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The conspicuous lack of buttons and lights is soothing and doesn't seem to detract from the comfort of driver or passengers.There are no tricks here. What you see is what you get. This little ripper could be more aptly called the Terrior: feisty, compact, reliable and ready to take on anything.Terios is the baby of the 4WD brigade – both in size and price. It is in constant all-wheel-drive mode and proper 4WD is available at the flick of a switch. While I didn't get off-road with it, the constant rain in my driving week made even car parks almost a 4WD challenge – one the Daihatsu was well up to. I subjected the Terios to my usual weekly run of work, school and shopping, and added a few surprises to see how it handled itself. I was a little nervous taking such a small car on the Southern Expressway to Noarlunga but the trip proved I had little to worry about.I felt no vulnerability and cruising at 110km/h was no effort for the engine – apparently the same used in the Toyota Echo. Dual airbags and side cab protection add to the feeling of safety.And on the safety side, there are some nifty additions. If you crash, the fuel is automatically cut off, any locked doors are immediately unlocked and the interior and hazard lights activate.Travelling with four people was a little challenging but only in terms of storage for a pram and all the subsequent paraphernalia. Like my weekly shopping, this was wedged into the modest rear storage but at least it couldn't all fall about the place – it was packed tightly.The mysterious omission in this car is the cup holders. This is the first new car I've driven in the past two years of reviews that has no cup holders. While it's probably due to space restrictions, I can't say it was a great loss – just a curiosity. The absence of any other storage up front, apart from the glove box, was also a bit odd.However, I was grateful for the absence of beeping warning signals for reversing, seat belts, keys in ignition and so on. There's no chance of backing into anything in this little space miser. Oh, the joy of parking in normal parking spaces with plenty of room to alight on either side.However, I did find I was parallel parking about a metre from the kerb regularly as I adjusted to the Daihatsu's little frame.The back seat is perfect for two. Three kids would be a squeeze and two large adults might rub shoulders.This is not a big family car and doesn't pretend to be.While there are a few more mod cons I wouldn't have minded, such as remote central locking, I was not inconvenienced by the Terios's back-to-basics approach.It perhaps illustrates that many of the extras on pricier new cars are just that – complicating our lives unnecessarily.LOVE IT LEAVE ITPrice $23,000LOVE ITThis is a low-fuss, low-frills terrier of a vehicle that doesn't pretend to be anything more or less.LEAVE ITStorage, please. There's nowhere to put CDs, drinks, coins ... anything.

It is an interesting question given the amount of research and planning that went into the Falcon-based all-wheel drive wagon, but like a shark it needs to keep moving forward.The answer, we'd suggest, is not much after clocking up more than 1000 quality "kays" behind the wheel of Territory on one of the great Australian 4WD treks – the famous Gibb River Road between Broome and Kununurra through the Kimberleys in outback Western Australia.This, close on the heels of two weeks behind the wheel of two- and four-wheel drive versions of the car around town.It wasn't quite the Territory, the Northern Territory that is (and boy did Ford cop flack for not launching the car there), but it was damn close.The Gibb River Road is a good test of any vehicle, let alone a so-called soft roader such as Territory, with hundreds of kilometres of hard, unforgiving corrugated dirt road.However, the wagon managed to soak up the bumps and odd patch of bulldust with nary a protest.While a procession of Patrols and LandCruisers moved warily forward, the Territory flew across the corrugations, remaining poised and confident at speeds of up to 140km/h.There was none of the bone jarring ride that you normally associate with 4WDs either, although it did start to drum badly above 120km/h.As well as all-wheel drive the wagon boasts stability control which helps straighten it out when traction is lost in corners.The only scars from four cars – one flat tyre and a bolt that worked loose on the lower mounting point of a rear shock absorber.And we still speak in hushed tones of the moment the car became airborne after hitting a hump in the road at close to 120km/h.The Territory hardly missed a beat.But getting back to the question at hand...A little more ground clearance wouldn't go astray, say another 20mm.That would give the wagon close to a regulation 200mm and help lift the nose clear of larger rocks and other obstacles.Because with just 178mm to offer, there is little margin for error, especially exiting dips in the road and traversing rocky sections.Ford might worry that this will compromise the car's excellent road manners, but it should at least be offered as an option.There's also room for a centre differential lock, to lock the distribution of torque 50:50 between the front and rear wheels – especially handy during dirt driving.At present torque is biased 65:35 towards the rear wheels which Ford says customers prefer.A sports model with Ford's oh so sweet turbocharged six would also be nice, but we're sure that one is already in the pipeline.We'd also like to see consideration given to a diesel model that would offer better fuel economy and stronger performance for towing a van or boat.A diesel could find a ready market in rural areas where the fuel is widely used.Many farmers require a family car with all-wheel drive for getting in and out of muddy properties after heavy rain and for this reason Subarus remain popular.After that, any changes are largely nit picking.The Territory is a good thing and one that offers a more versatile package than a family wagon or full blown 4WD.We clocked up some 1300km during the course of our three-day trip which took us from Broome to Willare, then on to Barnett River Station and El Questro wilderness park before reaching Kununurra.Fuel economy ranged from a low of 13.1L/100km sitting on the blacktop to a high of 16.9L/100km hammering along the dirt.It gives the wagon a range of about 400km, enough to make it between fuel stops.For those considering a trip down the Gibb be prepared to pay through the nose for fuel which costs up to $1.58 a litre in parts.Diesel was even more expensive at $1.73Ford has hit on a successful formula with Territory and should be wary of straying from that formula.Sales have been strong and the TS version should help things along.The mid-spec TS models offers many of the benefits of the higher grade Ghia, except for leather upholstery.

Yep, the Hyundai Tucson (pronounced toos-on) makes an impressive package, one that will concern its market rivals.While the toughest obstacle it will probably face will be the shopping centre car park, it's reassuring to know the Tucson is quite capable off the road.A stand-out feature is the versatile and flexible interior. Hyundai has moved away from the cheap plastics that often plague Korean cars and it is clear a lot more thought has gone into the fit and finish.The centre console raises to double as an arm rest. There are small lip trays under each door pull for the mobile, retractable shopping hooks, two cup-holders each for the front and rear, three 12-volt outlets and a lined coin drawer and coin rack.All doors have pockets with bottle holders, there are two wet compartments under the rear floor and an umbrella shelf under the steering wheel column. It even has a drawer under the front left seat.The seats fold down to a virtually flat floor and there is no need to remove the head restraints. The rear floor even lifts out so it can be washed.The front left seat folds flat to double as a work table, has an elastic net pocket to keep things safe and when flat extends the cabin length to fit a 2.7m Malibu surfboard along the cabin's left side.With the rear head-rests removed, the back-rest reclines flat, making a bed with the rear seat cushion.There are three child seat anchor points located immediately behind the rear back-rest, avoiding the tendency for straps to get in the way of the boot compartment.When tested on the dirt, the Tucson was capable while in two-wheel drive. But press the button inside and switch it to 4WD mode and it grips even better.Its 186mm ground clearance, favourable approach and departure angles are good for off-road work.The suspension is firmer than the often soft and wafting suspension that has come from South Korea and over the bumpy, corrugated dirt, it didn't float.On gravel tracks, the suspension soaked up all but the worst of the irregularities.The Tucson rides well around corners, only suffering body roll when turned in sharply.The 2.7-litre V6 manages 129kW and may not be the best V6 powerplant around but it gets the Tucson off the mark with ease (0-100km/h in 10.5 seconds) and is torquey.Overtaking sees the engine sound a little coarse, as you have to put the foot down to shift the vehicle's hefty 1655kg, but it responds quickly and holds the gear.While it would be nice to have a manual alternative, the automatic does have a manual shifter. Gear changes are smooth in auto and just as clean in the manual. It will change automatically if revved hard.Triple sealing of the door frames, along with insulation pads, contribute to a surprisingly quiet ride inside the Tucson, especially for an SUV with big tyres. Even with the sunroof open, noise intrusion was minimal.The base model comes standard with cruise control, MP3-capable CD player, cargo area cover, windscreen wiper de-icer, roof rails, front and rear fog lights, pollen filter and overhead sunglass holder. The lift-up tailgate window doubles as a shield from the rain.Looking around the interior, it is hard to miss the number of airbag tags. The Tucson is equipped with a number of safety features including: four-wheel disc brakes with ABS, dual front airbags, side airbags and curtain airbags, electronic brake distribution, traction control and front pre-tensioner/load limiters belts, all amounting to a four-star Euro NCAP crash rating.The Elite, at $32,490, adds a limited slip differential, power sunroof, leather steering wheel rim and gear shift knob, trip computer, wider wheels and lower profile tyres, light-sensitive headlight controls, higher quality cloth trim and an alloy-look centre dash.The Elite S, at $33,200, has body coloured bumpers and side cladding but is only available in aqua silver or new mid silver.

All wheel drive is available in the current model and is a derivative of the system in Lancer Evo.If you want a sporty Magna right now, it's got to be the VRX in front wheel drive or all wheel drive.The VRX is better to look than regular Magnas and has other touches that will appeal to drivers who enjoy their wheel time.The all wheel drive model is especially handy for our varied driving conditions. Has impressive engine performance from the 3.5-litre V6 – about 160kW. Exhaust note is great, wind down the windows and enjoy if you're that way inclined.AWD model isn't the most frugal medium /large car on petrol (regular) possibly due to driving two axles and the extra weight of the AWD system. Weighs 1700kg.But grip and additional safety benefits are difficult to ignore.Absolutely rock solid on wet roads. No slip, plenty of drive, confident feeling.The five speed auto should be adopted across the Magna range – neatly taps into all available power and torque, gives excellent response across broad rev range.Tipshift sequential gear selection system is fun but the auto is so good as to render it unnecessary.Handling feels trim, firm, jiggly on some roads but benefits when really cornering hard.Could do with lower profile 17in tyres and wheels on AWD version. The wheel selection is pretty staid.Good to know the AWD version has proven itself in rally competition, something the other medium large and large Aussie efforts haven't done.Interior room is for five with adequate rear room for three. Boot is large, seats are comfy and well shaped, offer plenty of adjustment.Leather in test AWD auto was "super kewl" dark grey with silver stitching. Goes well with metallic look dash and other facets of interior.Premium sound offers great tones, plenty of discs and a good radio range.Test car was shocking gold metallic – like Holden's old Tiger. Made people's eyes pop out. Caused plenty of pointing, especially from kids.

Lexus business manager Lana Kamleh and I had just decided that the crystal gold RX330 was definitely a feminine vehicle and we'd named her Yana because she's a class act.She's got it all.She a hi-tech comfort creature with more airbags than you could poke a stick at.She purrs along the roads with the softest of engines and she talks you to your destination with gentle authority, using a very civilised English accent. One of my male passengers suggested he could marry that voice. Hmm. I think that's going a bit far.However, the Lexus navigation system is the most pleasing I've yet encountered. It is touchscreen simplicity. And even when you defy her instructions, she will patiently keep rerouting you to keep you on track.Her screen even tells you how many klicks to the destination and how many minutes it should take to get there.Yana seemed to like nothing more than a trip out on the open road. She feels big in the city, but in the country she is queen of the road. One feels utterly in command, perched at a good all-wheel-drive height, yet not too high. Good light-sensitive rear-view mirror. Windscreen wipers which don't need to be told when it is raining. And an engine which, well, perhaps I should have told her that Willunga was a hill. She didn't notice.When it comes to details, I think she is more interested in reversing. Not only do her wing mirrors automatically angle down to show the kerb lines when backing but also she has a wee camera tucked by the rear numberplate and it activates with reverse gear, revealing the world behind on the console screen in front. It's a highly parabolic view and I still checked behind for distances and idiot drivers when backing in the supermarket car park.And now we get to the boot – the big hatch. Aah. This is a girl's favourite trick. OK, so I only had half a kilo of fish, but I could not resist opening the back of the car while still in the fishmonger's just because I could – at the press of a power button. It works from amazing distances, so one can have the back door opening when one is halfway across the supermarket car park with the trolley. Hands-free, no lifting open, no hauling shut. It does it all for you.Yana pleased in all directions. The steering wheel, leather and wood, is a tactile delight. The airconditioning is absolutely brilliant. The sound system is ace. The seats adjust in all directions. Their leather comes from barbed-wire free fields, so it is flawless.The steering wheel automatically retracts to allow one ease of getting in and out. The suspension is creamy. There's heaps of storage. There's bluetooth for phones.Funnily enough, with all this perfection, the one thing I found awkward was the driver's cup holder, which was set a bit low so I had to look away from the road to find my water. But who needs water when one is driving champagne?

If you want a five speed automatic transmission, you have to have the 190.Calais V6 sells for $52,660 putting it among some class competition from Europe – albeit not quite the same size or engine capacity but with plenty of prestige.But Holden has turned up the features wick giving Calais some choice goodies such as leather upholstery as standard equipment, park distance control and a set of sexy looking spoke alloy wheels.It's a tempting package that stands out against other VZ Commodore models. Has good engine performance spoiled by exhaust note that sounds the same as old 3.8 Ecotec engine.Impressive fuel economy for a big, heavy car, average can get into the 10s without much trouble.Five speed automatic transmission captures engine torque well, flicks between ratios quickly, contributes to fuel economy.Active Select gear selection buttons on steering wheel are superfluous.Transmission is similar to previous BMW five speeder.Still a degree of vibration from the drivetrain at highway speeds.Induction noise intrusive under heavy throttle applications.Engine has good mid range and top end response. More was expected lower down. Could have been due to drive-by-wire throttle operation on all new VZs.Has impressive dynamics for family four door sedan. Steers and rides better than ever. Fun element in sporty feel to Calais and other models. Steering improvements and wider tyres contribute to solid on road feel.Interior pretty much the same as previous model with minor tweaks and some extra flash stuff. Still looks good, easy to use, Calais is features rich.Couldn't work out how to get natural outside air through climate control system unless "conditioned."Exterior styling possibly too similar to previous model. Looks good, more imposing front treatment, same at the sides and rear.Like the electronic safety controls, particularly ESP, (Electronic Stability Program) that individually brakes each wheel to counteract skidding.Has latest generation Bosch ABS and an improved traction control that doesn't kick back through the accelerator like before.Sound system in Calias impresses. Electric controls to many functions. Boot release is by keyfob only.New, attractive colours lift car's appeal.

The Tribute does have the soul of a sports car. With 108kW at 6000rpm and a not-too-shabby 201Nm of torque at 4500rpm, the four-cylinder DOHC is a great around-towner but has enough oomph to shake it off-road.The Tribute tricked a few who thought from its sound and performance that it may have had a small-capacity six under the bonnet. The 2.3-litre engine replaces the overworked 2.0-litre four and is similar to those of Tribute's stablemates, the Mazda3 and 6. The engine is mated to a four-speed automatic with lock-up torque converter and overdrive switch.The automatic is active, often changing down gears in traffic, perhaps when not necessary, but this means it is always in the right gear at the right time.If baulked when climbing a hill it will struggle a bit to regain its puff but once back up in the rev range cruises happily.The Tribute boasts great fuel economy averaging a touch over 10L/100km for a mix of city and highway driving.The column-shift automatic makes the interior look a little dated but serves a practical purpose.It does take a while to get used to – you mistakenly knock it when trying to turn on the wipers, and it gets in the way when trying to adjust the radio volume.But the fiddliness is worth getting used to. You savour the space it frees up by not having a gearshift on the floor.The Tribute's suspension is a good package, giving it road-car like handling. The Tribute is nimble in most situations and suffers limited body roll.Lumped in with the compact 4WDs, the Tribute boasts more space than a lot of its competitors. And at $34,990 it is definitely worth a look, especially with the amount of equipment fitted.The Tribute features power everything, air conditioning, remote central locking (with double-lock door deadlock function) and alloy wheels. In the safety department the Tribute is well equipped with four airbags and ABS brakes with electronic brakeforce distribution.The Tribute has a relatively high equipment level but the interior does not reflect this.It is uncluttered to the point that for the first few drives it feels a little bare, but soon the nooks and crannies get filled and the lack of unnecessary clutter is welcomed.In fact the Tribute has a number of hidey-holes around the cabin, a deep, closed centre console with four cup holders and a large, lockable glovebox.The cupholders are too big for cans, which rattle along rough roads.The seats are comfortable on long trips and feature adjustable head restraints along with lumbar and base adjustment.The steering wheel is tilt adjustable to help find the best driving position.The flip-up rear window provides easy access to throw something in the boot but it is easier to open the full rear door if trying to get something out.The cargo area has a retractable cover, tie-down hooks and an auxiliary point.On the outside the Tribute hints at its sports car origins with the inclusion of roof rails and the new headlights.Despite not having colour-coded bumpers it is one of a select few that can pull off the look without appearing cheap. With a comprehensive equipment list, good safety features and lots of space the Tribute sure gives its competitors a run for their money.

The stunning Crossfire Coupe has been here for a couple of months but has made only little ripples on the local scene despite impressive credentials and sharp pricing. Crossfire's profile has taken a shot in the arm with the arrival of a drop-top roadster this week.The roadster could generate much more interest than its tin-top stablemate because it's even more of a head turner.Buyers in this segment seem to focus on convertibles more than coupes.And for a premium of only six grand, a whole new driving experience is opened to the driver and lucky passenger.Crossfire roadster sells for $75,990 putting it at the affordable end of the prestige sports car segment – thousands less than its competition but with no down side.In fact, Crossfire roadster offers more than many of its competitors – rear wheel drive, sensational dynamics, a Mercedes-Benz engine and transmission, exquisite styling and better yet, it's built in Germany.Essentially the coupe with an electric soft top, Crossfire roadster weighs a mere 36kg more than the hardtop which is a sub-1300kg car.The chassis is so rigid, minimal underbody bracing was required when the roof was hived off.There is no scuttle shake and no creaks or groans when the roadster is driven over spoon drains or out of driveways.The roof is stored in a boot bin that takes a hefty slice of luggage space but hey, who cares – travel fast, travel light in this silky smooth running sex-mobile.Spirited performance is provided by the 3.2-litre, V6 engine with 160kW/310Nm. It's the same engine we have seen in numerous Mercedes-Benz models through the past decade.Like the powertrain the chassis is shared with no other Chrysler model.Interior features are shared with Crossfire coupe and that means a full range of luxury and comfort equipment including an excellent audio system and semi automatic air conditioning, heated seats and an immobiliser.The roadster is offered in a range of striking colours including a light yellow. Interiors have a "machined" look and are all two-tone over a base grey. The cream interior is a stand out as is the orange/brown. Colour coding includes the steering wheel.But from a driver's point of view, the real attraction of this car is its ride/handling.Unlike many competitors, the Crossfire has a supple suspension capable of smoothing our horrible bumpy roads and yet, at the same time, handling is overtly sporty. That means sharp steering, flat cornering, excellent grip and powerful 300mm brakes. Huge tyres no doubt contribute to this dexterity but the overall package is impressive, aided by a range of electronic systems including stability and traction controls.The front suspension is a double wishbone arrangement and the rear is a five link system.Like the coupe, there are two transmissions available at the same price. The manual is a six speeder and the five speed auto has Autostick sequential shift.Though the auto will massively out-sell the manual, the latter is a better thing to drive on the open road. Acceleration from 0-100kmh in the manual rushes by in the low six second bracket.All this to the trumpeting tones of the dual outlet exhaust. It is one of the sweetest sounding sixes around.The electric roof deploys quickly but has a fiddly centre catch.The roadster looks sensational from all angles – fast when simply standing still.It follows no other modern styling cue but has links with Chrysler models from the 1930s and '40s.What a treat to drive and looks that scream style.

It's unusual given the Hyundai Elantra has been with us for some time now and is looking a little bit old hat especially when compared with Cerato.Elements of the body are vaguely familiar in VW Passat and other Europeans and the overall effect yields one of the better looking cars this side 30 of grand.The same applies inside which is light and airy two tone and easy to use apart from a misplaced handbrake that tangles with reverse gear selection.Even the audio system came as a surprise in a car that sells for less then 19 grand drive away with air. It's pretty good offering solid bass, sharp treble and a good radio range, eclipsing audio in cars costing more than twice the money.But then, the same applies to most aspects of Cerato – engine performance, ride and handling and quality of finish.I have to say, Cerato took me by surprise after years of low expectations from this end of town.Underneath the stylish skin is basically a generic Hyundai Elantra engine and gearbox but the Cerato seems better behaved than Elantra in terms of ride and handling due no doubt to a newly developed suspension.The twin cam, 2.0-litre four cylinder engine cranks out a handy 101kW/182Nm with a five speed manual as standard and optional four speed automatic.As you'd expect from a Korean product, standard equipment is prodigious with airconditioning, cruise, remote central locking, power and heated mirrors, power windows, mirrors and aerial and a six CD audio system all included in the package.There isn't any ground breaking technology in Cerato but Kia has obviously expended plenty of time refining the car's various elements leaving little room for criticism but plenty for praise.The ride and handling for example isn't sports car sharp but is a good compromise for everyday driving. The steering is well weighted, has a smallish turning circle and is not too direct while the chassis feels solid as a rock on rough roads.There's plenty of room for four adults and the boot is large, housing a full size spare under the floor.Fuel economy on test was about 9.0-litres/100km in mixed driving.With a new Sportage just around the corner and Sorento already in the public domain, Kia is putting together a powerful argument in terms of quality products, to be a must consider on buyers shopping lists.

All-wheel drive adds $4000 to the price of the wagon but you also get some other goodies thrown in, chief among them stability control.The rear wheel drive model makes do with less sophisticated traction control.Our test car was the top of the line all-wheel drive Ghia with all the bells and whistles.The most obvious difference between the two cars is that the Ghia has coloured coded bumpers and mouldings.It gives it a chunkier look and some people commented that they liked this, but we prefer contrasting trim.Alloy wheels are also standard but there is nothing wrong with the way the steel ones look.Inside, the Ghia gets leather and all the trimmings, including dual zone climate airconditioning, extra adjustment for the power driver's seat and side curtain airbags plus an upgraded trip computer and premium sound system.It all adds up and an all-wheel drive Ghia is going to set you back $53,290 before on road costs, compared with $38,990 for the entry level rear wheel drive TX.A mid-spec TS model will soon be available, but Ford is going to have trouble filling the orders it has first.Although Territory is selling its socks off, we have not seen many on the road probably because dealers are still awaiting delivery.Latest industry figures show Ford has sold 4099 of the wagons so far this year, almost 1700 of them last month.The most surprising thing about the heavier, equipment laden Ghia is that it returned better fuel economy than its lighter, rear wheel drive stablemate – about 14.3L/100km compared to 14.7L/100km – and over roughly the same test route.On paper at least the rear-wheel drive model is supposed to get slightly better fuel economy, at 13.1L/100km compared to 13.5L/100km.The all-wheel drive model is targeted at people who are more likely to go off road with their vehicles.Having said that, the rear wheel drive wagon is going to take you just about anywhere you're likely to want to go without getting the car scratched.Where all-wheel drive really comes into its own, however, is in the wet, where its value cannot be overstated.It's a full time system which distributes torque 62 per cent to the rear axle and 38 per cent to the front, with a rear wheel bias that Ford says is favoured by customers.Add in stability control or Dynamic Stability Control (DSC) as it is called, and Territory offers impressive levels of ride and handling, particularly for a vehicle with a high centre of gravity.DSC draws on the he services of the car's traction control and ABS brake systems to monitor and check wheel spin at each corner.Throw it at a corner and you will be surprised at how unflustered it remains.After taking the rear-wheel drive model paddock bashing, we saw little point in taking the all-wheel drive over the same ground.However, we hope to report further on Territory's off road prowess, with some Outback testing coming up in the next couple of weeks.