Articles by Staff Writers

Bolted into the engine bay of the WL Grange is the all-American 6-litre LS2 engine.It measures the heart and soul of HSV's latest loud limo that now cranks out 297kW of power and 530Nm of torque.The same powerplant is now housed in the latest Clubsport, Senator, GTO coupe and Maloo ute.What the engine change – 285kW 5.7-litre LS1 to the 6-litre stonker – means is more might for HSV's power-hungry customers.It goes hard, is loud and retains the comfort, space and luxury of previous incarnations.Down low there is heaps of torque and the equipment has been upgraded to cope with the extra loads. Here we have a bigger tailshaft, differential and axles.All are engineered in proportion with the extra weaponry of the LS2.Hooked up to the hydramatic HXD 4L65E heavy duty four-speed automatic, the powertrain retains grace at low speeds as well as a fair deal of refinement at pace.Gear changes are smooth and unfussed. It stays well behaved when on the rampage or when forced to fold into crawl mode in heavy traffic.On this test the WL Grange needed just under three tanks in a week travelling between Brisbane and the Gold Coast with the average consumption reading at 13.8-litres/100km.Thirsty yes. But this is hardly a small capacity, lightweight saloon.It loves to be driven hard and is comfortable in most conditions.A bit of diesel splashed on a wet roundabout and the Grange breaks traction simultaneously at both ends but it is slow-motion stuff and the four-wheel slide of the long-wheel-base lasted for a second or two before it gripped again.The Grange retains its unmistakable pace and grace character of previous versions with the exception that it probably does everything just a little bit better these days.It gains the performance braking system of 330mmx32mm ventilated and grooved discs up front and 315mmx18mm at the rear with the front HRT red calipers embossed with the HSV logo.The Grange comes extremely well-equipped and is loaded with safety gear including active front head restraints and seatbacks.There is the standard 12-speaker sound system with subwoofers and a not insubstantial 430watts of power.Toys for the kids in the back include the DVD system with dual LCD screens and a remote control unit.And the Grange is the only car in the HSV range that comes with the Holden Assist facility (three-year subscription) as standard.

Take the new $60,000 Monaro for example. Two years ago, you needed to get a Clubsport for 260kW of power. That's now available in the new Monaro coupled with a swag of other performance and handling goodies that really sharpen up the Holden product.The engine output is one thing but there's a new six speed manual transmission that eliminates previous manual transmission issues and the brakes are massive. There is also a dual pipe a side exhaust and bonnet scoops. It stops people in the street, especially the new turquoise blue colour.Has excellent engine performance aided by 500Nm torque output.Real GT feel out on the open road and quick off the mark too.Exhaust has cackle on the over-run, just like a Maserati. Sounds awesome.Handling is good compromise between comfort and handling. Quite accomplished for a big, weighty coupe.Electronic dynamic controls keep things in check. Traction control is switchable.Massive tyres provide prodigious grip for corner- ing, braking and accelerating.Stylish five spoke alloys look the goods, impress- ive for factory fitted items.Exterior upgrades include rear mesh diffuser and mild aero skirts, no wing but the car doesn't need it from a visual point of view.Love the new colours.Drinks premium unleaded at an average of about 15 litres/100km, not bad for a 5.7-litre high performance V8.New transmission is a vast improvement – gear ratios are closer and lower overall gives gains in throttle response.Shift feel is better too but still has relatively long throws between gears.Driving position is comfy – great wheel with multi functions, fully adjustable front seats with good side bolsters.Access to rear seats spoiled by front seats that don't return to original position.Small boot, good rear seat room for two.Some squeaks and rattles in test car.New instrument cluster above console looks sporty and car has plenty of luxury features.

The all-wheel-drive machine marks the beginning of a new era for the South Korean carmaker in Australia, and leads a drive to surpass former sales glory.Hyundai fell from more than 60,000 sales in 1997 to about 30,000 last year, even as the market boomed.Now the local operation, Hyundai Motor Company Australia, is a wholly owned subsidiary of Hyundai Motor Company in Korea.There's been a management cull and some new directions taken, away from the cut-price culture.This year Australian sales are up 45 per cent.The Tucson sits below the Santa Fe in the Hyundai range and has a little less room in the wagon area. It is pronounced "too-son" after the city in Arizona.The wagon arrives with a V6 engine, good road balance, a deal of refinement and a reasonable $29,990 price tag.It goes up against the likes of Toyota's RAV4, the Honda CR-V and the Nissan X-Trail in this booming class of compact wagons with some off-road ability. The rivals all have four-cylinder engines.It is the most researched of Hyundais so far and is aimed at singles and couples aged 25 to 39... "urbane, successful and with active lifestyles"."The Tucson is integral to changing the way people think and feel about Hyundai in Australia," Hyundai Motor Company Australia's Richard Whaite says.The marketers want some emotion added to the practical and rational appeal of the brand.The three Tucson variants have the same mechanical package of 129kW 2.7-litre V6, all-wheel drive on demand, lockable centre differential, four-speed sequential-style automatic, anti-skid brakes, traction control and 16-inch wheels.Standard gear includes airconditioning, remote central locking, power windows and mirrors, dual airbags and a full-sized spare wheel and tyre.Handy small touches include a rear window that can be opened separate of the rear wagon door.That may not sound much, but is a help when you are in a tight spot and need to drop in some shopping.Other details include shopping bag hooks and cargo attachment points.The range starts with the Tucson at $29,990 and moves to the Tucson Elite at $32,490, which has six airbags, sunroof, wider Bridgestone tyres and fancier cloth trim.The Tucson Elite S at $33,200 adds body-coloured bumpers and side cladding.All are covered by a five year/130,000km warranty, and all tow 1500kg.The 4300mm-long Tucson sits on a 2630mm wheelbase, which is long for this class of machine, has 186mm of ground clearance and relatively short overhangs front and rear.The CD player is MP3-compatible and there are three 12-volt power points and a host of cubbyholes as well as a drawer under the left front seat.THE Tucson is up with the rest of the class as an on-road, urbane wagon.On the dirt the Tucson is ahead of some in terms of ride comfort through bigger holes and ruts, on par with the best on smaller thumps and bumps and ahead of many with grip and steering feel in loose stuff.It runs smooth down a forest track, cruises along the highway and drives easily in town.The V6 engine is willing all the way to maximum power at 6000 revs, but for best results it should be worked with the sequential shift. Maximum torque is a handy 241Nm, though it arrives at 4000 revs.The Tucson offers safe highway grip and little body roll. The front end can feel a little heavy through the steering (it is front drive until wheel slip brings in the rear, limited-slip differential) at lower speeds and there is a tendency to push the nose in some turns.The ride is firm and controlled, thanks to coil springs and anti-roll bars front and rear.With traction control on, the front end can bog down a little in loose dirt and feel somewhat heavy . . . best to switch that off for a more fluid drive.The Borg Warner torque-management system is quicker than most in transferring drive to the rear wheels in a seamless operation.From most quarters the Tucson has a clean and easy style . . . only that bug-eyed front looks a touch squashed, but the rear, with its twin tailpipes, has some appeal.Interior room is good and cabin versatility is aided by a front passenger seat that folds all the way forward or right back, reclining rear seats and a rear floor that lifts out for wash-downs. The flexibility is hampered a little by a rear cargo cover that doesn't fold all the way back.The dashboard and instrumentation layout is smart and functional.Fit and finish are good, particularly the cloth trim in the Tucson Elite.This is a good first shot at the compact all-wheel-drive segment; some thought has been given to the engineering.The icing on the Tucson cake is the array of standard features, including that 2.7-litre V6 engine and sequential-style automatic. The Elite, with extra airbags and gear, is a particular bargain.A NICE crossover wagon that is not only capable, but is great value and has lots of standard gear.

"This will be a brand and image shaper for MINI," MINI national manager Shawn Ticehurst says. "We expect it will attract new target groups and grow MINI volumes by greater than 30 per cent to more than 2000for 2005."While not all of the growth will be Cabrio sales – Ticehurst says research shows that when a drop-top model is launched, hard-top versions also enjoy a popularity boost – MINI is expecting to move at least 600 of the new cloth-tops."The small convertible market has enjoyed considerable growth in recent years," Ticehurst says."It started with the Peugeot 206cc and Holden has proven with the Astra convertible that there is a good market for a well-designed small convertible at the right price."The MINI Cabrio will arrive in both the 85kW Cooper and 125kW Cooper S models at $35,900 and $44,900 respectively.A five-speed manual is standard on the Cooper while the Cooper S has the same compact six-speed manual shifter as its hard-top stablemate.A CVT (continuously variable transmission) is a $2200 option on the Cooper while from March a six-speed automatic with a sequential manual mode will be available for the Cooper S for the same premium.Both models come stacked with the same level of specification as the hard-top versions – and the same availability of "personalisation" options that in the most extreme case can lift the cost of a Cooper S to beyond $86,000."MINI owners love to customise their cars to be different," Ticehurst says. "There is a saying in Oxford that you are more likely to be struck by lightning than to see two MINIs exactly the same."The options run from a full John Cooper Works tuning kit – now upgraded to produce a spanking 154kW Cooper S – at $9850 through bonnet stripes, xenon headlights, rain sensor wipers, satellite navigation, automatic airconditioning, a range of 17 and 18-inch light alloy rims, a high-spec Harman Kardon sound system and a wind deflector.Another personalisation option is the choice of three colours – black, green and blue – for the cloth roof to co-ordinate or contrast with the 12 available body colours, two of which – hot orange and cool blue – are exclusive to the Cabrio.The fully automatic folding roof will drop in two stages in 15 seconds either from a button inside the car or from outside using the remote key fob. The "integrated sunroof" function allows a first-stage opening of 400mm at speeds of up to 120km/h.The Cabrio claims a safety rating equivalent to the hard-top with four airbags.Mechanically, the main difference between Cabrio and the hard-top is in the suspension, where the settings have been shifted down a notch towards a softer ride. The Cooper S has the Sport setting – Sports-Plus in the hard-top – while the Cooper Cabrio is fitted with the standard suspension against the Sports in the hard-top model.Structurally the Cabrio has been stiffened through the A-pillar and along the bottom rails of the cabin section, as well as with a cross member under the seats and through the use of the aluminium cross-brace, which doubles as the rear roll-over loop."Since its launch MINI has seen a fairly strong 70:30 male bias in ownership and while that is softening a little recently we believe the Cabrio will bring more women into the showrooms," Ticehurst says."Obviously we don't want this to be seen as a 'chick's car' ... it is a very worthy sports car in its own right, but it is a style of car which could attract more female buyers."FIRST DRIVEIf you like the MINI there is every chance you will love the MINI Cabrio.The drop-top version of the modern brick has all the same go-kart-like driving characteristics of its hard-top stablemate, the same stylish cabin, the same potential for personalisation with an added dash of look-at-me flair ... and a few extra compromises.Melbourne's weather didn't play fair during the launch drive for the Cabrio this week, with fog and rain reducing the opportunity for top-down and adrenalin-up testing.Consequently, a judgment on the level of scuttle shake noted by several overseas reviews will have to wait until a more thorough test drive but it was not obvious with the clever sliding/folding cloth roof in place.What was noticeable was the effect of the softer suspension settings nominated for the Cabrio models.For the hard-top versions MINI Australia had opted for the firm Sports-Plus setting on the Cooper S and the slightly more compliant Sport on the Cooper.That has been wound back a notch further with the Cooper having standard settings and the Cooper S the basic Sport package.While the effect on the Cooper is minimal, the difference in the Cooper S ride is fairly dramatic. The car is more prone to being jiggly over broken surfaces and has a certain nervousness to its ride quality.The Cooper S, coupled to the six-speed Getrag manual, remains a barrel of fun with its 125kW and 220Nm on tap and willing over a good spread of the rev range.Even the extra 100kg of the Cabrio and the softer suspension cannot take away the fun factor.Unfortunately the same cannot be said of the 85kW Cooper with the CVT automatic.Using the "manual" shift mode with six nominated "ratios" does little to improve the experience as the box is more interventionist than US foreign policy.It changes up without being asked and resists changing down even when requested.Steering and handling remain sharp. There is still a slight propensity for push understeer if too aggressive with the wheel input – but it does take quite gross movements to induce it.The rear seating positions have been compromised, presumably squeezed to make room for the workings of the automatic folding roof.The upshot is that rear-seat passengers have been forced to sit at a rather awkward angle by the intrusion into the outsides of theseat space.For a single-layer roof the Cabrio's cloth-top is a benchmark.Wind noise is at a minimum, the fit is drum-tight and there was no noticeable stretch or drumming of the roof on the launch vehicles driven.Operation is a simple one-button affair with no manual catches to release.The first 400mm of the roof travel is a slide rearwards, opening up what MINI calls the "integrated sunroof".While that operation can be done at up to 120km/h the folding and storage of the remainder requires the car to be stationary for about 15 seconds.With the roof down, wind buffeting is not a major issue, at least for the front-seat occupants – an advantage of the (relatively) huge upright windscreen.To aid loading of the boot the rear skirt of the roof can be lifted when the tailgate is dropped, providing a quite large opening for difficult-sized objects.

With little warning, the road took a fairly sharp turn to the left.There was just enough time to have a strong dab on the brake as the tyres sought firmer ground through the dirt surface still slightly muddy from earlier rain.The sequential shift Sports Mode automatic transmission lever was bumped back two gears and the leather-clad steering wheel turned towards the fast-approaching corner.We'd been watching rally cars in action all day, on dirt tracks not far from this spot near the Barossa Valley, so now perhaps it was our turn for a bit of excitement. On wet, loose roads it's not that hard to end up in a sideways slide, winding on plenty of opposite lock when the tail skids out; or risk sliding head-first off the road if understeer takes hold.But what an anti-climax. The thing just went around that greasy corner like it was on rails.I couldn't believe this from an Aussie family sedan – I even stopped and went back to find those two neat "rail" marks tracking around the corner as evidence that there had been no slide at all.Wow. This all-wheel-drive stuff really works.Mitsubishi – yes the Adelaide southern suburbs car maker which is unfairly ignored by car buyers who apparently haven't properly tried the products and considered the prices – was the first Australian car maker to produce a sedan with all-wheel drive.Tested was the sporty Magna VR-X in its all-wheel-drive version. This is not a high-set four-wheel-drive but a normal-ride-height, 4860mm-long four-door sedan that just happens to have that wonderful extra grip, and therefore surety and safety, on slippery or loose-surface roads.Magna is arguably the best value Australian sedan. But the all-wheel drive, also available in less-expensive LS trim as well as the luxury Verada GTVi version, gives another dimension to its abilities.The Magna AWD comes only with the five-speed Invecs II sequential shift automatic. Again, Mitsubishi was the first to offer a five-speed automatic in an Australian sedan. It can be left in orthodox automatic or the driver can "bump" up and down the gears manually.It feeds to an all-wheel-drive system called QuadTec which has been developed locally from the system used in the Mitsubishi Ralliart Lancer Evo rally cars.QuadTec is designed to deliver torque evenly to all four wheels. If any slip is detected, the central viscous coupling differential regulates the torque to help stability."Calibrated for Australian conditions, the system enhances drive-away acceleration, overall stability, grip and cornering control for safer, more spirited driving on all road surfaces," explain Mitsubishi's technicians. And as we've seen, it works in the real world.Magna AWD models get a higher-output version of the 3.5-litre, overhead camshaft, 24-valve V6 engine. It means 159kW of power at 5500rpm and a smooth 318Nm of torque at 4000rpm.In LS trim, the Magna AWD starts at $38,990, the sporty VR-X at $42,490 and the Verada GTV-i at $46,990, all including the sports mode five-speed automatic. These are list prices; most Mitsubishi dealers are more than keen to talk turkey on doing a better deal.The VR-X includes leather-wrapped steering wheel, handbrake lever and gearshift knob, while full black leather trim is a $2000 option. There's a six-way power adjustable driver's seat, and driver and front passenger each get frontal and side airbags.VR-X also has cruise control, power windows and a six-stack dash CD with premium audio unit and 10 speakers. As on other Magnas, it has climate-control airconditioning.The VR-X AWD gets a slightly more sporty suspension setting for the front MacPherson strut and rear coil design. It wears high-performance 215/60 tyres on distinct 16in diameter alloy wheels, including the spare.The VR-X stands out with a subtle but purposeful body kit of a low-line rear spoiler, special front and rear bumpers, fog lamps and a large, round chrome exhaust outlet.Its 1687kg weight – the AWD is about a 100kg penalty – means acceleration is not eye-popping. Another difference in the AWD is a smaller fuel tank, at 65 litres. We averaged a fair 11.3 litres/100km on a trek which included a fair bit of rural, dirt-road driving. Cruising at 110km/h needs 2400rpm.But Magna VR-X AWD excels as an all-road vehicle – a five-seater with a big 470-litre boot that can maintain good point-to-point times wet, dry or dirt.When you are going for a play on dirt roads, there's another surprise from the VR-X. It simply sails over corrugations and sharp-edged potholes that in many sporty cars would have you grimacing. A distant thump is the only evidence and there is no harsh jarring.Understeer can be discovered by really putting the power on in tight corners, but generally it just grips and goes. The AWD gets bigger ABS disc brakes than the standard Magna, and all four are ventilated.For buyers who need the image of motorsport success and therefore lean to Falcon or Commodore, the Magna AWD can hold its own, too.It won the Aussie Cup class of the Australian Rally Championship this year, having win after win at each round in the hands of former champion Ross Dunkerton in a VR-X AWD that was virtually standard, complete with the five-speed automatic. "It's strength is phenomenal," Dunkerton says. "It's been a real buzz coming back to drive a bigger, all-wheel-drive car and to have the Aussie Cup in the bag. These Magnas are near-standard."Sure, Rosco. But just about any mug could drive a Magna AWD around dirt corners.

But while such beasts still rule the roost on the work site, utes – especially high-performance variants – now have a much wider appeal.So, with the much-anticipated LS2 engine under the bonnet, the Z-series HSV Maloo is set to be a sought-after vehicle.The Maloo can happily handle any job that is thrown at it and with the power and torque under the bonnet, sports seats and air conditioning it does so with style and comfort.Apart from the 6.0-litre engine, the VZ Maloo has had a number of changes.It adds 19-inch alloy wheels with 245/35 ZR19 tyres, traction control and multi-link independent rear suspension.At start-up the engine sound is noticeably quieter, the burble deeper and throatier and with a hint of roughness on idle.Once the wheels are turning the tone becomes a lot louder as it resonates throughout the cabin.The engine is smoother and more refined than the Gen III and the flatter torque curve equates to even more grunt underfoot and increased torque under 3000rpm.Maximum power (297kW at 6000rpm) and torque (530Nm at 4400rpm) is achieved using premium unleaded juice and although HSV says the engine will happily operate on normal unleaded (albeit with a slight reduction in figures) it was not tested.The Tremec six-speed M12 manual box is an improvement on the old one. Shifts are shorter and tighter, and changes require little effort.The heavy-duty Corvette C6 clutch is heavy under foot but, surprisingly, using it in traffic is not overly laborious.The Maloo R8 tested had a Bosch 8 ABS system with electronic brake-force distribution and four-piston, cross-drilled brakes.The pedal is firm underfoot and the improved package is noticeable, especially when braking hard.The Maloo is the first Holden ute to get traction control. The configuration of previous utes precluded the installation of the system, but the changes required for the new engine gave engineers the chance to get it in.The multi-link rear suspension gives the Maloo a different feel on the road, which – combined with the 19-inch wheels – adds to stability, helps reduce roll oversteer and improves turn-in feel.The bigger wheels and rubber increase the ute's stability and sure-footedness.The Maloo's tray is quite large. The previously oversized wheel arches have been trimmed to allow better use of the space.The lockable tonneau cover keeps tools safe and secure and the protective lining inside helps stop damage from wayward ones.The Maloo's sports styling is more aggressive than the previous model and in traffic on the M2 received a few comments.With the drivetrain modifications it is not surprising the interior didn't get much of an upgrade. The full-leather trim and leather seat inserts do enhance the look but the dashboard highlight and centre console stack with twin-gauge HSV binnacle do little to dispel the "Commodore with frills" feeling.On the test car the seat adjuster and part of the door trim fell off and the windows squealed when opened and closed.The Maloo is priced from $54,250 for the base model and $61,450 for the R8. This means it has increased only slightly in price ($750) from the previous models, despite the all-new drivetrain and mechanical upgrades.The Maloo R8 will be as popular on the work site as it is at the office.

That is, except for the French and the Italians who go out of their way to be different.The French keep churning out quirky looking cars like the Renault Megane with unusual features such as key-card entry.Meanwhile, the Italians keep plugging away with cars built for fashion-conscious drivers.When you step into the five-door Alfa Romeo 156 Sportwagon designed by "designer of the century" Giorgetto Giugiaro, you are instantly aware of this Italian heritage.For starters, you need to wear fine Italian shoes.Don't wear big Nike joggers or you won't get your feet into the footwell, let alone discern which is the loud and which is the stop pedal.Driving position is the second clue.You recline behind the wheel with your arms outstretched and your bum slung low like in an open-wheel racer. It's how the Italians like it.I prefer to be up closer to the steering wheel and found it difficult to get an ideal driving position. Yet the Italians imagine themselves good drivers and like the excitement of being slung low in a fast-moving vehicle. There's no denying the thrill.To further satiate the racing driver passion, the main instruments – tacho and speedo – are shrouded in a cowl that allows only the driver to see how fast they are going.And the other instruments – clock, fuel and oil pressure – are small, centrally located and angled toward the driver.Fire it up and the next thing you notice is the typical Italian exhaust note.It's not as loud, metallic and farting as it used to be, but it's still there. It's as much a result of typical Italian twin overhead camshafts as exhaust components.Wind the windows down and just enjoy it. You may have to wind the windows down anyway because ventilation is typically poor.Under way, the 156 has plenty of urge (0-100km in 8.3 seconds) from the two-litre direct-injection JTS engine, ably matched by a close-ratio, five-speed gear box.Unlike the Alfas of old, it is decidedly rubbery, slow and vague.Offsetting this feel is a sexy gear shifter made of a combination of highly polished and lacquered wood and brushed aluminium in a highly suggestive shape.The wood theme is continued in the rather largish retro steering wheel.It looks great and feels just fine but in our weather, sweaty hands will soon find it either slippery or sticky.Motoring is all about motion and you get plenty of that in the 156.There is none of the bland smoothness of an Audi, BMW or Mercedes. Instead there is plenty of scuttle shake, body twisting, torque steer and nose dive.This is despite a stronger chassis and a light and rigid vacuum-cast aluminium cross member at the rear.While these physical attributes may alarm the novice motorist, they entertain the driver who is bored with bland German drive characteristics.It certainly isn't dangerous. All the twisting, flexing and under/oversteering is predictable and controllable.Give me a bucking Alfa through the hinterland hills anytime over a can't-tear-'em German precision machine in which computerised technology divorces you from the physical realities of driving.

The Cherokee has a bit of a name to live up to, having been crowned 4x4 of the Year 2005 by Britain's 4x4 magazine recently.The Cherokee underwent a week of trials by 4x4 experts, notching up high marks for performance, off and on-road ride quality, and interior and exterior appearance.With the Grand Cherokee named World's Best Off- roader 2005 by 4x4 magazine, the 3.7-litre V6 Cherokee automatic took out the mid-size category, scoring 39 points out of a possible 50.Land Rover's Range Rover came in second with 38, and Toyota's LandCruiser third with 37.While Aussie conditions are another thing, the petrol-driven 3.7L V6 automatic version proved itself a capable allrounder during our test over some 800km.The 12-valve SOHC Power Tech engine produces 150 kW of power and 307 Nm of torque which, when mated with a four-speed automatic transmission with overdrive and lockup torque converter, provides plenty of grunt in all situations.Style wise, the Cherokee wears its proud heritage in its front end treatment, where a six vertical bar grille and recessed round headlights give it an unmistakable look. That's got to be a nice thing in a world of cookie cutter vehicle production.The Limited edition test vehicle boasted 16 x 7 inch Mechanica cast aluminium wheels and seats trimmed in dark slate grey leather. Looks good, but these are seats you feel you're sitting on, rather than in. More lateral support would be nice, particularly when the going gets tough off road.The six speaker sound system is all quality with steering wheel mounted audio controls a practical touch. The six disc remote CD changer is located in the cargo area.Look beyond the creature comforts and Cherokee is a tough rooster, having been built on a high-strength steel UniFrame.Four-wheel antilock disc brakes are standard and work well pulling up the vehicle's 2540kg gross weight.Cherokee's solid-axle rear suspension makes for true off-road capability while the independent front suspension contributes to on-road flexibility.Running ground clearance is 221mm.Having a full-sized spare wheel hanging off the tailgate – unlike some more upmarket off-roaders, which opt for space-saver spares – is reassuring when you head bush.Fold away mirrors on both sides are an obvious plus when also going gung ho through the gums.The 3.7l V6 has a towing capacity of 750kg/ 2265kg (unbraked/braked).Chrysler Jeep claim a combined cycle of 13.3l/100km which proved pretty well spot on – our test vehicle returned 13.5/.100km.The 3.7L V6 Sport costs $39,990 and the Limited Edition $45,990 (both plus on road costs).

Though similar in character, the newcomer is not only larger but is a turbo-car.Sport Megane looks the business with subtle go-fast goodies like 17in alloys, chunky rubber, optional glass roof with sunroof section, front and rear bumper aprons with additional driving lights and a really cool high-mounted dual outlet exhaust.Other stuff enhances the car's avant-gard styling but some people just don't like the looks of the Megane. -I do.The bustle back takes a bit of getting used to but, hey, you tend to fade into anonymity in most cars these days. Renault has "had a go" with the Megane.At $42, 990, the Sport Megane is stacked right up against the Subaru WRX on price.It has almost the same output at 165kW but is front wheel drive against the Rex's all wheel drive.Could be an issue with all that power going through the front wheels but apart from a few glitches, the car is a gem.Punch it hard around a bumpy corner and it becomes untidy but otherwise, the Megane sits pretty.There is a gorgeous rush of power from the 2.0-litre, twin scroll turbo engine that sees the Megane dash from 0-100kmh in around 6.0 seconds.But it's the roll-on response that really gets you.It feels like a grand tourer out on the open road and with 300Nm of torque on tap from low revs, gear changes are few and far between. It's a six speed box with ratios wider than you'd expect. That's to take full advantage of the engine's torque but the gear throws could be shorter.Sport Megane's dynamics are set to match the engine and that means big powerful four piston brakes, well sorted suspension and precise, firm steering. That's the operative word here – firm.It drinks premium unleaded and sips lightly for regular driving.Plenty of equipment means wheel time is more enjoyable. Features include a decent audio system, climate control air, auto on/off headlights, auto variable wiper speed.Like all Meganes, this one has a five star European NCAP crash rating and that means a full range of safety equipment.On the road, the Sport Megane is rewarding to drive, a bit unruly perhaps but with heaps of character. The cockpit features all metal pedals, semi race seats and a chunky steering wheel. There's a whistle from the turbo that becomes more intense when the second scroll cuts in.An option LX pack that includes six stack CD, a glass sunroof and leather upholstery costs and extra four grand.

Like its competitor, the Mercedes SLK, the BMW Z4 has sufficient sex appeal, oomph and a Christmas stocking full of features to even hit hard at the third topless exotic European, the Porsche Boxster.The Z4, which grew out of the very ordinary yet exceptionally overpriced Z3, picks up on the erratic styling cues shared by its sedans.But while the BMW sedans look a touch awkward, like a primary school graduate dancing in her first pair of high-heel shoes, the Z4 is distinctive and even intriguing.All the odd shapes – the creases, the concave panels, bulges and curves – work with a long bonnet, short tail and prominent twin nostrils to create something you just can't ignore.Roof up or down, it's a sexy beast.On the track it is simply a beast. BMW kit the Z4 with all the electronic safety gear – stability control, traction control, brake assist, ABS and so on.But though the car's electronics only modestly interfere with the power output, they can still be over-ridden.Press the console button once and traction control is disabled, keep the button depressed for three seconds and all electronic aids are turned off.That leaves a rather raw ride, with the light rear end happy to break into oversteer and plenty of wheelspin.Clearly, the Z4 can handle such treatment, but this is not the essence of the roadster.Take a brisk drive to Toodyay, swing right to Northam and the roads – curved, sweeping, thin with rutted bitumen and then wide and smooth – reveal a lively and exceptionally competent two-seater.But you soon realise there's not enough room for much luggage and that, at 55 litres, the fuel tank is rather small and the lack of a spare tyre is less than confidence-inspiring.Out here – 90 minutes from the CBD – there are not a lot of service stations with a spare tyre mounted on a BMW wheel hanging from the rafters. Even if there was, at what cost?Yes, there is a repair kit to temporarily repair any puncture, though I see the nightmare of this challenge happening at midnight in the rain. While you're alone.There's not much personal storage space within the cabin, but there is a phone and a CD player.The seats are leather, though flattish. There's a choice of upholstery colours, of course, though the red pertinently matched the dynamics of the car and the bank account of this driver.Yet despite the unshapely seats – which, by the way, are heated for open-top autumn driving – the ride comfort is firm, though rarely uncomfortable.The best news is that the Z4 can make anyone look good. The price is a bit rakish, but the quality is certainly up to the mark.Vehicle track-tested at AHG Driving Centre.