Articles by Staff Writers

The car comes out of Europe where the category for smart, stylish sporty coupe small cars has come on strongly. In Europe, like other Astras, this car wears Opel and Vauxhall badges. The factory in Antwerp in Belgium puts on some Holden badges and nameplates for the cars sent here – and Australian buyers are the beneficiaries.To many people, the three-door hatchback was the best looking of the now-retired TS Astra range. But this new three-door hatchback of the current AH Astra range can use the word coupe with greater justification.The Astra coupe is based on the AH Astra five-door hatchback and up to the windscreen it is the same. From there back, it becomes a whole lot more sporty, featuring a sloping roofline. This means headroom in the back seat is 44mm less than the five-door but if you were going to carry adults in the rear often and/or on long journeys, you probably wouldn't buy a small coupe in the first place.Also, there is the added concern of passengers getting into and out of the rear. A simple catch on the front seat back allows them to flip forward and, once inside, rear legroom is tolerable for this type of car.The priority given to styling also means the boot is down on space – 302 litres compared with 345 litres for the five-door hatchback. But, as we proved, it is more than enough for a long weekend away for two and can be increased by the rear seatbacks folding forward.Inside, the driver can find a suitable position helped by height-adjustable seat and steering wheel. Like many coupes, over-the-shoulder vision is impaired but the shortness of the tail makes reverse parking no problem.The heater controls are difficult to read. They are set low and angled away from the driver. Current AH Astras have the turning indicator stalk on the right but it is a touch-control and one has to get used to its sensitivity (it's easy to flash the indicators when switching on the cruise control).The Astra does not get a temperature gauge nor cup holders if you don't count the door pockets. Also, the European-made Continental Premium Contact tyres conveyed obvious road noise on Aussie coarse-surfaced roads and much preferred smoother asphalt. The coupe carries a full-size spare wheel.But that's really getting out the magnifying glass to find those quibbles. Overall, the car is a little beauty. Like all Astras, it steers well, rides well and feels well engineered – certainly not tinny.The 1.8-litre engine remains from the TS Astra. It's a good honest worker. But while it once may have been a standard-setter its 90kW is not going to give a 1300kg car exciting performance. We've driven the manual gearbox Astra and found that has a bit more go than the automatic tested here. A turbocharged hot version of the coupe is on the way.Certainly, the Astra Coupe is great value. The CD version starts at $23,490 and brings 15in alloy wheels, dual front plus side impact airbags, ABS brakes, cruise control, power windows, airconditioning and steering wheel-mounted audio controls.The CDX from $25,990 gains 16in alloy wheels, leather seats, heated front sports seats (welcome on chilly mornings when leather is otherwise cold), leather-wrap steering wheel, trip computer, six-stack CD, premium speakers and illuminated vanity mirrors.The four-speed automatic is another $2000 on each car. We drove a CDX automatic on a trip to Mt Gambier and it did it with ease and excellent fuel economy. After getting 11.5 litres/100km in tight city and Hills driving, it then sipped just 6.7 litres/100km at sightseeing speeds. Even sitting at 110km/h on the return trip, we averaged 7.6 litres/100km. The automatic needs 2750rpm at 110km/h.Astra Coupe is a fine car to drive – and to be seen in – and is very well equipped for the price. If you want the go to match the show, the more expensive 147kW SRi turbo coupe will be here next year.SMALL TORQUEHolden Astra Coupe CDXPrice: $25,990 plus $2000 for automaticEngine: Four-cylinder, dohc, 1796ccPower: 90kW @ 5600rpmTorque: 165Nm @ 3800rpmTransmission: Five-speed manual or four-speed automatic; front-wheel-driveBrakes: All discs, fronts ventilated, ABSDimensions: 4250mm long, 1753mm wide, 1435mm high; 1296kg (automatic)Wheels/tyres: (CDX) alloy 16 x 6.5; 205/55 tyresFuel: Regular unleaded, 52-litre tank; rated at 8.2 litres/100km. On test: (mostly country driving) 7.4 litres/100km

Now there are as many gears in the auto as there are stars in Liberty's NCAP crash test rating.The spec. B refers to Bilstein suspension and "big" 18in alloy wheels.At $51,000, the Spec B auto is approaching the price point of prestige European models like Benz C-Class and BMW 3-Series. But it's a whole lot more car, larger, more powerful, better mannered and just as handsome.And the flat six cylinder engine is a cracker, a smooter alternative to the turbo four in Liberty GT.Auto offers sequential shift mode, close ratio spacing and smooth shifts most of the time. Adaptive system can occasionally hold a ratio a little too long. Auto is actually $1000 less than the six speed manual. Flat six cylinder 3.0-litre engine delivers 180kW/297Nm output– has strong perform- ance across the range. Auto makes the most of engine output. Scores the full leather treatment inside plus premium McIntosh audio, climate control, electric seats and so on. Ride is firm, jiggles on rough roads but has excellent handling when pushed. Great steer- ing, excellent traction from all wheel drive system. Love the aluminium pedals and dash inserts_ adds a splash of flash. Full safety credentials including ABS with electronic brake force distribution, air bags everywhere including side curtains, double pretensioners on the front seat belts and seat belt warning lights on all seats. Roomy interior, adequate for five and a big boot. Spare is full size. Plenty of storage compartments in cabin. Electric sunroof is standard as is Momo wheel. Engine can be economical if driven carefully, hoof it and its upo there with Falconand Commodore. Dual exhausts look cool as do front driving lights. Spec. B sits lower than standard car, looks imposing standing still. Wheels are awesome.VerdictImpressive car– would have to be on the shopping list for European prestige car buyers if only to set a benchmark the Euros couldn't match for the money.

The Lamborghini Gallardo would be the quietest car in the world, if it wasn't for a massive V10 engine roaring a few centimetres behind your head.An oscillating paired set of five can-sized pistons run at blistering speed at the engine heart.Sure, you can talk about the leather, discuss intricacies of the sophisticated chassis electronics, or quantify the engineering in the massive Brembo brakes that are hand slotted and drilled to thwart any fade or slip caused by a summer's rain while one was descending the Dolomites.You may also talk of visibility from the driver's seat, the sweep of the odd-length pair of wipers when it rains, the fact that the cabin's headliner is suede, and the very Audi-like look of the sound system. Perhaps a moment to chat of seat comfort and that $400,000-plus-plus price tag.But it all comes back to the engine: almost 370kW of raw power sitting waiting at the back of your head.On the open road, one brief stab of the accelerator pedal will open Pandora's box. This is a car that erupts instantaneously, without any lag to afford the novice a chance to suck breathe and think.Play games with the Lambo and it has good cause to bite back hard. In the wrong hands, it's the teacher. In the right hands it's a peer. Just don't ever think it's the pupil. Yet, the Gallardo has a soft side.Treat it like a lady and it'll respond with accurate steering, strong low-end torque and manners that, while a long way from a Kia Rio, are compliant enough to manage a city snarl.Simply, this is one of the best cars I've ever driven in the city.Without a clutch, the $25,000 E-gear option gives relief for the left leg though invites new demons. In sympathy with the electronically operated clutch systems that sit atop a standard manual gearbox, the E-gear is at first awfully vague, grows to be clunky, and is at best a rapid-fire delivery system that can scare the undies off a driver who doesn't expect such speedy upchanges.It'll bang through the ratios as fast as you can pull up the right-side lever, plummet through the cogs at a touch of the left-side lever with a cute throttle blip on the way through.Soon it becomes a dance. Tab up on the right. Do it again, and again. Corner. Flick the left-side lever once for second gear, apply weight to the accelerator, squeak your hands over the leather steering wheel as you twist left for the corner, then right, more pressure on the throttle, click up with the right gear lever, squeeze the accelerator pedal again, sweep the wheel to the right.I know. This is not the waltz.But learn this car and it can become a well-orchestrated movement in metal.Given the Gallardo is from Italy, with German parents, and it's easy to see why it responds so well to open roads and tight city streets.Despite the awesome power and torque, the car is difficult to get off the mark.The engine will need a healthy boot to more than 2000rpm to get off the line, then all hell breaks lose. Don't pussy-foot with this baby — it can bite.Once under way it is surprisingly docile and can be putted around the city with ease.There's virtually no rear vision — Lamborghini apparently reckons you're at the front of the pack with no need to check out those trying to keep pace — yet front and side visibility are reasonable.It can be initially challenging to place on the road, or especially to park.Selecting reverse gear is by pressing a lonely button on the right-side of the dashboard.You get acquainted with a small diameter leather-rimmed steering wheel, chamfered at its lower edge so it doesn't scrape across your thighs.Get used to the idiosyncrasies of the E-gear box and the small stuff — parking in the city, dribbling into the service station, idling into McDonald's and then faced with handing your money up an extra 300mm to the cashier — becomes easier.I'll quickly inform you that it's not as hard to get into as it initially seems — bum first is the best approach — and visibility to the front is fine.General switchgear and instrumentation is standard Audi — that's who owns Lamborghini — so that means left-side indicators and left-side volume control for the audio.In standard form, the V10 is quite muted. While the Germans might be self-conscious about creating too much attention, the exhaust note is the antithesis of Italian thinking, where noise reflects bravado, macho, power.In standard form it's a rather disappointing soulless aural performance. Kitted with Lamborghini's sports exhaust — around the $6000 mark — it takes on all the aural hype to go with the speed.Drive it quick, but not too quick, and the gears can be clicked over with very little noise or thump. Hit the loud pedal and start quickly clicking up the ratios, and the Gallardo jerks into the next gear, flinging the head, letting it reveal its power.The Gallardo was built specifically to take on Ferrari.It worked, but Ferrari didn't sit idle. Ferrari was already well down the track of building the replacement for the 360.When the Gallardo — with a 5-litre V10 engine, all-wheel drive, and a 0-100km/h time of 4.2 seconds — appeared, it could better the expected performance of Ferrari's 360 replacement.So Ferrari simply dumped its new model and started from scratch. Now the latest Ferrari 430 is faster than the Gallardo with acceleration to 100km/h of a flat 4 seconds.And it does it with a V8, not a V10, and without all-wheel drive.But don't let this diminish how good the Gallardo is.That four-wheel-drive system gives a tenacious bite on the bitumen, ideal for fast motoring on winding roads and gives absolutely mind-boggling grip when the road turns wet.That's something the 430 can't match.Visually, the Gallardo shows the resemblance to an animal's hind leg as the sheet aluminium is curved over the rear wheels.Deep mesh, vertical intakes on the flanks ahead of the rear wheels introduces cool air to the engine bay, with hot air exiting through slats over the chunky rear tail-lights.It is a very strong, masculine design, though perhaps a bit clinical in its execution.Hewn, rather than carved.Most of the rear is taken up by a meshed valance, with relief offered by two fat exhaust pipes.Interestingly, Lamborghini uses black crinkle finish for the exposed engine's intake tubes.Ferrari uses the same finish, only in red.Is colour that important?

A little purple Mazda2 Maxx, that is. Mazda describes the colour as Iris Blue but purple is as purple does and so their week was perfect.They wanted to travel in the purple car, pat the purple car and own the purple car. Me? I just delighted in something that was compact yet spacious, easy to park, could fit all the shopping and, I admit it, was purple.OK, so the Mazda2 comes in colours other than Iris Blue but the truth is it would have lost none of its appeal in any other colour.Even the men of the house had to admit that the Mazda2 packs plenty into its little frame. And talking of small, the Maxx model manages to put an in-dash six-CD player, alloy wheels and a sporty rear roof spoiler in a car costing just $20,875 for the automatic.Even the next model up, the Genki, will set you back only about $22,000. My long-legged other half kept trying to tell me it was a perfect "girls' car". You know, the sort just perfect for a quick shopping fix, zipping around the city and avoiding other vehicles in tight car parks. Sounds perfect really and I noticed he was more than keen to take that little delight everywhere.The deceptively spacious design meant he had plenty of headroom and the back-seat drivers had plenty of space even behind his seat.And when they haven't come for the ride and you need extra space in the back, those back seats fold flat and move around – quite a snazzy little trick in a little baby built to please.But small doesn't mean lack of power. Mazda's long experience in building quality cars that just keep going has been put to good use. The Mazda2 comes with a 1500cc engine and is available as a manual or a four-speed activematic. Whatever that means. What it does mean is that even with a full load of passengers and picnic basket and Esky in the boot, we zipped up the Southern Expressway leaving bigger cars in our wake. Zoom-zoom goes the catchy tune and zoom-zoom we could.And popping in some fuel was a delightful surprise. Not many dollars pushed the fuel gauge on the 45-litre tank well up – and with economy on the automatic rated at about seven litres/100km, you can just keep driving that adorable little machine on and on and on.Mazda2 Maxx automaticCompact outside, but spacious insideZippy engineGreat choices of coloursLittle bit of engine noiseFamily daytrips OK but no room for a weekend awaySlightly boxy look that could date quickly

Sitting out the front of my place over the weekend, the brightly coloured CV8-Z – the last incarnation to allegedly carry the famous Monaro moniker – managed to attract more attention than any other car that I have brought home in recent memory.That includes the full gamut of Porsches, M3s and AMG-badged Benzs – most two or three times the price.I mean, people were literally pulling over and getting out of their cars to come over and a have a closer look at the car.If I'd been a bit quicker off the mark, I could have charged admission.Which begs the question: where's the business sense in stopping production of a vehicle that holds this much attraction for punters – a car that has sold six times its original quota?What prey tell was the company thinking when it made the decision?Reading between the lines, Holden will bring back the name again.But this car when it comes will most likely not be a real Monaro (whatever that is).Most likely, it will be a rebadged version of some American model, as the company looks to other divisions of the General Motors conglomerate.Certainly, production plans for the new VE Commodore slated for launch by the middle of next year do not include a coupe.And, you may have noticed, that even though the current Monaro is dubbed a VZ, the styling is still that of the old VX-shaped model on which it is based.Holden talks about "managing the life cycle" of the car, to ensure ongoing demand and continued resale value, and to preserve the car's reputation as a classic.However, Holden boss Denny Mooney admits the "Monaro means too much to Holden to not have another Monaro at some time in the future."Whatever it's future, the CV8-Z is a stunning looking car and one that has to be very collectable.At $60,490 before on-road costs, just 1200 of the runout model will be made.In terms of choice, there is only one colour worth considering and that is the bright metallic burnt orange called Fusion, a colour unique to the CV8-Z.It's a colour that screams look at me and really when you get down to it, that is what this car is about.With its bonnet scoops and menacing set of twin tailpipes, the Monaro is not what you'd call a shrinking violet.Revisions to the 5.7-litre Chevy V8 have seen power output rise to 260kW at 5600rpm and peak engine torque now 500Nm at 4000rpm, with 93 per cent of torque available across a wider rev range.That's using premium unleaded petrol but the issue of the big V8's fuel consumption is another story, with the way petrol prices have been going lately.Our test car was thankfully fitted with a six- speed manual transmission.A four-speed auto is available but not recommended for the enthusiast.Special features include a factory fitted sunroof, black bonnet scoop accents, machined 18-inch alloy wheels with one spoke embossed with the CV8-Z logo, modified rear lamps and unique gun metal chrome CV8-Z badging on the rear.Inside, you get a matching dash and leather trim.The Monaro is a fun car to drive by any standards and a fun to be seen in, but you'd have to admit that it is not the most practical means of transport.Apart from the fuel consumption which runs between 15 and 16 litres per 100km (three times that of a Toyota Prius), there's not much headroom with the sunroof fitted and the two rear seats (it seats four not five) remain difficult to access.The electric powered front seats seem to take forever to move forward (even longer in the rain) and getting in and out is still something of a gymnastic event.However, that scowl is quickly replaced by a smile when the big V8 roars to life.Given its size and weight, Monaro is more of a grand tourer than full on sports car.The box is hardly what you'd call short throw and it is not the most agile beast in tight corners, but it does sit low and there's plenty of grip from the spectacular 18-inch wheels and 235/40 series tyres.The note from the twin tailpipes is music to the ears and throttle response is deeply satisfying.Braking performance is equally impressive.Monaro might not be the quickest car in the Holden range but it is certainly the best looking one by a country mile.

The rationale behind that annoying zoom-zooming jingle is that all Mazdas have the soul of a sportscar. We can't speak for the Bravo ute or E-series van but the Mazda 2 - despite being an entry-level urban runabout lives up to the claim. The way its 1.5-litre engine turns raspy and urgent as you rev it to join a motorway, the way its automatic transmission batters against the rev limiter in manual mode rather than give up by changing up, the way it sniffs into corners like a puppy - or a Mini Cooper. Yeah, that's soul - not in James Brown quantities but more than you'd expect to find in a high-bodied $20,000 hatchback.The Mazda 2 first appeared in 2002, and was revised this year with bigger headlamps, a sports manual mode on automatic models and minor engineering changes including an electrically driven power steering pump.From the outside it now looks a little like a Ford Fiesta - which would be fitting because it shares its mechanical platform with that car. But perhaps the most significant change is a neat and appealing flick-knife style key, of the type used by Volkswagen, Audi, Mercedes-Benz and Holden in the Astra. Each key probably costs about $10 wholesale, if that, but it gives the feeling of a much more luxurious and expensive car - and it doesn't wear out your pocket lining.The 1.5-litre engine remains unchanged apart from now complying with next year's Euro 3 pollution controls. It keeps its pleasingly rorty feel, delivering its 82kW of power and 141Nm of torque, high in the range but never feels strained while puttering around at lower revs. Mazda says an electronic throttle, replacing the throttle cable of the previous model, increases torque between 1500 and 3000rpm.The four-speed automatic is one of the better examples of its kind. As mentioned, it delegates full control to the driver when the lever is pushed across to make it a four-speed manual - just like a sportscar. It's also calibrated to allow a lively launch for a small car, although a dash-mounted gear indicator shows it gets quickly into top gear if you're not in a hurry. Where many small autos feel wheezy and lethargic, the 2 is willing.Fuel use on test was a not particularly good 8.1 litres per 100km, making the point that if you want automatic in a small car you'll pay twice ? at the dealership and at the pumps.Safety is another hard sell on small cars with their price-conscious buyers. But to Mazda's credit safety equipment remains an affordable option across the Mazda 2 range with a package of side airbags, curtain airbags and ABS brakes available on all models for a modest $1150.In a refreshing change from the usual cynical practice of specifying media cars with as much optional equipment as they can stand, the test car had no ABS brakes or extra airbags. The screech that accompanied our routine 40km/h brake feel test almost made us nostalgic for the bad old days, but not something we'd tolerate when the alternative is so cheap. For what its worth, the brakes have a nice firm yet progressive pedal feel.Cabin decor lies in Siberia - halfway between Europe and Japan, in other words. Expanses of grey plastic and velour recall some dreary Mazdas from the company's lean years in the 1990s but the instrument display has a funky Italianate look, there's plenty of storage space and the controls feel substantial in use. What's more they are fully aligned for right-hand drive, a rare concession in these days of global manufacturing.The stereo looks classy and is easy to use - what more could you ask for? Actually a bit of peace and quiet to listen to it would be nice. At highway speeds the cabin of a Mazda 2 can be a lively place with the engine spinning at 3000rpm at 110km/h, a fair amount of tyre noise and the whole lot amplified by its van-like back seat and boot.That back seat can be moved fore and aft, depending on whether your priority is to transport passengers or luggage. Set fully back, the rear seat has room for adult heads and feet but is only wide enough for two full-sized people. With plenty of room around the front seats as well, the 2 is a genuine four-adult car. As well as having good space inside there's easy access through wide-opening doors.The boot is a little narrow but a serious drawback are the childseat mounting points - just inside the rear bumper. The top strap of the restraint cuts through the luggage compartment, making it useless for bulky loads - such as a pram. That pulls the pin for parents.But singletons looking for a practical yet perky little car are in luck. The 2's agility belies its wardrobe-like appearance. The steering has an immediate feel, with no ill-effects from the change from a belt-driven to an electric hydraulic pump.Handling exceeds expectations, with a flat cornering stance, impressive grip and no dramas over rough surfaces. It has something of the feel of the original Mini, which for those with long memories, is high praise indeed.It's matched with a ride which avoids the extremes of crashing and pitching that small cars are prone to. Controlled rather than cushy sums it up. Noise is more of a problem than bumping in the 2, but at least suspension doesn't contribute to the racket.If you're in the market for a small car check out this Mazda. You've nothing 2 lose.

The Spec B has been available in manual for months, but it's the auto that will more likely attract the attention of a buyer in the $50,000-plus segment.Not that I'd suggest that anyone in that buyer range had gotten soft or lazy, but constant clutch use can become tiresome even with the most delightful of gearboxes, so why not try for the best of both worlds.Plus the auto is cheaper ... and that's no misprint. The six-speed manual is a gearbox sourced from the STi-side of Subaru and it obviously comes at price.The svelte new look of the Liberty did not appeal initially, but the look has grown on most people, with the airy cabin providing a bit more space than its predecessor.This top-spec model gets plenty to talk about in the cabin – leather trim on the electrically-adjustable front sports seats sets the tone for the plush cabin. The neat red instruments, lit up beneath the darkened screen, has enthusiastic needles that swing across the dials on start-up.The red rim lighting around the instruments hints at the car's slightly evil nature by flaring up after you've turned the engine off. It's a good sort of evil, the kind of street-sleeper ability that shows little beyond the sharp alloy wheels to suggest the Suby can hit 100km/h a blink over eight seconds. The three-litre flat-six is not an STi-firecracker powerplant in the upper reaches of its rev range, nor does it possess bucket loads of torque.There's more than enough urge when the right pedal is pressed, leaping away from standstill using 180kW and 297Nm to great effect, accompanied by a nice engine note that is best appreciated with windows down.The stance is low and it has a hint of purpose, again thanks to the 18in alloy wheels, but the Bilstein suspension does more than just help the car look good on its rims, giving a well-damped ride and the ability to rip through the corners with finesse. It has plenty of grip – a given with Subaru's all-wheel drive – but the drivetrain's traction doesn't detract from the drive experience.The quality of in-car audio has grown exponentially in recent years and the top-spec Subarus are among the leaders for top-grade sound.The McIntosh sound system is first-rate, thanks to Subaru and McIntosh co-operating to make it part of the car's development, and such attention has paid off. The McIntosh system, with 13 speakers including new midrange speakers and a subwoofer, pumps out serious volume with little audible quality loss.There's no shortage of safety or comfort features – anti-lock brakes with and Electronic Brakeforce Distribution, full length side curtain airbags as well as dual front and side airbags, front seatbelts with pretensioners (double for the driver) and load limiters. The driver also gets a tilt-adjustable steering column, with climate control, cruise control, power-adjustable driver's and front passenger seat, sunroof, Momo leather-trimmed steering wheel, trip computer, power mirrors and windows among the standard fare. The Liberty Spec B auto is listed at $50,990 – $1000 less than the model equipped with the STi-sourced six-speed manual gearbox. It's also about $4000 less than the Liberty GT, without losing out terribly in the performance stakes, not to mention the probable lower insurance premiums.Subaru aims this Liberty at the most obvious mid-sized competition – the upcoming Mazda6 MPS – with the prestige German marques of BMW, Mercedes-Benz and Audi also listed as targets.The quality of the cabin as well as the impressive on-road behaviour suggests that this particular Liberty model will go a long way to pinching owners from all of the above.SMALL TORQUESubaru Liberty 3.0R Spec B AutoPrice: $50,990Engine: Three-litre DOHC flat-six with Active Valve Control System (AVCS) and Variable Valve LiftPower: 180kW at 6600rpmTorque: 297Nm at 4200rpmFuel consumption: Claimed combined consumption 11.1 litres/100kmPerformance: 0-100km/h 8.2 seconds, top speed 243km/hBrakes: 310mm ventilated front discs and 290mm ventilated rear discs, with ABS and EBD

And you need a cowboy hat, of course. No HiLux worth its salt would be seen being driven by someone not in a cowboy hat.OK, that part's not true. You don't have to be a cowboy but it is fun to play dress-ups. But it's not as though you're roughing it in a HiLux – they are built with comfort and looks in mind.This is no clapped-out ute. This is a sleek, classy vehicle that just happens to have a tray on the back and be much bigger than the other cars on the road.The chrome trim looks awesome and the inside could not be more comfortable. All the mod cons are at your disposal. And there's another benefit to the HiLux ... it's a boy magnet.Fellas find out you're driving one and everyone wants to come to check out your car.Sadly, next to this beast, you pale into insignificance.You can preen and pose all you like but the guys are only interested in torque, pull and acceleration.Funny thing about having a ute. All of a sudden you're everyone's best friend ... then it hits you – they want you for your car and its ability to fit stuff in it. I only had the car for a few days, yet I still found myself helping a friend move house.Like the perfect accessory, the HiLux goes with everything. You can dress it up or down. Chuck a kelpie in the back (chained up, of course) and its the perfect knock-around machine.But put on your little black number and the HiLux steps up a notch.The HiLux ads show cars getting out of its way and while the shower head at Semaphore didn't bend Uri Geller-style at my passing, traffic certainly does clear out for you. It may have something to do with the sheer size of you. It's a big car. My little Ford Fiesta looked hilarious beside it in the driveway ... talk about a size complex.But, I have to admit, I did find the massiveness of the HiLux a bit of a pain at times.Finding a car park at Marion shopping centre on a Thursday night is hard enough without having to find one HiLux-sized.But, like all fashion accessories, sacrifices have to be made.And the extra time in the car park does give you more of a chance to make eyes at that cute boy checking you out ... no, it's the car he's looking at, isn't it? Well, I'll take whatever looks come my way.LOVE IT LEAVE ITToyota Hilux 4x2 V6 Extra Cab SR5Price: $37,420LOVE ITRIDE 'em, cowboy. This not-so-little baby is just plain fun. It takes you back to your dress-ups days, running around the back yard on your hobby horseLEAVE ITSIZE isn't everything but it does matter ... finding parks long and wide enough can be a problem as can getting into tight parking spots.

Most importantly, at last there's now an optional turbo-diesel engine and it is not too thirsty. Nissan's timing in finally giving the Pathfinder a fuel-frugal turbo-diesel is perfect.An 80-litre tank gives the oil-burner Pathfinder a range of well over 750km around the city, something that might even impress Federal Treasurer Peter Costello, who last week, wearing his Einstein hat, predicted rising fuel prices would see families turn to smaller, more fuel-efficient cars. Sorry, Mr Treasurer, this "gas guzzler" is lighter on fuel than many family cars.The company says the 2.5-litre common-rail turbo-diesel will return 9 litres/100km (manual) and 10.1 litres/100km (auto). This seems easily achievable after a week driving the entry-level manual version around southern Queensland.Pathfinders hadn't changed much since their introduction in 1995 and had fallen behind the medium-size 4x4 pack mostly because of the uninspiring 3.3-litre petrol engine. The original Pathfinder was based on a ute, and, although a comfortable family wagon, lost ground to Prado, Pajero and Discovery, which were designed as passenger vehicles. Its off-road ability was OK but nothing to write home about.Not any more. It's wider, longer, taller and has a longer wheelbase (2850mm, up 150mm) than the model it replaces. Both engines are new. Instead of five people, it can carry seven, preferably for short distances only. It also has the muscle to tow a decent sized boat or horse float (3000kg braked).It's priced from $44,990 for the manual ST diesel, neck-and-neck with Toyota's Prado GX diesel, about $5000 less than the comparable Pajero and a whopping $7500 more than Hyundai's Terracan CRDi. Automatic is a $3000 option on all Pathfinder diesels. The ST 4-litre petrol V6 starts at $47,990, the higher specified ST-L diesel at $48,990 and the V6 ST-L petrol $51,990. The flagship Ti V6 petrol is priced from $58,990.The diesel engine puts out 128kW @ 4000 rpm and a handy 403Nm @ 2000 rpm and is available with a new six-speed manual transmission or the five-speed automatic. It's a willing performer at all speeds, although we found the manual gear change a little vague at times, accidentally choosing fifth instead of third. So flexible is the engine that this error caused no fuss; it simply pulled away smoothly.The engine is related to the 2.2-litre engine found in European variants of the X-Trail compact 4x4 and is almost all new. It has twin overhead camshafts with 16 valves, common-rail direct fuel injection and displaces 2488cc. Turbocharged and intercooled, it develops 128kW and 403Nm of torque, which peaks at 2000 rpm.At idle, you are aware it is a not a petrol engine, but at highway speeds the muffled rattle up front becomes a reassuring hum.This Pathfinder has a full ladder chassis, which some see as the mark of a "true" 4x4. The cost may be a less refined ride on rough surfaces but generally the Pathfinder handled ruts and corrugations without fuss. There was very little kickback through the precise (rack and pinion) steering.A brief off-road trip left no doubt that this is a much more competent Pathfinder. Low-range first is a true crawling gear and throttle response is good for careful manoeuvring. Overall ground clearance is up 11mm to 211mm. Approach and departure angles are also better at 33 and 26 degrees.Purists may sneer at "all-mode" 4x4 systems operated by rotary switches but for the average driver, the latest version of Nissan's system takes all the hard work (read "fun"?) out of choosing how to cross difficult terrain. Electronics take care of all traction needs and low range gears for off-road work, offering Auto, 2WD, 4WD (Hi) and 4WD (Lo). All modes can be accessed on the move, except 4WD (Lo) , for which you have to stop.For everyday use, the switch is left in either Auto or 2WD mode. When locked in 2WD or when the roads are dry and the system is in Auto, the vehicle operates in rear-wheel-drive only, saving fuel.The temptation is to leave it in Auto mode, in which electronic sensors constantly monitor wheel slippage and automatically send signals to the hydraulically activated multi-plate clutch, mounted ahead of the rear axle, to apportion torque correctly. When no slippage is detected, the system distributes the torque 0:100 front to rear, but this can change in any proportion up to 50:50 if the going gets too slippery.We tried, unsuccessfully, to fool the system and spin one or two wheels, which, on sand, means you can go down to your axles. It does the job well.Standard on the entry ST diesel are 16-inch alloys, air-conditioning, ABS, dual airbags, remote central locking, electric mirrors and windows, cruise control and a reasonably good CD stereo.Finish on the Spanish-built Pathfinder was very good and the clear instruments were welcomed by one driver who needs spectacles to read but drives without them. He wondered why vehicle makers don't offer an optional stick-on lens that magnifies instrumentation, like those available for some camera viewfinders.The front seats were supportive, if a little firm for some passengers. One middle-row passenger also got squirmy after an hour on the road. Back row is for kids only, and light ones at that.As in the previous Pathfinder, seating and luggage space options are very flexible. Nissan claims 64 seat/cargo variations and we believe them. Any handyman who has tried to fit timber in the family car will appreciate a fold-flat front passenger seat, which allows a load length of 2.8m.Despite its apparent size, the Pathfinder is easy to drive around the city and suburbs.Rear visibility is better than in most 4x4s.The turning circle of 11.9m (up 0.5m on the previous model and the biggest in the class) is not a problem if you remember.In summary, the diesel Pathfinder was worth the wait.It is a nimbler, more economical option to a big 4x4, yet has most of the appeal of the big boys.Around town it's easy to handle and park; on the highway you set the excellent cruise control, sit back and enjoy the fuel economy.And Pathfinder owners no longer have to suffer the sneers off-road

Long ago, my very practical, motor-minded father talked me out of buying a zippy little Alfasud as my first car – explaining that reliability was not assured but expensive maintenance and repair costs were.Fast-forward to now and after just a short cruise as a passenger in the Alfa Romeo's 166, he was more than willing to give it the thumbs up.And why not? The surge of power when you put the foot down ... the sexy styling ... the purr of the engine assure an Italian love affair which could go on and on.Be still, my beating heart ... or at least be practical.Alfa Romeo is known for small, sporty, sexy cars aimed at the child-free brigade. Nothing family-friendly there, you'd think, except that the 166 has excellent back-seat space, four doors and a deceptively roomy boot to accommodate a family. And the accommodation is premium. Outside, you just know it's an Alfa from that triangular grille and the badge.Alfa Romeo has concentrated on sleek and sexy curves.Inside are leather seats and one of the best wrap-around driver consoles to be found. Those leather seats are heated – fantastic on a cold Sunday morning – and the console has satellite navigation, a built-in phone and even a pollen filter. More comfort than the lounge at home.Even the compact key comes with a slick little flick-switch to pop the key open. The long-held question – was this Alfa Romeo desire just a warm fuzzy memory – had been answered. This is a fabulous motor car.All of those features and the feeling of being ruler of the road comes at a price, of course (think practical, girl).At $84,950, this is a love affair for the well heeled, although the price buys a supreme drive and every possible feature.Not a huge amount of storage and not a proper-shaped cup holder to be found. But when you're spending that much on a car, just stop for the latte.LOVE IT LEAVE ITAlfa Romeo 166Three-litre, 24-valve V6 automaticPrice: $84,950LOVE ITStyling, power, comfort, handling ... where do you stop? Side mirrors which fold back in at the push of a switch to get out of tight spacesLEAVE ITTo be entirely practical ... that's a lot of money for a motor car