Articles by Staff Writers

The Forester was launched here in 1997. It was based on the Impreza platform. Although, it didn't look much like its rather mundane family-car cousin. Its four-door wagon body gave it a completely new look, one that promised the convenience of a station wagon for a family combined with the ability to escape the shackles of the city.It had the high-driving position with the good road vision, but it didn't have the bulkiness. It was relatively light and had good road manners which made it an easy driving all-rounder perfect for the family.The Forester was primarily powered by Subaru's familiar single overhead camshaft flat-four engine, in this case a 2.0-litre unit developing 92kW at 5600 revs and 184Nm at 3600 revs. Not exactly sports car stuff, but it pulls smoothly and willingly from low down in the rev range with heaps of mid-range grunt.When raced it would accelerate to 100km/h in a little over 11 seconds and account for the standing 400m dash in a respectable 17 seconds. At the same time it would return about 11.0L/100km on average.For more zip, Subaru released the GT in 1998 and that came with a turbocharged double overhead camshaft 2.0-litre four-cylinder engine boasting 125kW at 5600 revs and 240Nm at 3200 revs. Buyers could choose between a five-speed manual gearbox and a four-speed auto trans. The Forester's system is a constant four-wheel-drive, unlike other soft-roaders which have a part-time system with drive primarily going through either the front or rear wheels.At the heart of the system is a centre transfer case with viscous limited-slip differential. When it detects a difference in the rotation speed of the front and rear axles, it automatically adjusts the torque split for optimum drive.Subaru offered three main variants of the Forester: the GX Wagon, RX Limited Wagon and GT Wagon.The GX Wagon had steel wheels, colour-coded bumpers, roof rails, power steering, cruise, power windows and mirrors and central locking. The RX Limited Wagon had all of that plus dual front airbags, air-conditioning and self-levelling suspension.At the top of the Forester range sat the GT Wagon which had alloy wheels, velour trim, leather steering wheel and hand brake knob, metallic paint and central locking.There isn't much that goes wrong with the Forester in general. While most Foresters stick to the black top around town, it is worth checking for signs of heavy offroad use. A lack of ground clearance is the thing that stops a Forester, so take a look at the underbody for damage that might have been caused by being grounded on a rough bush track. If you suspect it has been used off-road for more than the occasional trip down an unsealed road, walk away. There are plenty more out there to choose from.It's important to change the cam-timing belt every 100,000km. So make sure that's been done. While you're at it, check the service record to make sure the servicing has been done as Subaru recommends.The Forester gets good marks for primary safety with its all-wheel-drive system. Anti-lock brakes weren't available on the GX, but were standard on the RX and GT, enhancing their primary safety.Likewise, airbags were not available on the GX, but the RX and GT both had dual front airbags making them the preferred choice for secondary crash protection.

But a supercar it is not; the Exige S literally does not fit the bill.There are few cars that offer the performance of the new Exige S for under $300,000, and none have a tiny supercharged 1.8-litre Toyota engine capable of supercar speed. But for $114,990, the Exige S is only fractionally slower than a Lambo, Ferrari and Porsche Turbo on the straight – and can whip all of them through the corners.This is the fastest production car Lotus has ever built, and oddly enough, it is the most refined on both road and track. Adding a supercharger and some mod-cons has heightened what was already a visceral, intense experience.There are only a few subtle differences in appearance between the atmo Exige and Exige S; body-coloured front splitter, LED taillights, a small S badge by the A-pillar, and a little mailbox chute to suck air into the intercooler, which is roof-mounted for direct airflow to the mid-mounted engine.Unfortunately, the intercooler blocks what little view there ever was in the rear view mirror, which now looks a wall of black casing and is only good for checking your own reflection.But vanity aside, the lack of vision is a compromise that many Lotus buyers will be willing to make for the performance. There is nothing quite like the wail of a Lotus at full welly, but with the supercharger sitting directly behind the driver’s ears, it now hisses and spits like an angry Amazonian python.Gone too is the long, loud wait until the 1.8-litre Toyota Celica engine comes onto its cams and picks up power.The usual surge at 6500rpm is almost imperceptible, replaced by low-down torque and a less peaky powerband. The increase in power is modest on paper: 21.5kW over the standard car at 162.5kW, and up 34Nm to 215. But add that to a car weighing just 935kg, and you have a missile that sprints 0-100km/h in 4.3 seconds. That’s faster than a Porsche 911 Carrera.The interior shows some more marked improvements over the Exige, with a focus on touring as well as performance. It is still an epic contortion process to get in and out of the thing, but once behind the wheel there is a more resolved, sophisticated air to the cabin.Air itself is kept out with more wind proofing and cabin damping, and surfaces once left bare are covered with felts, suedes and plastics. The funky sueded dash is replaced by a coarse plastic cover, but it hides the new standard dual airbags. Seating is improved for the smaller driver – not so much for the taller punter – with a new set of ProBax seats that sit higher in the tiny cabin, but provide more support in the lumbar area for longer drives.And while longer drives may seem like a masochistic proposition a car purpose-built for a twisty track, the performance add-ons actually make for a more liveable, all-round vehicle.On a bumpy country road outside of Goulburn for the launch this week – and far away from both the Wakefield Park track and smooth Hume Highway – the Exige S showed remarkable poise. And ironically, one of the test cars wearing hardcore optional Touring, Sport and Super Sport enhancement packs, rode better than the standard car.The three option packs are the only Exige options apart from metallic paint, traction control and a LSD.The luxury Touring pack ($8,000) adds leather, electric windows, driving lights, additional insulation, a second cupholder (small lattes only please) and an upgraded stereo.The Sport pack ($6,000) consists of racing ProBax seats, a cross-bar for racing harnesses, and switchable traction control, with the whol hog Super Sports pack ($7,000) adding one-way adjustable Bilstein dampers, adjustable ride height and front anti-roll bar, and lightweight seven-spoke black alloys.Both the standard suspension and the Super Sport suspension setting was the same on the day, but dampers alone made a huge difference to ride quality on the road.And while it still revs hard all the way to 8200rpm, and sounds like a bomb blast while doing it, the S is happy to cruise in sixth up and down hills at a stately 3500rpm with enough poise to enable a full conversation without even raising the voice. The track is another story.The Elise and Exige have always been the king of corner speed, with the tuned suspension and rack offering purist handling and the low weight of the car allowing speed and agility. Supercharging just makes it all happen a lot faster.Despite the traction control, the S will respond like a dog on heat every time you sic it on the apex, but too much enthusiasm or lingering on the brakes still produces lengthy slides. Get the balance right, and the amount of speed able to be held through a corner is simply phenomenal.Cornering in the Super Sport car was slightly more predictable, less twitchy in the rear if too much speed was applied. And when the tyres let go, it is catchable, controllable, and hilariously fun.So it remains in my mind as a track car for the road – but the Exige S is a car you would drive to, from and in between days on the track.Lotus Cars Australia expect a modest increase in sales from last year’s 60 cars to about 120, aided by both the Exige S and the upcoming Europa, which will feature alongside the S at October’s Australian International Motor Show.A grand touring version of the Exige, the Europa is the car to reduce the compromise between performance and livability, aimed more toward real-world performance while the Exige S stays focused on the straight and narrow track.But for the moment, the most hardcore, fastest production car Lotus has ever built is also the one with the least compromise.This review and much more will feature in The Sunday Telegraph CARSguide section on August 27, 2006.

In fact, the Territory Turbo is actually quite subtle in its stance and function. There is a breath of maturity about it; a composure in its appearance and performance that steps above its blatantly sporting-sedan siblings.The turbo Tezza takes its blown four-litre, petrol six-cylinder from the head-banging XR6 Turbo sedan and the same 245kW/480Nm. This gives it an extra 55kW and 97Nm over the standard Territory and a flat torque curve with more grunt at 2000rpm than the naturally aspirated model can muster at peak.But don't expect the same turbo rush, whizzing spool or spinning tyres as the XR6T (or, for that matter, the heavy-breathing Subaru Forester XT). It feels more like a trimmed-down version of what is essentially a big, heavy SUV.The engine, matched with the excellent ZF six-speed sports sequential automatic, propels the Territory's bulk forward with even, smooth dollops of torque and power for relatively instant acceleration.The AWD-only drive train and heavy kerb weight (2075kg for Turbo and 2125kg for Ghia Turbo) prevent wheelspin on acceleration, while an uprated traction-control program allows a bit of safe sliding on the dirty stuff.Handling remains relatively neutral, and near-standard suspension neither prevents the inevitable hint of body roll nor affects the ride quality over the bumps. Front brakes are bigger and pack much more bite when the foot is planted. Again, a very mature approach to SUV sports performance.The exterior is subtle, and different on the two turbo models. The base Turbo and top-spec Ghia Turbo share the larger 18-inch alloys, but the Ghia's are machined while the Turbo's are painted.The wheels and lower-profile tyres still come nowhere near filling the wheel arches, but offer good grip without a crashy ride or tyre noise — and without compromising off-road ability.The two models share the subtle and appealing bonnet scoop that hides the big top-mounted intercooler. Ghia's sporting cred is outlined underneath with a metal bash-plate.Both have chrome exhaust tips, and thankfully get body-coloured bumpers instead of the regular Territory's dated two-tone mouldings. The new red, blue or charcoal grey colour selection further mark out the Turbo line-up.The interior colour is described as "warm charcoal" and, in the Ghia model, it's as sophisticated as it sounds. Big bolsters on the leather seats and double-stitching highlight the sports appeal. Matt-finish instrument dials and piano-key black centre console facelift the slightly dated Territory interior.Ghia gets the same top-spec instrumentation as the standard models: a large screen encompassing trip computer, dual-zone climate control, six-stacker CD and reversing camera (unfortunately not an option on the base model).The lower-spec Territory Turbo has a little-changed facia, blue instrument dials, synthetic-suede seats and metallic-weave highlights on seats and sills.The Turbo also misses out on Ghia's chunky leather wheel, six-way adjustable front seats and standard third-row seat, but still gets four-way electric bolstered seats, leather gear knob and power everything.To my mind, the base model is the best bet. At $53,990 the Turbo is $2660 more than its equivalent nat-atmo Territory model, the mid-spec TS AWD.The Ghia is brilliantly fitted out for those wanting top-spec luxury performance, but the list of Territory options is long and costly.And cost will be the deciding factor. The Ghia Turbo costing $11,500 more than the $65,490 base Turbo.The fuel bill will also bite. Ford's claimed figure of 14.2litres/100km is optimistic at best. Even conservative driving on the launch failed to produce better than 16 litres/100km.Sceptics will probably hold out until a diesel Territory becomes a reality, but Ford are tight-lipped about an oiler. But on long trips, particularly when carrying a load or pulling weight (the Turbo is rated to 2300kg towing capacity), the helpful Turbo may undercut the naturally aspirated model on consumption.Fuel may be a deciding factor for some buyers, but so is performance.As a whole, the 'charger transforms the Territory into an immensely easy, pleasurable and responsive drive, as well as a practical all-rounder. It has made a good car even better, and is well worth the extra spend.

The key feature of the Expanda range is the spacious interior created by extending the van's superstructure.Unlike the bed extensions in camper trailers, which slide out from the superstructure once the roof has been raised, Expanda beds fold out from the front and rear of the van, the bed bases forming front and rear walls when under tow.An electric slide-out lounge is also available.The new models are built on Jayco's galvanised, extra-strength Millennium Chassis, which Jayco claim is lighter, yet stronger than a conventional chassis. The roof and walls are built with Jayco's Tough-Frame construction system, and the outer fibreglass skin is one and a half times thicker than standard aluminium.The exterior has an automotive high gloss finish with new tail-light housing and a powder-coated bumper bar.Interior features include a brushed aluminium 4 burner stove and range hood, a recessed stainless-steel sink with glass lid and new overhead cupboards with solid profiled doors.A three-way Dometic fridge is included in all new Expanda models.The range has new decor including new wall, curtain, cushion and laminex colours.There are two 3.79m pop-top models with a front kitchen and one double bed, which folds out from the rear.There are two mid-range 4.73m pop-tops with double bed extensions at front and rear and one model with a toilet and shower.The largest Expanda model is the 5.71m caravan with double bed extensions at either end and an electric slide-out lounge.The smaller models' interior length of 3.64m transforms into 6.1m when the double bed is folded out.The mid-range models' interior goes from 4.74m to 7.19m, while the caravan stretches from 5.14m to 8.03m. An additional bed can be created using the dinette conversions.

As one person put it, the test was: how would a Tarago car go, packed with cargo, well past Bargo ... The bikes required a box trailer and bike rack, and one of Toyota's combined tow bar and rear bull bar assemblies attached.It's about now you start to realise there is going to be a fair bit of weight on board and therefore some strain on a car better known for ferrying hotel customers around Sydney.And the pluses and minuses of this car fulfilling this new role as a family holiday escape machine start to become obvious.The first is a plus. Unlike most large seven-and eight-seat 4WDs sold in Australia, the range of people movers actually have some reasonable storage space behind the third row of seats. In the new Tarago's case it is helped immensely by having a separate storage area down with the spare wheel and tools below the floor level. Virtually all the luggage fits behind the seats - the rest joins the trailer behind. And once the trip starts, more pluses and minuses appear.The key plus is leg room. Two adults up front, two lanky teenagers in the middle row and two primary schoolers in the back for a long haul — and not one complaint about lack of space. As various adults filled rows of seats during the trip, the position stayed the same.In fact, the only complaint about seating came from adults sitting in the last row who were concerned about sideways body movement — probably accentuated by the rear seats sitting behind the back wheels. But storage space was not sensational.Each passenger has cupholders in the doors, and there are two reasonable glove compartments up front, but there is no centre console.Designed as such to allow people to move between the rows of seats without having to get out of the car, it still meant there was nowhere in the middle of the front row, apart from on the floor, to place drinks, CDs etc.The next minus was a bit further down the highway. Down where the car had to climb serious hills in cruise-control mode.As the car climbed the hill it fought to maintain speed until with a giant surge the automatic shifter shot back a gear and the rev needle roared into the 5500-6000rpm range.This wasn't such a problem when the car was out of cruise control mode, but you certainly felt the surge when it was.Otherwise it was a comfortable speed-limit cruise. Overtaking was handled a bit more conservatively than normal, given the extra weight and strain. And side visibility for the driver looking for traffic out of the left-hand side second row of the vehicle is also a problem.The 2006-model eight-seat Tarago GLi we drove is the fourth-generation of the people mover Toyota has sold in Australia since 1990. The 2.4-litre engine has 10kW more power than the previous model, now delivering 125kW at 6000rpm (which we felt at the tops of hills) and a respectable 224Nm of torque at 4000rpm.Dual-zone climate control airconditioning, easy fold-down seats and an MP3 compatible CD-tuner with steering-wheel controls were particularly useful features in the car.However, I was not a fan of the centrally located instrument display as I prefer the gauges to be directly in front of the driver.The claimed combined-cycle fuel figures of 9.5 litres/100km proved fairly accurate on the trip, allowing for the extra load.The GLi model tested costs $48,990 while the higher-specced GLX costs $50,490.While that is more than demanded by the star of the people mover market, the Honda Odyssey ($38,7790-$45,290), the Tarago is a bigger car. In fact, it is considerably cheaper than a car more its own size — such as the larger-engined Chrysler Grand Voyager, which starts at $55,990.

An email arrived the other day and we were unsure whether it was bonafides or just a crank letter. Hydroplaning is especially dangerous while the car is on cruise control, as the increased reaction time and lack of pedal feel can cause the car to accelerate without warning, our correspondent wrote."The problem with cruise control is that it may try to accelerate while the car has uneven traction. This can cause the vehicle to veer to the low traction side. The same problem can occur if the driver uses either gas or brake under uneven traction. When braking, the car will veer to the high traction side. I've had a cruise-fitted car for five years now; use the facility whenever I can, and I had never thought about this."Our correspondent was referring to an unconfirmed incident that occurred recently in NSW. A 36-year-old female driver was travelling between Wollongong and Sydney when she had an accident in which she wrote off her car.It was raining, though not excessively, when her car suddenly began to hydroplane and literally flew through the air. She was not seriously injured but stunned by what had happened. When she explained what happened to a police highway patrolman, he told her something that every driver should know. That is: never drive in the rain with your cruise control on.She thought she was being cautious by setting cruise and maintaining a safe, consistent speed in the rain. But the highway patrolman told her that if cruise is on and your car begins to hydroplane, it will accelerate and take off like an airplane. She told him that was exactly what had occurred.The Highway Patrol estimated her car was travelling through the air at 16km/h to 23km/h faster than the speed set on the cruise control. The patrolman said this warning should be listed on the driver's seat sun visor: `Never use the cruise control when the pavement is wet or icy', along with the airbag warning.We tell our teenagers to set the cruise control and drive a safe speed - but we don't tell them to use the cruise control only when the pavement is dry. The only other person the woman found, who knew this (besides the patrolman), was a man who had had a similar accident, also totalled his car and sustained severe injuries.One of the Holden Commodore websites had this to say: The man was driving to work in his Holden VR Commodore with cruise control set to exactly 110km/h. As the car started to go uphill, the cruise control kicked down a gear. Unfortunately, at this exact time, he went over a patch of water, which combined with the acceleration of the cruise control caused his car to aquaplane. The car fishtailed, he lost control and went head-on into some trees.Carsguide contacted two respected manufacturers for advice on this phenomenon - Subaru and Audi. Without explanation Audi states: "For safety reasons, the cruise control should not be used . . . under unfavourable road conditions (slippery, wet)." Subaru, under the heading 'Cruising Safely or Cruise Control' states: "Many drivers are surprised to learn that cruise control should never be used on slippery or wet roads."Russell White from the Holden Performance Driver Training Centre said cruise control should be turned off on wet roads and also on twisting roads. "Cruise control is designed for long, dry good roads without too much traffic," he said.  Pass the message on. It seems like good advice for a rainy day. 

Hummmmmmeeeerr. That's where.Hummer, the civilian vehicle derived from the Humvee military, is one big look-at-me bad boy.It's a vehicle that has been made famous by the Gulf War as much as California Governor Arnie Schwarzenegger, who has a collection of them.As we found out on a H2 Hummer test day at Darlington Park Raceway, at the Gold Coast's northern tip, this is a big boy's toy.In cult terms the Hummer is about as close as you get on four wheels to the iconic Harley. We put the vehicle through its paces, on track and off, with Corvette Queensland, that converts the vehicles to right-hand drive and also markets them in Queensland.Three Gold Coasters have taken the plunge into the $142,000 vehicles. A luxury pack will set you back another $15,000.Keep some spare change for the fuel, with the Vortec 6.0-litre, 237kW GM Gen 111 V8 rated about 20 litres/100km. That's because it is pushing around three tonne of vehicle.It's unlikely the type of person buying a Hummer will take too much notice of fuel prices, so filling the tank for about $150 is unlikely to raise the blood pressure too much.Big Arnie saw private buyer potential for the vehicle in 1992 and asked US authorities to sell him one.Those who follow in Arnie's footsteps will get a vehicle that has just about the ultimate street cred. And, despite its size, it's not bad to drive.Pushed around corners there's a fair bit of body roll and it takes a bit of pulling up.The V8 is linked to a four-speed auto transmission with a shifter that resembles the power controller in aircraft.It has a big cabin with bucket seats in the front, three seats in the second row and an optional single seat in the third row. The front seats have eight-way power adjustment.Surprisingly, the H2 is easy to steer and is far from daunting. The turning circle is tight for this size vehicle at 13.5m and manoeuvring is simple, although you have to keep an eye on the vehicle's width, which is 2063mm, excluding mirrors.People accustomed to driving a LandCruiser or Patrol would feel comfortable immediately.While it may not be able to leap tall buildings in a single bound it certainly leaps, can wade through more than half a metre of water, can climb step-ups of 406mm, and easily hits 140km/h on the main straight at Darlington Park.Off road it's a beast, but with some shortcomings. The sheer size means at times it's difficult to see the track immediately in front of the vehicle. Enginebraking for steep descents is, at best, less than average, even in low range locked in first gear. Ground clearance, entry and departure angles and ramp over are huge.Both on and off the track the vehicle's trimming groans like a sailing ship in heavy weather. But there's something about the Hummer that leaves you wanting more...more time behind the wheel.

The new-generation RAV4 is smarter, bigger, more stylish and more refined than those which paved the way for the compact SUV segment, and is more than capable of reigniting passion in the class and to reverse a slight popularity slide in recent years.Toyota boasts the RAV4 began the compact SUV juggernaut when it hit Australian roads in 1994, although Subaru would have a claim as well. It was, and has mostly been, the car for thirtysomething singles but this new "trendsetter" is a matured version and, in line with that, is expected to appeal to a more mature customer. Think young mums and dads who want from their car affordable versatility and improved efficiencies ... it's not the only demographic this car will appeal to, as young fun is very much achievable in a RAV4, but it is a big part of how Toyota will sell an estimated 1200-plus RAVs each month when it hits showrooms next week.Gone is the three-door version, but six variants of the five-door RAV4 will offer plenty of choice and a stack of features to tempt the sleeping adventurer out of many.A five-speed manual or four-speed electronically controlled automatic transmission with sporty gated shift is available in the CV, Cruiser and Cruiser L variants, all of which are powered by a 2.4-litre VVTi engine, which produces 125kW of power and 224Nm of torque. All models boast two Toyota Australia firsts – Active All-Wheel Drive and Vehicle Stability Control with steering assist. RAV4's Active All-Wheel Drive is lighter and more compact than the constant all-wheel drive on previous models – although total weight of the vehicle comes out about 140kg heavier than its predecessor.The system engages the rear wheels only when necessary for traction or cornering control. This results in reduced mechanical drag, improving fuel economy and enhanced acceleration.Toyota quotes fuel consumption figures on the new RAV4 of 9.1 litres/100km for manual versions and 9.6 litres/100km for the autos.The RAV4 has a modern, rugged styling – its larger dimensions and superb manners on bitumen suggesting it may be an appropriate alternative to larger SUVs so popular with the wanna-be-seen school-mum set. Yes, mums, you can have the look without having to haul yourselves into a monster truck. The absolute beauty of this compact SUV – which, by the way, mums, has 20 different interior storage spaces so there's no shortage of places to put the sunnies, lipsticks and whatever else it is that's needed to maintain "the look" – is its versatility.An outback trekker it is not, granted. But the RAV4 is more than capable of chewing up some of the rough stuff, as proved along private tracks to Wilpena Pound where Toyota this week launched the car.It has improved clearance over the old model – now up to 200mm – and, somewhat unexpectedly, coped well with some seriously sharp approach angles along the tracks in the Flinders Ranges. A couple of hiccups along the route had the RAV4 back to a crawl up a steep incline and through a lengthy water crossing, but it made it through.There is plenty of kit available as standard across the range or as options to make the RAV4 more than capable for the weekend warrior who wants to do a bit of fun four-wheel-driving.As standard, RAV4 has Active All-Wheel Drive, EPS, airconditioning with a dust filter, 17in wheels, projector-type low-beam headlamps, steering wheel audio controls, telescopic as well as tilt steering adjustment, one-touch remote release rear-seat fold, a hidden 90-litre under-floor storage compartment, illuminated front cup holders and ABS anti-skid brakes with electronic brakeforce distribution, and brake assist.Automatic models also can have the added assistance features of downhill and hill-start assist, the latter perhaps a bit gimmicky and too much trouble to really concern yourself with when there is a perfectly good handbrake available. The downhill assist can be a bit intrusive, the vehicle abruptly taking all braking and accelerating control from the driver when descending, but a worthy feature for those getting a feel for slightly more extreme off-road driving.The CV grade models come in at a price of $31,990 for the manual ($550 more than the old model) and $33,990 for the auto. Toyota claims customers get $2000 of extra specifications with the new models opposed to the old.The Cruiser grade is priced at $37,490 for manual (plus $2000 for the auto).It has additional features over the CV grade, including front seat side airbags and side curtain airbags (available on CV for an additional $750), vehicle stability control, traction control, hill start and downhill assist on automatic transmission models, push-button front dual climate-control airconditioning, MP3-compatible six-CD multi-changer, leather-bound steering wheel and gear knob, privacy glass, six-spoke alloys, front fog lamps, wheelarch flares and roof rails. It also has optional moonroof. RAV4 Cruiser L is the hero grade and is the first RAV in Australia with leather seat trim. It also gets leather door inserts, power driver's seat adjustment, front seat heaters and a moonroof, and is priced at $41,990 for the manual.The RAV4 is built on an all-new platform with a longer wheelbase and wider track, offering 20 per cent more interior space, including improved rear head and leg room. A compact rear suspension setup provides for 35 per cent more cargo volume than the old model, while rigidity has been improved by 76 per cent and power up by 5kW."The application of an advanced new drivetrain and system control technologies has created a RAV4 that has the best of both worlds – more space, versatility and safety combined with less environmental impact in terms of fuel use and emissions," Toyota Australia sales and marketing director David Buttner says.Toyota Australia executive chairman John Conomos says the third-generation RAV4 – a car which has sold 100,000 units since released here in 1994 – is the vehicle which will reclaim domination of the SUV segment for Australia's best-selling marque."There's never ever one moment when we're not looking over our shoulder at our competitors – they are extremely competent manufacturers we compete against," he says. "But we're expecting RAV4 to return us to market leaderships in the segment. Market leadership is what we're about."SMALL TORQUEToyota RAV4Price: CV manual $31,990, Cruiser manual $37,490, Cruiser L manual $41,990. Add $2000 for auto transmissionEngine: 2.4-litre VVTi four cylinderPower: 125kW @ 6000rpmTorque: 224Nm @ 4000rpmTransmission: Five-speed manual or electronically controlled four-speed auto with sporty gated shift, active All-Wheel DriveStandard features: Anti-skid brakes with electronic brakeforce distribution and brake assist, factory air conditioning with dust filter, rear heater ducts, cruise control, power mirrors and windows, 17in steel wheels, dual headlamps with projector-type low beam, body-coloured rear spoiler, electric power assisted steering, tilt and telescopic steering column adjustment, six-speaker MP3-compatible single CD audio, steering wheel mounted controls, three rear-seat head restraints, external temperature gauge

By no means perfect, this Aussie auto icon had plenty of good traits to outweigh the bad.An attractive beast, the Monaro had major surgery toward the end, opening up the nostrils to breathe life into its export sales.The operation changed the looks but the surgeons also made some life-altering changes underneath. The twin-pipe exhaust system allowed changes to the fuel tank's location which gave the Monaro some voice in its latter years. Although it came at the expense of cargo capacity, no one could deny the sports coupe's need to bellow a bit louder.Ever since the Monaro was resurrected by Holden, it had been anything but short on grunt ... it just didn't sound quite right.From the rear, the twin-pipes complete the look of the Monaro and a blip of the throttle at the traffic lights – pure indulgence – is followed by a crackle on over-run, before settling into a slightly lumpy idle.Not the cradle-rocking of a 1960s bent-eight, but enough to hint at the potential lurking beneath the dual-nostrilled bonnet.The Gen III 5.7-litre V8 is now generating 260kW and 500Nm in its liberated form, which is more than capable of propelling the 1692kg Monaro from standstill to the state limit in double-quick time. While Holden won't brag about performance times, around six seconds for a sprint to 100km/h is not beyond the scope of this beast.Anyone looking for coupe styling, comfortable seating for four and V8 performance of this magnitude will need to opt for German-sourced vehicles with six-figure price tags, unless Holden get the go-ahead to make another one on the VE platform.The passing of this six-speed manual gearbox may not be mourned to the same degree as the rest of the car – it has been criticised in the past for a narrow gate and a vague shift-action.The test car's gearbox is certainly better than in the first incarnation of the modern Monaro, but it remains a gearbox that requires gear changes with serious intent, not just wrist flicks.Even if you do grab the wrong ratio, it matters not with 500Nm on offer.Sweeping through the hills south-east of Adelaide allows the Monaro to show its stuff, pointing sharply (for a big car) into corners and maintaining lines reasonably well, despite rippled road surfaces. Tighter corner exits can be completed with a number of different methods – smooth and fast using the ample torque, faster and noisier using a lower gear or rougher and noisier again with the tail out ... it's your choice.Sweeping bends require little adjustment at open road cruising speeds; the coupe shifts its weight slightly, before settling into the curve and continuing on undisturbed.The brakes barely need to be brushed before a corner unless the pace is considerable, but thankfully they are the biggest stoppers yet fitted to a Holden and haul the beast to a standstill without fuss. Steering the large coupe can become something of a chore around town, with efforts slightly greater than expected.The ride reflects the suspension's aptitude in corners, being firm on the rear but most of the road shocks are within reasonable tolerance levels.The Monaro does accompany the serious pace with a corresponding appetite for unleaded, slurping an average of around 20 litres per 100km according to the trip computer during the early stages, while the novelty of the exhaust note was fresh in the mind.But a more rounded driving experience – some freeway, country road and less exuberant driving – saw the average drop to just over 16 litres per 100km used from the 70-litre tank.Still not great, but sacrifices have to be made for the benefits of driving a V8 coupe.The cabin is a comfortable place to spend some time, with leather-trimmed seating for four, keeping occupants supported, snug and well-located. A beefy sound system, climate control and extra gauges are among the cabin highlights, as well as the digital section of the instruments.The addition of a speed read-out in large numerals, to work in concert with the traditional dial, helps keep the driver well informed about the size of the fines that may be received – it is a difficult task to keep to the speed limit and time will tell if I have succeeded. Where Holden has succeeded is in providing an entertaining high-performance coupe for V8-loving drivers.It will be missed.

Look no further than the totally new Grand Carnival people mover.It arrived New Years Day and is not just a tarted-up Carnival but a brand new addition to the Kia lineup. Carnival will continue to be sold alongside Grand Carnival but there is a world of difference between the two except in price.You'll pay about $32,000 for an auto Carnival and five more for this seriously good newcomer.Ho hum, I can hear cynics say but they are wrong to snigger at this full size, handsome eight seat MPV.For starters, it runs a potent 3.8-litre, DOHC V6 petrol engine with variable valve timing kicking out a class leading 184kW/343Nm. Nothing in people mover land comes near this. Further improving matters is a five speed tiptronic automatic transmission.The older Carnival made do with much less than this but was merely a family hack whereas the Grand edges towards what could be termed a performance MPV.In addition to the extra oomph under the bonnet is an extra seat giving the Grand a total of eight adult-size pews. And theres a large boot too, not merely a token suitcase space but a whole cubic metre capable of taking perhaps four suitcases and other assorted stuff. Kia has done this by relocating the space saver spare wheel under the centre of the vehicle freeing up a deep rear space that can also be used to easily fold the rear seats flat. Fold the centre seats up against the front seats and you are looking at about four cubic metres of space. And the folding seats are all simple to operate requiring minimal effort.But the centre seats in rows two and three have only lap seat belts.Still, the new Grand Carnival passes the US NCAP test with a five star rating.That would be down to the safety cell body and strong chassis, ABS with EBD to control braking, front and side airbags, (the latter are optional here) and other primary safety equipment.The Grand is fully equipped for the money though our test vehicle was destined to carry Australian Open tennis celebs and scored extra goodies such as electrically operating side slider doors and leather upholstery neither of which you really need.A step up on climate control air is the Grands Tri-zone air-conditioning that, as the name suggests, offers three climate zones inside the vehicle. The Grand also has remote central locking, power windows all around including the side slider doors and flip out rear side windows.Theres even aircraft-style tray tables in the rear seats and roof rails are thrown in as is cruise control and multiple power outlets and cup holders.It really is a practical package offering an extremely high level of comfort for a whole tribe of people.Though driving a people mover can hardly be termed desirable, there is no cringe factor with this vehicle – it goes. Falcon and Commodore sixes would be hard pressed staying with the Grand Carnival despite its 2.0 tonne weight.The auto is a cracker sliding imperceptibly between ratios to accurately harness all available power and torque or alternately, optimizing fuel consumption.The sequential mode is excellent.And what really surprises is the Grand Carnivals ride and handling. Nothing like a "bus, this large lump sits flat and controlled through corners and feels like a sedan to drive apart from the more upright seating position.Theres a multi-link rear and strut front suspension controlling dynamics.Apart from being slightly lower, the Grand is larger all over than the Carnival including the wheelbase and track. It has an SUV look to its flanks and a corporate Kia front style.And its super quiet wafting along at cruising speed in near silence, the big Grand offers huge rear view mirrors, adjustable steering wheel, six-speaker audio and a tight turning circle.Fuel economy hovers around the 12.5 litre/ 100km mark and theres 80 litres in the tank.I have to say the new Grand Carnival was an eye opener to me as good or better than anything else in this segment at a much lower price. Good looking and well built to boot.Now there is something affordable and decent for large families to drive, hallelujah.