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The CR-V hit the ground running and was one of the first of a new generation of four-wheel drives conceived to suit people who rarely pass the city limits.Honda's entry was based on its Civic small car, but had a smart looking wagon body that promised performance in the bush, even if it never got that far.Inside it was comfortable, had a walk through facility to move from the front seats back to sort out troublesome kids, and a 50/50 split-fold rear seat for greater flexibility.Power from launch was from a 2.0-litre double overhead camshaft fuel-injected four cylinder engine, which produced 94 kW at 5500 rpm. An update in 1999 saw power climb to 108 kW and torque to 182 Nm.Transmissions on offer were a four-speed manual and four-speed auto.The CR-V's four-wheel drive system comes into play only when it detects the front wheels are slipping, and it then directs drive to the rear wheels so it's a part-time or on-demand system, but it still has to carry the extra driveline gear which soaks up fuel.In reality, it's designed to cope with slippery roads, and unsealed bush tracks, as long as you don't head too far off the beaten track.The Honda's suspension was on the soft side and it would soak up bumps with ease, but it lost out a little on the handling side, wanting to lurch into typical front-wheel drive understeer when pressed in corners.Power steering was standard, but it had drum rear brakes and ABS wasn't available on the base model.Honda initially offered the Wagon, which had steel wheels, grey bumpers, standard airconditioning, remote central locking, dual airbags, power windows and mirrors, and an immobiliser. In 1998 it was joined by a 50th Anniversary model, which also had ABS, alloy wheels and a roof rack.An upgrade in 1999 saw the arrival of the Sport model with standard ABS, alloys, sunroof and picnic tables.In 2001 there was also a limited edition Sport Classic model which had all of the above and a CD stacker.There isn't much underbody protection on the CR-V, so take a good look underneath for damage to brackets, body panels and suspension components from being driven off-road.Most will have stayed on the black top, so won't have any visible damage. Walk away from any car that looks as though it has been used extensively off-road and look for one that has been used in town.It's important to look for a service record. Hondas don't handle poor servicing well, so make sure of regular servicing, preferably by a Honda dealer or specialist.Hondas are generally sound and well built so give little trouble in service, but listen for knocks and clunks from the suspension while driving,and any grinding noises while turning or braking.Interior trim generally stands up well in service, but look for the usual wear on seat bolsters from rubbing as people enter and exit the vehicle.The CR-V rates well in real life crashes. The recent used car survey revealed it performed well above the average. Its unitary body construction and dual front airbags no doubt contribute to its crashworthiness.

And in a move sure to make the baby Benz even more attractive, the starting price is around $30,000 for the entry-level A150.When the A-Class was launched eight years ago as a city getabout, it never quite lived up to its pre-release hype. Even a midlife suspension upgrade along with electronic stability control did little to drive sales.At the height of the first generation's popularity with Australian buyers, it was selling about 1000 units annually.Now the second generation promises to deliver the German car maker a bigger slice of the singles and small family car market.The A-Class is now available in two bigger body styles (three or five doors), three engine options (A150, A170 or A200) and three trim levels (Classic, Avantgarde and Elegance), and, later this year, Mercedes-Benz will unveil a new turbocharged version of the two-litre motor. Safety plays a big part in the Benz master plan for the A-Class and the car maker has been rewarded with a European NCAP five-star crash-test rating.With the engine and transmission tucked away under the floor, the mechanicals slide down and away from the interior in the event of a front-on crash.The vehicle's "sandwich" construction delivers the A-Class a bigger front-end crash crumple zone when compared with other vehicles in its class – and because the driver and passenger seating positions are elevated, there's more protection in the event of a side impact, according to the car maker.The safety package goes further, with seat-belt tensioners and adaptive belt force limiters, two-stage adaptive front airbags and side and window airbags to provide added protection for heads and upper bodies.The electronic and mechanical safety package includes ABS brakes with brake assist and stability control.The A-Class is a bigger car now – longer by 323mm and 45mm wider. This translates into more interior room and there is ample space to accommodate four or five people. Mercedes-Benz says the boot capacity is up by 15 per cent to 435 litres. With the seats in place, cargo room is adequate, but lay the rear seats flat, or remove them along with the front passenger seat, and the interior takes on a new dimension.Mercedes-Benz says the rear luggage area then expands to accommodate cargo measuring up to 2.75m (it will easily fit a bicycle) and can carry up to 1995 litres.On test was the A200 Elegance fitted with a range of high-end options, including the new continuously variable automatic transmission (Autotronic), satellite navigation and sun roof. Mercedes-Benz says the upgraded four-cylinder engine generates up to 13 per cent more power than the previous motor. The baby Benz scoots up to 100km from zero in a tick under 10 seconds and has a claimed top speed of about 200km/h.The new auto transmission is a first for Mercedes-Benz and delivers seamless acceleration. Unlike a traditional automatic, there is no discernible up or down shifting, but if there is a need to dictate terms, a manual mode is available.From the elevated driving position, there's good all-round vision and all controls, including the optional Thermotronic climate control system, are within easy reach.It was difficult to judge the effectiveness of the automatic windscreen wipers because it was rain-free during the test, but the come-on-as-needed headlights are worthwhile, particularly when driving into a dimly lit parking station. While you'd expect to easily slot a car of the A-Class's size into a parking space, the sharp wedge-shaped front makes it difficult to judge the whereabouts of the front bumper. Optional park assist on the test car overcomes the possibility of scratching the paintwork.Mercedes-Benz says its new engines are more fuel-efficient, using up to 10 per cent less fuel than the previous range.With a fuel-tank capacity of 54 litres, Mercedes-Benz says the A200 has a combined city/country consumption rate of 7.2 litres/100km, giving it a cruising range of more than 700km between fillups.SMALL TORQUEMercedes-Benz A200 ElegancePrice: From $42,900Engine: Two-litre, four cylindersPower: 100kW at 5750rpmTorque: 185Nm between 3500rpm and 4000rpmTransmission: Continuously variable automatic. Front-wheel driveWheels: 16in alloysSuspension: Front: Coil springs, twin-tube gas-pressure shock absorbers, anti-roll bar. Rear: Parabolic axleBrakes: Discs front and rear, ABS and brake assistanceWeight: 1270kgFuel consumption: 7.2 litres/100km.

Yes, I'll admit. I've started thinking like a responsible adult. It happened after I picked up the Holden Adventra CX6 and found a bigger car was not necessarily a bad thing. Especially when there's serious luxury involved.Maybe it was the DVD player (add $1749) in the back seat, the Bluetooth technology or the car fridge (add $1100) that swayed me. Maybe it was the roomy interior. Or perhaps it was the thought of the three children I had to deliver to a fifth birthday party at Victor Harbor, knowing they wouldn't be as content in my own little hatch.Yes, the CX6 has something to keep the whole family happy. DVD for the kids, beer fridge, music controls on the steering.It was about then I realised a big crossover vehicle like this, in Shanghai red, could also be stylish.I wouldn't have to give up good looks just for safety or space.Safety is built in. Front and side curtain airbags, reversing sensors, which are a must on a long vehicle like this, and warning bells for the lights and seat belts are conscientious inclusions. This off-roader, with its grippy 16in all-terrain tyres, roo bar, nudge bar, roof racks etc, is very much a sports utility that happens to have a plush, intelligent interior. That intelligence was tested on a trip to Golden Grove, on a mission that was very much thinking of another, yet-to-be-born little person. This was an adventure for an expectant friend.Luckily, we had satellite navigation. Or so we thought.In the CBD, the sat-nav lady, whom I christened Matilda, seemed a bit confused. Out of its bounds, she was more lucid, although we suspected she was taking us the long way. Driving-wise, the car's length bothered me as I changed lanes in built-up traffic on unfamiliar roads – and although it is a V6, I found it sluggish on takeoff.I had to be heavy on the accelerator to get it moving – but once it was away, it was a fluid, easy ride. On the open road, like the trip to Victor, it was effortless driving.Unfortunately, at times the power steering felt hard going and I had to make a real effort to direct the CX6's long body.Lifting the rear door was also a challenge, needing a firm effort; not good for someone opening and closing it frequently.LOVE IT LEAVE ITHolden Adventra CX6Priced from $46,990LOVE ITSPACIOUS, practical, yet still luxurious. Double locking system on the doors is excellent for night safety. Cup holders that fold away.LEAVE ITTHE electronic fuel reading and fuel economy. There is cause for alarm when a car tells you there is 0km until empty even though you added fuel yesterday. Warning bells screaming "low fuel" made me panic.

Although slightly slab-sided from the rear three-quarter view, the chromed sports roll bar and side-steps (which seem a little vulnerable to damage in off-road scenarios) give it a macho look.It's no shrinking violet – now 5255mm long, 1835mm wide, 1805mm tall and sitting on a 3085mm wheelbase, the seventh-generation Hilux also boasts 215mm of ground clearance.A five-speed manual gearbox directs drive to a fairly conventional part-time 4WD system, although the driver has a bit of a stretch to engage the front wheels.The first downpour on dusty, oily roads meant the system needed to be employed before any dirt tracks were sought, as the loadless leaf-sprung rear end moved like a pendulum. The specs sheet lists a rear limited-slip diff as standard but the amount of spinning from the rear wheels in wet conditions suggests it has its work cut out.Without a load in the rear, the leaf springs don't provide the greatest ride quality, but under a bit of load it improves, getting closer to relatively civilised front-end suspension and steering behaviour.The front end is now held up by a new coil-spring double-wishbone front suspension system, with a ball-joint mounted stabiliser bar.Combined with the new power-assisted rack and pinion steering, pointing the Hilux around suburban streets or open road corners is a smoother operation.Getting the Hilux a little bit dirty showed there's plenty of scope for rock-hopping and slithering with confidence in muddy conditions. The road-biased tyres might have some limitations but the suspension and steering allow the driver to easily negotiate tricky tracks without too much concern.It's a comfortable cabin in which to work, with the dicky seats providing the option for two extra occupants, but strictly for short journies.Instrumentation looks more like the dials from a luxury Lexus than something for a workhorse.For something that purports to workhorse tendencies, the SR5 Hilux extra-cab copes well with daily duties without giving occupants a stiff neck or a sore back.SMALL TORQUEPower gamesTHE four-litre V6 petrol engine generates 175kW of power and 343Nm of torque in the Hilux, down slightly on the output it produces when powering the Prado wagon. The 24-valve DOHC V6 is tuned to run on normal ULP and lays claim to a fuel consumption of 13.1 litres/100km. The four-litre motor is expected to account for more than 40 per cent of Hilux sales.Fancy featuresAMONG the features list for the top-spec Hilux are 15in alloy wheels, dual airbags, body-coloured front bumper and grille, a chromed sports bar and rear bumper, chrome door handles, power windows and mirrors, anti-lock brakes and body-coloured wheel arch flares. The workhorse also gets airconditioning and in-dash CD sound system.Record runTHE Hilux 4x4 rocketed to the top of its market segment with a May record of 1501 sales, beating its previous best of 1461, set in 1984.

We put the F6 Typhoon turbo sedan up against the latest from Holden Special Vehicles, the Dealer Team Spec Clubsport, and it won.Not by much, but it was our choice for our work in our world.Now we have driven the F6 Tornado ute and it, too, is a winner.It's the sort of ute that will be great for play-after-work use, or for people who have discovered that two-door traymobiles are actually the sports cars of the 21st century.The Tornado is very quick, surprisingly composed, and better in some ways than the Falcon GT at the top of the FPV tree.How? It has only two seats and the rear suspension is old-fashioned, but its combination of easy cruising with full-on fun is easier to live with than the GT V8's hard-edged charge.In many ways, the latest developments from FPV mirror the XR situation at Ford.That should be obvious, because Prodrive Engineering does the hot car work at both levels and the compare-and-contrast gear in the F6 and GT line-ups works in much the same way as the turbo XR6 against the V8-powered XR8s.With the F6 Tornado, we began our week-long trial with memories of clutch trouble that parked the F6 cars for three months.A silly little washer caused a series of clutch failures and led to significant re-engineering work that delayed development, sales and deliveries of the cars.FPV says that is all done and gone now, and that it has sold 160 Typhoon sedans and delivered 19 Tornado utes in the first two weeks since the newcomer moved into showrooms.The ute is an all-points performance vehicle, with 270kW engine, limited-slip differential, performance brakes, 18-inch alloy wheels, sports-tuned suspension and even seat trim that matches the egg-crate look in the grille.The most popular option on the $51,950 Tornado is the Brembo brake package, which really grabs but adds $5950 to the price.The heart of the Tornado is the F6 — it's for Forced Six — engine, which steps well up from a regulation XR6 inline turbo.Boost pressure is lifted 50 per cent and the result is the 270kW and 550 Nm in a flat line from 2000-4250 revs.FPV says the torque output is the best for any locally made motor.The gearbox is the latest six-speed Tremec T56 manual. The pack also includes a 100-watt CD sound system, electric windows, twin airbags and airconditioning.There is a body kit, a plaque with FPV build number, sports seats with suede-style trim and FPV inserts in the instruments.It's a good deal for the dollars, though the basic Tornado gets only a soft tonneau cover.ON THE ROADIT IS easy to get going with the F6 Tornado. And the going is easy, right up to when you want to really get going.That's the best thing about the FPV ute. It's not full-on all the time. It can be surprisingly relaxed if you are easing down the highway or hauling a dirt bike in the tray.The seats are great, especially the fabric, and the sound system has six speakers.It is the most car-like ute we have driven, even with leaf springs in the rear. FPV has done a great job tuning the set-up. It's not just a hunker-down job with no refinement.It is nicely compliant and gives good grip, with a slight front-end push in most corners, though sometimes the car gets a bouncy hop happening over broken surfaces or if you push hard through a bump.The styling of the Tornado is predictable and successful. The best thing is the huge silver intercooler in the nose. It is just the sort of brag you need to go up against a Subaru STI or a Lancer Evo. The look has been snitched from the Japanese hooters.The front spoiler, though, is a bit vulnerable and the F6 really needs a hard cover to finish off the back end.FPV says the carrying capacity is the same as the XR ute at 543kg, a load limited by the grippy low-profile Dunlops.The turbocharged six always feels strong. There is real push from as little as 2000 revs and it surges from 4000 before turning manic about 6000.It comes from the combination of big-six capacity and a classy turbo.But it can be a handful in the wet. There is no traction control and you have to take it easy to prevent the back end starting to wave. A bit of a slide can be fun when you're on a fun run, but not on the way to work.We hate the standard Falcon steering wheel in the F6. It deserves better. The extra dials look silly, particularly with no calibration on the turbo boost gauge, and the starter button is hard to use and a piece of frippery.But the headlamps are excellent, the ute is easy to park, and it will carry a load without getting upset or fussed.THE BOTTOM LINEA seriously quick car, but you can also lope along in it without stress, a combination reflected in our fuel consumption of 12.3litres/100km. There are some small glitches, and we hate the standard Falcon steering wheel, but it's a sports-car drive with working-class roots.

But they flow without contradiction to describe the latest addition to the Mercedes-Benz class structure which has finally arrived in Australia.Welcome to the CLS Class.The sleek coupe styling of the four-door sedan prompted its engineers to dub it the "Jag fighter" for its similarities to the swooping lines of the S Type. Here lies the emotion.Its high hips and low brow line create an almost "chopped" 1950s hot-rod style roof that sits slit-eyed on arcs that bend all the way from front to back and leave a rear impression somewhere between an AU Falcon and an S Type.DaimlerChrysler Australia general manager Horst von Sanden said the CLS continued a trend towards "emotional design"."About 10 years ago, since we launched our new product range, emotion has become more important to us," he said."CLS is the most emotional car we have launched. It's an interpretation of Mercedes-Benz that we have not experienced before."Its design is recognition of other cars like Italian vehicles. But we wanted practicality and emotion."The practical side is the four doors and generous dimensions; at least generous in coupe circles. The CLS concept was unveiled in September at the Frankfurt Motor Show."Some people criticised us saying it is impossible to mix coupe lines with a four-door sedan, but it only matters what our customers think. The huge number of forward orders shows that people are getting excited about the combination of sedan and coupe," von Sanden said.Mercedes expects to sell about 400 cars this year and boasts that they have already received 190 orders, with some paying a deposit, and 70 already delivered last week.After the launch in Cairns in the wet tropics last week, a CLS was left at the Ireland Mercedes-Benz dealership and two orders were written on the Saturday.The CLS arrives as the V8 CLS 500 and the supercharged V8, the CLS55 AMG. A V6 CLS 350 will follow in a few months due to limited production volumes in Germany.Mercedes expects to sell 65 per cent CLS 500 and 15 per cent CLS 350 this year, with the V6 doubling next year to 30 per cent while the AMG model will remain at 20 per cent."We have ordered all we can get," von Sanden said. "If customer expectation exceeds demand, we can get more next year. There are not many early orders for the 350."Von Sanden said he expected 40 per cent of CLS buyers — mostly male, aged 45-55 — to be new to Mercedes, with customers coming from BMW, Audi and other European brands."Audi A6 has taken some sales from us, but the CLS will take them back," said von Sanden who sees competitors as the BMW 645i and 545i, Audi A6 and Jaguar S Type.The new CLS is based on the E Class. It has the same wheelbase, but is lighter, longer, with a wider track and bigger wheels and tyres.Inside, there is real burr walnut finishing and a now-familiar Benz chronometer-look instrumentation.In standard trim, it is a technologically packed vehicle, but it can also be optioned up with features from the S Class.For all its technological advances, there is nothing new about the CLS except for its stylish packaging.It features air suspension (optional on the V6), seven-speed auto (in the 350 and 500), optional dynamic contour seating that modifies for G forces as well as massaging the back, plus many other devices already featured throughout the Benz range.The AMG model has a five-speed transmission. The seven-speed is not needed because of its 700Nm of torque.It is distinguished in the front by a wider grille to accommodate the extra air flow needed for a separate radiator underneath the main radiator which cools the supercharger hidden in the V of the block.In the rear, it is easily identified by dual chrome tailpipes.On the road, there is little noise or body roll and a general feeling of safety. Computerised intervention in drive and braking holds the car safely away from the dangerous cliffs in the hill climb behind Cairns.An enthusiastic descent from those hills brought on the "Brakes overheated. Drive carefully" warning light on the instrument panel, yet there was no hint of brake fade. And as soon as we hit the sugarcane fields of the plains below, the brakes cooled and the warning disappeared.The CLS 500 sports the lusty V8 from the S Class and SL Roadster. Power delivery is so linear, it dissipates the feeling of acceleration.And compared with the supercharged AMG version, it almost feels as if it's standing still, especially when a CLS 55 roars past with those quad tailpipes crackling their fearsome roar.On song, that roar is designed to echo throughout the cabin with a joyous chorus, but at cruising speed, it becomes subdued and unintrusive, while the air suspension drops 15mm to hug the road tight.The taut chassis and body is constructed with lightweight, high-strength steel and aluminium, with front and rear sections bolted on, rather than welded, for ease of replacement in a crash.Aluminium "crash boxes" front and rear absorb impact and are simply thrown away and replaced, reducing costs of repair.

But there's no doubting the GS430's technological credibility – the engineers have crammed more into the GS than any Lexus.A touch of the door handle opens the car and as the cabin is entered there's a sense of either snugness or claustrophobia.But it's a quiet ambience that is barely disturbed as the engine start button is hit.The dulcet tones of the creamy V8 are only a distant reminder the engine is idling; the cabin is so well insulated it is a little eerie.The electrically adjustable leather seats, which are also heated or cooled, are comfortable for long hauls but taller occupants may require more range of movement away from the roofline.Getting under way at anything from regal/sedate to bank-robbery-departure pace is nonchalantly completed. The V8 is hooked up to a super-smooth six-speed auto, but only at full revs is there anything other than minimal engine noise within the cabin.Which is a shame as the motor makes such sweet music – the 4.3-litre 90-degree V8 generates 208kW of power at 5600rpm and 417Nm of torque at 3500rpm, outputs which Lexus claims gets the 1695kg sedan from zero to 100km/h in 6.1 seconds, on the way to a 14.4 second 400m sprint and an electronically limited top speed of 250km/h.The company also claims an average fuel consumption figure of 11.4 litres/100km. My time in the GS yielded 13.3 litres/100km, which included plenty of open road work as well as more than a touch of harder work to enjoy the engine note.Using the manual shift will allow more V8 music to be heard – if you want to bounce it off the limiter, the gearbox will comply as there's no override.Cruising on country roads offered the chance to play with the adaptive damping system, which offers normal and sport modes.Most Lexus owners will rarely flick the switch to sport as the standard setting is firmly damped anyway, but the brand's younger target audience might prefer it.In sport mode, the GS430 tightens up, with more body control immediately noticeable, allowing the GS to be hunted through corners with enthusiasm. Although it still feels like a big car, the variable-ratio power-assisted steering system makes life easier in terms of lock-to-lock movement.Bringing the cruise to a halt in a hurry is easily achieved with the large brakes and clever electronics, but smooth day-to-day braking requires some practice, as the brake-by-wire system provides little pedal feel.The steering system is part of the cutting-edge stability and traction control systems – Vehicle Dynamics Integrated Management (VDIM) in Lexus terminology – which assists the driver in emergency situations by increasing or decreasing steering assistance as well as influencing braking and power delivery.The safety technology list also includes a pre-collision system that prepares the seat belt pre-tensioners and has 10 airbags, including dual front-seat knee airbags.The GS430 radar-controlled active cruise control system works behind other vehicles but lacks the ability to hold a speed when there is no other traffic on a downhill grade.Night driving showed one of the car's strengths – the adaptive front headlights work unobtrusively but are effective.The 14-speaker Mark Levinson sound system provides crystal-clear, rich and loud sounds.The GS430 equipment list is extensive, as you would expect – a fully trimmed leather interior, the smart keyless entry system, stability control, a handy rear-view camera, Bluetooth mobile phone system, 10 airbags and adaptive front headlights.There are also 18in alloys, satellite navigation, the Mark Levinson sound system, pre-crash safety system, radar-controlled active cruise control, parking sonar and the sunroof.The VDIM safety system, the adaptive suspension system and the variable ratio steering round out the features highlights.The GS430 is a keenly priced competitor in its segment, undercutting its German V8 competition by more than $20,000 and the V8-powered Jaguar representative by more than $35,000.

But we needed a big car for a big job – an outback adventure to Leigh Creek and beyond.We had to have something with grunt (at least thought we did) to tackle the outback roads; a car that could make the distance and keep us in relative comfort but one that could go the extra mile if the going got tough.And what a champion the Triton was – like going in to battle with a gladiator by your side. It's a big, beefy beast with a three-litre V6 engine under the bonnet.(An intercooled turbocharged 2.8-litre diesel is also available and mention of this to the bush blokes had them all grunting approval.)As it was, the few dirt roads we tackled weren't so bad but the Triton made mincemeat of the odd corrugation and danced over floodway dips. We didn't even need the 4WD option.And it makes you feel safe – the chunky design, big bull-bar and sitting up high with a good view of the road. The Triton is built to carry loads – a week-day workhorse perfect for tradesmen. But in our case it was loaded with luggage instead of a commercial cargo.On or off the road, the Triton handles well, although without a heavy load in the back, the ride is pretty bumpy.But bounce is not all bad. It just made for a few laughs along the way.Inside the Triton is just as butch as the gun-metal grey exterior.The black sporty colour scheme looks great and there are just enough compartments to get by. But would you believe they were filled with bits for all the blokes on board.On the comfort side, the Triton is not bad. Front seats are firm but comfortable and adjustable. The back seats are a different story with just one position – upright – so you need a few pillows to get you through a day's driving.One major complaint: the Triton, a titan on the road, has two of the wussiest cup holders I've ever seen and they are in the worst spot.Pull out a thin panel on the dash and out they pop. But if you actually use them, all those important things you need on a long trip like airconditioning controls, the radio and CD, even the clock, are blocked.Go over a bump or put the brakes on hard and you could end up with goo all over the instrument panel.Where's a bloke supposed to put his iced coffee?Triton GLX-R, three-litre V6 petrol, five-speed manualTRUSTY steed. The bouncy ride was better than taking a roller coaster at Dreamworld.MISSED cruise control.No cup holders in back.Soaked up petrol like a sponge.Tackling dirt roads means dust gets into everything in the back.

The all-wheel-drive Commodore station wagon was a quick response to the Ford Territory. So quick, in fact, that it beat the Territory release by several months.But its Cross Trac AWD system won over judges in the 2003 Courier-Mail Car of the Year awards to win the recreational vehicle category. Yet, it failed to ignite consumer interest anywhere near the levels of the Territory, which also usurped its position in the annual awards.Holden had hoped the introduction this year of the new Alloytec V6 engine would win buyers concerned about the original fuel guzzling V8.Yet that has not been the case. In the first four months of 2005 Adventra sold 367 units, compared with 850 in the corresponding time last year. Meanwhile, Territory sold 7908.The V6 Adventra may have been unfairly overlooked by the market.It has great potential as a street car with an enormous luggage capacity and for use as a weekend getaway with towing.It has a handy hill descent control that works in both directions, yet serious off-roading is still off-limits. But that surely doesn't form a huge part of the Territory attraction which has less ground clearance and attracts half its buyers to the two-wheel-drive version. Perhaps the market has just turned off the station wagon. Some see it as a little sexless.That could hardly be said for the Adventra with its macho flared guards, ski racks and tasteful moulded black side skirts.The Adventra V6 tackles the city streets like a normal car, but with the extra safety of all-paw drive and an electronic stability program for when freak hail storms turn the city streets to skating rinks.There is also ample vision in all directions, unlike 4WDs, people movers and many modern cars.Inside, there is the familiarity of the Commodore which has won so many fans over so many years. The CX6 has chromed projector headlamps, an abundance of quality leather trim, steering wheel and upholstery, climate air control, six-disc CD player and multi-function trip computer.And in the CX6 and LX6 versions the five-speed automatic has active select with paddle shifters on the steering wheel.On this excursion, the CX6 Adventra was asked to do what it does best — tow. It comes with a tow bar and seven-pin plug fitted.All-wheel drive, a free-revving Alloytec V6 with 340Nm of towing-torque and a toughened rear suspension made towing this one-tonne load a breeze with no snatch, shudder or sway.And what you can't fit in your trailer gets swallowed by the whale-sized luggage compartment which is more easily accessible than a 4WD with its low rear door and low and flat floor. It also has handy side compartments for fiddly odds and ends.Further, fold the 60/40 split rear seats to reveal a 2683-litre cavern for storing long, awkward shapes. A folding rear seat option converts it into a seven-seater.

Sleek, purposeful and clearly Italian, the Alfa 166 is the flagship model and sits in the expensive sector of the market.At $85,000, the 166 competes with a heavyweight list of more established prestige cars, among then Audi's new A6, BMW's latest 3-series, Mercedes-Benz C-Class, Volvo's S80 and even gets into the Jaguar S-Type territory.Esteemed company, indeed.Yet maybe this isn't a fair comparison. The 166, you see, is a car for the enthusiast. Someone who may have had a long history of Alfa ownership and now wants a bit of luxury to go with the distinctive growl of the Alfa exhaust note.The more you drive this car, the more it becomes addictive. It is quick, smooth, comfortable and roomy. And it barks, growls and, when kicked, roars. A Chesterfield armchair with fangs.It also received a lot of attention, despite the colour being a rather subdued metallic grey.While the car looks like a new model, it's not much different from its predecessor.Alfa has fitted the 166 with the family grille, so the shield emblem runs deep to split the bumper.But the scalloped flanks and long, swooping bonnet remain, as do the slinky side windows that narrow to a dart before disappearing over the bobbed tail.More noticeable is a commitment by Alfa to mute any body or mechanical coarseness, bringing the Italian into line with its competitors.And it works.The 166 is a quieter, smoother and more comfortable ride than before. But Alfa has deliberately left its sporting soul untouched, relayed to the driver through the heart-warming exhaust note and the seemingly endless and silky power delivery.It comes with a proper automatic gearbox with a manual sequential mode for those who want to pretend this is a more raw model.I say "proper" because the box isn't a clutchless manual like the Selespeed unit fitted to most other new Alfas.Though there are only four cogs — rivals have five, six and even an optional seven-speed auto boxes — the performance is brisk. You wouldn't want to go much faster, though I guess the size of a box may be a selling point.It will come as no surprise that this luxury model also enjoys a bit of a fang.Even its front-drive layout and the bulk of the three-litre V6 under the nose fails to dilute its precise cornering and grip.All this is relayed with precision via a leather-rimmed steering wheel that would look at home in the company's fiery 147GTA hatch.Occupants sit in leather chairs with plenty of leg and head room.Listening to Vivaldi, no doubt, on the CD player that is monitored by a wide LCD screen. The screen, incidentally, also operates the climate dual-zone airconditioning, telephone, satellite navigation and trip computer.Which told me I averaged 12.2 litres/100km and that was more than satisfactory given, as Alfa would have wished, it was driven with gusto.