more power can have a 3.0-litre V6 TDi diesel or the 3.2-litre V6 turbo petrol range topper. Diesel is expected to be 60 per cent of sales.On first impression, there's much to like about the Q5. It's a competent, stylish and comfortable wagon with the quality of fit and finish expected from the innovative German brand.This is an easy wagon to live with in the urban jungle. It has good visibility, although the rear headrests and a narrow rear window make using the rear park assist a welcome additionto the equipment list.Good sound insulation largely cocoons the cabin from outside noise.The A4-styled interior is plush and workable thanks to a flexible seating layout — including rear seats that can be folded and adjusted fore and aft and a flat-folding front passengerseat that is a first for Audi.As for its dynamics, we will leave the final verdict on the Q5s rideuntil we get a chance to drive iton Australian roads. It handles Spain's dead-flat sealed secondary roads with aplomb but we couldn't test the Q5's performance off-road because the Spanish government refused Audi permission to go bush.This was allegedly because of the summer fire hazard. But a narrow, corrugated dirt road we did find similar to what we have in rural Australia — and it showed that Audi may still have some recalibrating to do on the softish suspension.Left in auto mode, the wagon produced an uneasy loping ride with plenty of suspension travel.To be fair, however, the gravel road was too short to make any objective judgment. On sealed country roads the Q5 was just the opposite — agile and comfortable at normal speeds, but bit ragged beyond the envelope.The 3.0-litre diesel with its seven-speed S tronic transmission from the Audi TT is clearly the pick of the engines, overcoming the wagon's 1.8 tonne weight which takes the edgeoff both 2.0-litre motors.The 3.0-litre diesel uses just 7.5 litres per 100km and a sprint time of 6.5 seconds for 0-100km/h.Peak torque of 500Nm from 1500rpm to 3000rpm gives it almost instant acceleration across the normal speed ranges.The dual clutch S tronic transmission is a beauty but you do need to work at getting the Q5 off the line. 

On sale here since July 2000, the Rio's sales started off relatively modestly but have picked up steadily over the years and there are now plenty on the used-car scene.In fact the Kia Rio has been on the Australian market much longer. It was sold here under the Ford Festiva badge from 1991 until the arrival of the 'real' Rio.Rio's styling was on the adventurous side when first launched, but was toned down in a facelift in 2002. The new model of August 2005 is far better looking than the older ones.Quite a few of these are now in the used-car yards and are the ones to aspire to if your budget is up to it. They are better not only in style but also in on-road dynamics and build quality.You can buy a Rio as a four-door sedan or a five-door hatchback. Interestingly, the current models are smaller on the outside, but provide more interior space than the original versions. The back seat can cope with adults, but is aimed at those who are yet to reach their teenage years.Like the Festiva, the original Rio is nothing special to drive in the way of handling and road feel. It is safe enough, with understeering scrubbing off speed if you hassle it at corners too hard, but will frustrate keen drivers who want more precision.Good tyres can improve the Rio but can be costly and, sadly, you are unlikely to be able to recoup the cost of the quality tyres when it comes to resale time.The Kia Rios from 2005 are a real improvement in their handling and feel, but are still not really aimed at the keen driver.Interior noise levels are relatively high, especially if the engine is worked hard. The plastics have a low-cost look and feel. However, build quality is improving and as a general rule the later the car the better it is screwed together.The bodies are generally assembled to a higher standard than the interiors, though we do see the occasional rough one, more so in older cars.The experienced home mechanic can do a fair bit on this car. Access under the bonnet is good and the Rio is not trying to break new ground in technology. As always, we caution against doing any safety-related work yourself.Insurance costs are normally in the lower mid-range, but they can vary more than usual from company to company. So it pays to shop around.Under the bonnet Pre-2005 Rios are powered by a 1.5-litre four-cylinder engine. If used moderately it will sound and feel fine — drive it hard and it gets thrashy. Performance is generally ok in this relatively light car, but if you load it up for a trip in hilly territory it may protest.The newer Rios have a 1.6-litre four-cylinder engine that is more powerful and smoother.Transmission options are five-speed manual and four-speed automatic. The automatic takes the edge of what performance the engine does deliver but works pretty well for what it is.Danger signs Check the interior and boot for a below-average finish or signs of mistreatment. The cabin can deteriorate rapidly.The engine should fire up within a second or so of the key being turned, even when it is cold. As soon as it starts it should settle into a steady idle.Acceleration should occur almost immediately the pedal is pushed. Any hesitation should be treated with suspicion.There should be no smoke from the exhaust pipe even if the engine is worked hard. Letting it idle for about a minute, then flooring the throttle in a quick takeoff will let you spot it.A manual gearbox should be moderately light and not crunch on any of the down changes, no matter how fast they are made. The change from third to second is usually the first to play up.If the automatic transmission is slow at picking up a drive gear from park or neutral it may be because it needs an overhaul. 

The Italian maker seems incapable of designing one that's mere transport, injecting a special flavour into even machines that would be built as “ordinary” cars by others.The Alfa Romeo 156 has the convenience of four doors, not the two you'd expect from its sporting coupe shape. The back doors are so cunningly disguised that many don't even realise they are there. Look at the shut lines, then at the handles pretending to be air vents and you'll see what we mean.Once you've opened the rear door, try the back seat for size, as it's not the biggest in the business. Indeed, the seat is probably best left for children or smallish adults. Big boofy Aussie blokes won't be happy back there.The 156 has been on the Australian market since February 1999 in sedan format; the wagon arrived in August 2000. In October 2003 it got a major facelift that led to the traditional Alfa shield grille becoming considerably larger and sitting right down into the bumper. The tail was beefed out and a bit more brightwork added to the body.Nevertheless, the original model still remains striking in its styling.The 156 has sold strongly from day one and a good number are on the used-car market. Take your time to shop between them, as there seems to be quite a variation in condition from best to worst.The boot is also on the small side for a family car. The station wagon's load area is a bit of a joke, if you regard it as being a full wagon, but makes more sense if you think of it as a coupe-wagon.Steering that communicates everything to the driver with plenty of detail on which they can make their next decision further enhances lovely handling and gives a huge amount of road grip. Few family sedans cry out to be taken for a run on your favourite bit of road early on a Sunday morning but this Alfa just loves that sort of outing.An ultra-hot, ultra-expensive 156 GTA joined the range in August 2002. With a 3.2-litre V6, six-speed close-ratio manual box, big body kit, extra large wheels, tyres and brakes it's a real delight to drive. Look out for torque steer, though, as it can try to take control of the wheel at times.The GTA was expensive, didn't sell all that well and was discontinued in June 2004.Alfa Romeo is firmly re-established in Australia. There are a reasonable number of dealers, both official dealers and independent operators. Alfa dealers tend to be concentrated in the major population centres and scarce in the bush.Servicing and spare parts prices are about average for this class. You can do some of the routine, non-safety items yourself but the bonnet isn't the easiest under which to work.Insurance can be expensive, so make inquiries before falling head over heels in love with this Italian masterpiece.The 156 was replaced by the Alfa 159 in June 2006. The 159 is significantly larger and its introduction may not have the usual adverse effect on resale values that often occurs when a similar new model supersedes an old one.Under the bonnetPower is provided by either Alfa's four-cylinder 2.0-litre engine or its upgrade to JTS specification midway through 2002. The latter is the one to go for because not only has it even more response than the earlier unit but also uses less fuel at the same time. There's also a 2.5-litre V6. In the Italian manner, the four-cylinder is the sporting engine, the V6 the luxury cruising unit.Many find the Selespeed automated manual transmission frustratingly slow-changing and harsh, especially in the lower gears when it's being used in the automatic setting, designated “city”. It's better to go for a conventional manual (to our way of thinking) but you may learn to tolerate the Selespeed if you're doing a lot of heavy-traffic work.When specified with a self-shifting transmission, the Alfa 156's V6 gets a semi-sequential four-speed, fully automatic unit. When used in automatic mode it's smooth and quiet in operation.Danger signsThese new generation Alfas are much better built than the older models. However, they can still fall into the hands of bad drivers and their very nature means they cry out to be driven hard.Look for body repairs. Most are easily spotted by mismatched paint on adjacent panels, uneven gaps between panels, paint overspray on non-painted parts and ripples in what should be smooth metal.Make sure the engine starts easily and idles smoothly from the moment it gets going. Naturally, the V6 will be smoother than the four. Engine performance from the 2.0-litre Twin Spark unit isn't great but if it seems below par, it could be suspect. The JTS is a significantly better unit.A manual gearbox that isn't light in its action could be due for repair. Do some fast changes from third down to second and feel for a reluctance to shift — or for funny noises.During the road test look for steering that wanders and feel for brakes that don't pull the car up evenly.By all means do your own checkout to the best of your ability but always call on a professional for the final say. 

Developed by the Fiat Style Centre, the exterior design looks like a more grown-up version of the Punto hatch and has a distinctly sporty flavour, including a Maserati-style grille.As with all new European cars, the Ritmo has a long snout to pass European pedestrian safety regulations.The five-door hatch is slightly larger against its key rivals.Compared with a VW Golf, the Fiat hatch is slightly bigger in every area, including wheelbase.The Ritmo's luggage space, with the rear seats in place, is 400 litres compared to the Golf's 347 litres.Australia is expected to get two engines, the 110kW/305Nm 1.9-litre JTD and 110kW/206Nm 1.4-litre turbocharged TJET, in with Sports or Luxury specification in either six-speed manual or robotised manual guises.Fiat says the 1.4 has a 0-100km/h sprint time of 8.5sec while returning 7.1litres/100km on the combined fuel economy cycle. The 1.4 also has over boost that lifts peak torque to 230Nm.The 1.9 JTD is almost as quick as the petrol engine, reaching 100km/h in 9sec and returning 5.6litres/100km on the combined fuel economy cycle.As expected of Fiat, buyers can expect a full range to be available in Europe, including a wagon, hot Abarth models and possibly a coupe.However, Fiat's Australian importers Ateco Automotive will initially concentrate on the petrol and JTD hatches but is tipped to fill out the range with the Abarth models later.As with the Punto, the new Ritmo has a five-star Euro-NCAP safety rating. The equipment list locally is expected to be on a par with its rivals.That means cruise control, alloys, climate-control airconditioning, stability control and six airbags. Logical dash layout with large buttons. Expect prices to start about $30,000, right in the VW Golf, Mazda3 and Ford Focus arena.The performance of the 1.9 JTD was strong and even the 1.4-litre turbocharged petrol had a good burst of mid-range enthusiasm on the roads around Bologna, Italy, and felt like a strong 2-litre four. In sharp corners the car exhibits some steering rack rattle, which feeds back through the steering but the MacPherson strut front and torsion beam rear suspension is well sorted. But overall the packaging and performance is on the money.Inside the cabin has a nice Italian air about it, the layout is logical, seats comfy and there's plenty of room in the back. Most drivers will find the driving position acceptable.However, small children may whinge about not being able to see out of the rear side windows because of their shallow depth.

Ecowash Mobile, which operates in Brisbane and throughout Queensland, has opened its latest franchise in Las Vegas with the Southern Nevada Water Authority agreeing to promote it on their website.After opening their first international franchise in the Middle East in August last year, Ecowash Mobile is also now in Saudi Arabia, the United Arab Emirates, Bahrain, Jordan and France with director Jim Cornish exploring other overseas locations.“We now have 42 franchisees across Australia and have made our first venture into the US market,” said Cornish.“To have moved into seven countries after starting out as a two-car operation back in March 2004 with Stewart Nicholls is a quantum leap.”Since it was launched, Ecowash claims to have saved 28 million litres of water at a rate of about 315,000 litres a week.The Ecowash team was on hand during our Carsguide Car of the Year testing at Wakefield Park in Goulburn, south of Sydney, to keep the cars glistening for the cameras.That was no easy task with testers taking to surrounding countryside, caking the cars in a fine talcum-powder-consistency dust and swatting thousands of bugs with the cars' grilles.However, the waterless system seemed to work well without scratching the lustrous paintwork of the 11 awards finalists.Ecowash uses a 2-in-1 wash and polish technique with a polymer compound that is claimed to lift the dirt from the surface of the paint and wrap it in a lubricant. The dirt is then removed with a soft cloth.What's left is a fine layer of polish which is removed with a clean cloth.Prices range from $35 for a basic Ecowash to $170 for an “extreme Ecowash”.Besides using no water, ecowash mobiles products are completely bio-degradable.Ecowash Mobile has scored a Smart Approved Watermark and has won a 2007 Australian Business Award and a Franchise Council of Australia Award for Emerging Franchise System of the Year.For more information, visit: www.ecowash.com.au  

There's a new Wrangler in town, and things have changed — big time. And nowhere in the extensive range of new JK-Series Wranglers are the changes more deeply felt than in the four-door, turbo-diesel variant.Extra doors and diesel donk aside, the big change from old Wrangler to new Wrangler isone of refinement and civility.No longer does the Wrangler drive like a truck and handle like a horse cart. The latest version, at least in four-door CRD guise, is a pleasant place to be regardless of the task at hand.Although the JK Wrangler retains its predecessor's separate chassis/live-axle design,it is, in fact, new from the ground up.The old four-litre, straight-six petrol engine has also been consigned to history. The JK-Series sports either a 3.8-litre petrol V6 or the first turbocharged diesel to appear in a Wrangler.The turbo diesel we tested was backed by a six-speed manual; alternatively, there's an optional five-speed automatic.As well as its turbo-diesel engine and six-speed manual, the test vehicle was fitted with the Renegade Pack, a $2500 option that includes a hardtop (as well as the standard soft top), tinted glass, side steps and a premium audio system with seven Infinity speakers (including a sub-woofer), a 368-watt amp and an in-dash, six-CD/MP3/DVD player.If you're a little confused about Wrangler nomenclature, the Sport is the standard model, the Rubicon is the far more serious off-roader, while the Renegade Pack is the aforementioned hardtop-plus-extras package.The “Unlimited” moniker simply refers to thelong-wheelbase, four-door variants.The Wrangler's live axles may not do much toenhance on-road dynamics, but they're one of thesecrets behind its impressive off-road ability.Live axles, especially in conjunction with coilsprings, provide lots of wheel travel, thusmaximising the chances of the tyres remaining incontact with the ground.In what is an unusual combination, the Wrangler combines live axles with electronic aidsthat include stability control, and bothbrake- and throttle-activated traction control.The throttle-activated traction control cuts the power when the wheels lose traction, while the brake-activated traction (BLDs, or brake-lock differentials, in Jeep-speak) can brake any individual wheel that has lost traction and is spinning faster than its mate on the same axle.The Wrangler's system has three operating modes that allow the driver to dial in the degreeof electronic assistance appropriate forthe situation at hand.With the ESP system fully engaged, full stability and traction control is maintained. Thisisthe default mode.In “partial” mode, the throttle-activated traction control is switched off and the stability control operates at a higher threshold. The brake- lock differentials are still engaged, however.The third mode allows the driver to fully switch off the stability and throttle-activated traction control, but retain the full functioning ofthe BLDs.The Wrangler's off-road strengths also extend to excellent approach and departure angles, good ground clearance, and solid front and rearrecovery points.On the other side of the ledger, the ramp- overangle of the four-door model isn't nearly asgood as the two-door's, visibility from the driver's seat could be improved, and the part-time 4WD system lacks the convenience of a full-time one.The Wrangler isn't so much a 4WD as a lifestyle. Witness the fact the doors can beremoved, the windscreen can be droppeddown and, with the Renegade Pack, youhave the option of a soft or hard top.Half-doors are also an option, and even thehardtop can be configured a couple of ways.Two easily removed panels above the driver and front-seat passenger give the feel of open-air motoring without having to remove the rear section of the hardtop — a two-person job.The interior is also comfortable and roomy with surprisingly good legroom in the rear. Safety features include driver and passenger airbags. Front-side airbags are an option.But there are some drawbacks. The centre rear-seat cushion is poorly shaped; the hardtop generates some wind resonance at highway speeds; there's no electric adjustment for the side mirrors; and the tailgate badly needs a brace to hold it in the open position.Some aspects of the interior fit and finish arealso pretty ordinary by today's standards.But there's no doubt the JK-Series Wrangler is light-years ahead of its predecessor in all theareas that count.The turbo-diesel engine is right up at the pointy end of things in terms of performance, refinement and economy, while the four-door model brings day-to-day functionality that previous two-door models could never achieve.With its various body options, the vehicle can be configured — almost on a day-to-day basis — to suit one's mood, or the activities planned.This is a Wrangler you can use every day, goholiday touring in, or head off for some serious weekend fun. It will do it all.

The hulking Toyota LandCruiser has topped the off-road food chain for longer than most people can remember and, despite all sorts of threats from new rivals, rising fuel prices and its impact on the environment, there is no sign of it becoming extinct.With the arrival of the all-new 200 Series LandCruiser, it is even bigger.A waiting list in Australia is filled with people who want to get their hands on the big new truck.They want the extra space, the new 4.4-litre turbodiesel V8, the eight-seat cabin, up to 10 airbags, locally developed KDSS suspension and the promise of improved economy in the diesel and petrol engines in the 200 Series.They are not worried about a starting price of $69,990, or a weight blown out to nearly 2.7 tonnes, and Toyota says there are few plans to take their new Cruiser on the daily school run.“The reality is that people now use a LandCruiser for its intended purpose; serious off-road and Outback work or heavy towing,” Toyota Australia product planning chief Doug Soden says.He denies they are just suburban buses for cashed-up mums, and highlights a change in family buying patterns in the past five years.“This is a niche model. Essentially, people who used to use LandCruisers for suburban work are now buying a Kluger,” he says.Even so, some people will groan at the sight of the 200 LandCruiser parked in their local shopping centre, instead of out tackling a desert dune.So, is the LandCruiser out of step in 2007? A dinosaur?“Not really. We try to have a product to meet every buyers's need. The marketplace will decide when its time is past,” Toyota Australia, sales and marketing chief Dave Buttner says.What the customers will get is a Cruiser that still has its traditional body-on-frame design, with two V8 engine choices; a six-speed auto for the diesel and five-speed auto for the petrol; and permanent 4WD.Toyota is emphasising the new diesel, which has 30 per cent more power, 50 per cent more torque, and 6.3 per cent improved economy to a claimed 10.3 litres for 100km.The body is stronger, the suspension improved with the Kinetic Dynamic Suspension System; there is 130mm of extra space inside and the drag co-efficient is down to a respectable 0.36.The latest LandCruiser will tow up to 3500kg, using a towbar integrated with the chassis.But it still looks like a Cruiser, despite a shorter bonnet made possible by the compact V8s, the rework of the cabin and the finer details of the design.Only three models are planned for this year and beyond; after the basic truck, with barn-style back doors was dropped. The GXL opens the action ahead of the VX and Sahara.All three have 17-inch alloy wheels, automatic airconditioning, six airbags, stability control, traction control, a rear spoiler, sub-tank for fuel, power windows and six-speaker sound system. The petrol model gets the KDSS suspension.The VX picks up front knee airbags and side airbags for the second-row seats, privacy glass, and leather trim, and the flagship Sahara gets a reversing camera, satnav, four-zone airconditioning and more.Soden says the biggest technology improvement is the suspension system, developed by Kinetic in Western Australia.“This system basically means no compromise, with huge wheel travel without roll on the road,” he says.“It also helps on-road, by taking up the smaller bumps.”And he defends the size of the 200 Series.“People say they are hulking big 4WDs, but it is the height and the way they look. The LandCruiser is still shorter than a BF Falcon.”Toyota Australia sales chief Dave Buttner believes the new Cruiser could reach record sales of more than 1000 a month. On the roadThe 200 Series LandCruiser is, as to be expected, a marvellous package of engineering, design and technology.This Toyota wagon is 60mm longer and 30mm wider than its predecessor. The style, with higher beltline, is family-familiar and from some angles looks like a big RAV4.The only small question here may be that strange protrusion sitting out on the side of the headlights, looking a little vulnerable to off-road damage.Otherwise the new body, new chassis and the V8 engines (shorter than in-line sixes) allow for an extra 130mm in cabin space without too much extra bulk.The driver still sits high and comfortable, fronting a busy, though legible, dashboard and controls.All models have six airbags; front, side and curtain. VX and Sahara models score knee bags for the front two occupants and side airbags for two in the second row of seats; Saharas have a reversing camera, others are pre-wired.All three trim levels; GXL, VX and Sahara have keyless starts; carry the fob, press the stop-start button. All have the usual comfort and convenience pieces, from airconditioning to electric windows and decent stereo systems.Most of these are givens in an expensive four-wheel-drive, through to navigation systems for the Sahara.The LandCruiser 200's strengths lie with its mechanical and electronic technologies offering more refinement on and off the road. The wagons steer, ride and handle better than before although there is no mistaking the vehicle's bulk when it arrives at a tighter turn. On the road this brings a little body roll, off-road in sloppy conditions it can lead to some understeer into the scenery.Front suspension is all-independent, coil sprung. The rear is four-link, coil-sprung and the result offers excellent ride control and comfort.The 4.7 litre petrol V8, matched here with five-speed automatic transmission, is smooth, quick and quiet through to its 202kW at 5400rpm. There is also a handy 410Nm of torque from 3400rpm.Among innovations for petrol Cruisers is Crawl Control, a system that uses throttle and wheel speed sensors plus ABS to counter a petrol engine's tendency to run away, sometimes surge, in rough conditions.There are three speeds up to 10km/h. While downhill control is similar to that experienced with other systems, Toyota's Crawl Control is something of a marvel when climbing ugly hills; the driver takes feet off brake and throttle pedals and just steers as the system controls engine output and braking to a uniform speed.The diesel V8, churning out 195kW and 650Nm of torque from 1600rpm, arrives with a six-speed sequential gearbox and downhill assist. Toyota claims an average 10.3 litres per 100km, compared with 14.5 litres per 100km for the petrol V8, both said to better previous six-cylinder engines.All six new Cruisers run constant four-wheel-drive, traction control and vehicle stability control; the latter now with an annoying beep-beep-beeping alarm as well as instrument warning lights.Innovation means a more comfortable and more comforting LandCruiser wagon for serious off-roading and touring. It also means more dollars and a move further from the hose-out, knock-around LandCruisers of yesterday. Snapshot Toyota LandCruiser 200 SeriesPrice: from $69,990On sale: NowModels: GXL, VX, SaharaBody: Five-door station wagonEngines: 4.4-litre turbodiesel V8, 4.6-litre petrol V8Power: 195kW at 3400 revs, 202kW at 5400 revs (petrol)Torque: 650Nm at 1600-2600 revs, 410Nm at 3400 revs (petrol)Transmission: Six-speed auto, five-speed auto (petrol); constant four-wheel drive.Safety: Front-side airbags (up to 10 in Sahara), stability control, anti-skid brakes, crawl control (petrol models)Economy: 10.3 litres/100km (diesel), 14.5 litres/100km (petrol) Do you think the 200 Series will turn into a typical rich mum's car?  

The Toyota Prado, which won the Overlander magazine's 2006 4WD Of The Year award, travels well as an urban warrior. But we wanted to see how it would fare on a longer outback journey, so we took it to the Simpson Desert in August/September.Our test Prado GXL D4D was equipped with a genuine Toyota cargo barrier and an alloy front bullbar; two essential safety items, in our opinion. It also had the well-engineered RhinoRack roof rack installed.The cargo barrier allowed us to pack all our supplies, equipment, camping gear and an Engel fridge safely in the Prado's large luggage area, which had the standard extra row of seats removed. Our personal gear was stacked on theback seat.The only change to factory Toyota spec was the fitment of a set of Goodyear Wrangler tyres, which are proven tough performers in the outback.The Prado with diesel and auto is a comfortable, quiet and relaxed highway cruiser. Some 4WD tyres can be noisy, but despite their chunky tread and square shoulders, the custom-fitted Goodyears were very quiet, too.The Prado's 180-litre fuel capacity allows big distances (more than 1500km) between stops.Its economy was mid-12s, which is more than the government-tested ADR figures, but there was a calculated six per cent odo/speedo error with the taller tyres, and the roof rack; with its greater wind resistance; and higher speed saddled to the Prado's thirst.In previous testing, we've proved the Prado's good economy compared to others.The dirt begins north of Broken Hill, with sections of smooth, fast gravel interspersed with stretches of bitumen over the hills and creeks towards Tibooburra.The next few days took us through Innamincka and Cordillo Downs station to Birdsville. Some sections were littered with sharp, tyre-destroying rocks; others were on graded gravel that allowed 100km/h-plus cruising. Regardless of surface, the Prado simply wafted along.Calibration of the Prado's ABS (standard on the GXL and above, optional on the base model) is spot-on. The steering seems slow at first acquaintance, but you soon learn to appreciate its slightly stand-offish character on dirt.In the rough, the Prado is almost as quiet and refined as on-road, with hardly a murmur through the body or a squeak or sizzle from the interior trim. Its dustproofing, too, is impressive.After a couple of days' R&R at Birdsville, we were into the Simpson Desert, one of the most fascinating 4WD adventures on the planet.Our convoy 'aired down' (reduced tyre pressures) at the famous Big Red sand dune and, after the obligatory photos, we were off.The soft sand proved challenging for some 4WDs in our convoy, but it was soon obvious that the momentum provided by a 30km/h approach to a dune is far more successful than a slower approach.For three days and half the journey, the Prado didn't put a foot wrong. With no evidence of any wheel spin thanks to its full-time 4WD system, we didn't even lock the Prado's centre diff, such was its competence.Another three or four hundred dunes; until we emerged from the Simpson's dunes just east of Purnie Bore, in South Australia.Although the Simpson crossing was complete, we were still half a country; about 2500km from home via Dalhousie, Oodnadatta and Cooper Pedy, then bitumen to Sydney via Port Augusta, Hay and Wagga.The Prado felt good on smooth gravel, but we were reminded of the frailty of the shock absorbers' long-stroke valving through some creek crossings and jump-ups.I've become conditioned to this softness, but it's obvious to others who drive the Prado that the shocks are past their prime.Anyone contemplating such an arduous trek would be wise to install specialist off-road dampers. Most 4WDs you see in the outback have this simple, relatively inexpensive modification.Did the Prado do the job? Absolutely.It carried the two of us in business-class comfort for 6592km, and its diesel and five- speed automatic driveline didn't miss a beat. 

This latest and cleverest incarnation of the exceptionally successful Mark V Golf provides decent performance.