Articles by Staff Writers

Several manufacturers have debuted diesel engined models in the past few weeks, no doubt with the same thought in mind.The latest is Motor Group Australia (MGA) that is offering a diesel version of its stylish and popular Rover 75 sedan.The good news is that it is a BMW-sourced engine and offers a good combination of power and economy.Rover 75 CDti carries a $4000 premium over the base model bringing the price of the car to $53,990 before on-road costs.But in addition to the diesel power plant it also comes with leather upholstery and a fully featured trip computer.It makes the car an interesting proposition if you take into account fuel savings and the extra durabilty offered by the diesel engine, making it an attractive long term investment – maybe even a nice retirement present?The 2.0-litre four cylinder DOHC turbocharged common rail diesel produces 96kW of power and 300Nm of torque from a low 1900rpm.The combination of low power and high torque output characterises a diesel engine.Ignore the power figure for the moment because it is the high torque output that we are more interested in – torque's the stuff that gets cars off the line quickly and makes easy work of the steepest hills.In this case, 300Nm is almost as much torque as produced by a six cylinder Commodore.To get the same amount of torque out of a petrol engine you have to step up to a much larger capacity power plant which in turn means the car is going to use more fuel.However, the Rover sips diesel at the dainty rate of just 7.5L/100km which when combined with a 65-litre fuel tank gives it a range of more than 800km from a single tank.That's fuel for thought isn't it?But it is not all about economy because a car has to look good and go well too or nobody is going to want to drive it.Although a little slow to respond to the throttle at times, the Rover scores well here too.It has strong low to mid-range acceleration, but with a typical turbo surge of power as the boost kicks in.This can be difficult to manage in stop-go city traffic, because if you are not careful you'll wind up breathing down the neck of the car in front.The diesel engine is mated to a five-speed, adaptive automatic transmission.But it really needs a sequential shift, something that you almost take for granted in a car of this price and calibre.Changes need to be performed accurately otherwise you could find yourself leap frogging gears.Keeping it in fourth works best for city driving.Other than that it's all good with plenty of old world style, beaded leather upholstery, light oak wood finish, dual zone airconditioning, front, side and roof airbags and steering wheel controls for cruise and audio.We should point out, however, that both the sound system and trip computer displays are almost invisible behind polarised sunglasses.

Now that safety is one of the main factors buyers consider, Volvo is finding itself in a quandary.

There is little doubt Audi is setting the pace in styling terms over its most direct European competitors.Look at the new A3 – a sexy looking, well-proportioned car if ever there was one.With subtle links to the first A3 from 1996, the new model has progressed to the point where other companies would be silly if they didn't copy elements of the A3 look. And they will, wait and see.Like all the other Audis in the currentl line-up the A3 with its high door sills is body beautiful.And then you drive it.Things get better from here. v This was the "base" model, 1.6-litre, three-door hatch with optional six-speed tiptronic automatic transmission selling for about $37,000. v What is impressive about this powrtrain is the auto trainsmssion – not yet available on any other car in this segment. Others make do with four or five cogs in their small car automatics.EVen better are the A3's steering wheel shift buttons so you can pretend you are behind the wheel of an F1 car.The 1.6-litre hi-tech, petrol engine is good for 75kW/148Nm output.Not a lot on the face of it, especially in the weighty A3 but the six-speed auto does an excellent job of marshalling engine output and feeding it through the front wheels to the road.This layout – small capacity engine with a six-speed auto – could point the way to the future, especially in small petrol-powered vehicles.The engine is sweet running and economical and has good response from low in the rev range. It spins out freely and is quiet in cruise mode.The auto shifts smoothly and adapts to various drivin styles and conditions.Audi has given the new A3 tidy dynamics that deliver a sporty, taut on-road feel which flows through to other areas of the car. The electric steering for example is direct and firm and the brakes are powerful.It is well suspended and feels like a larger car. It is in fact slightly larger than the previous A3.The interior is up to expected generic high Audi standards and is functional and attractive with some arty touches to liven things up.Access to the rear seats is OK, aided by a clever front seat folding mechanism. Once you're there the rear seat isn't bad. The boot is large for a car of this size.It is well equipped and has quality ancillaries.Can't wait for the five-door version to arrive.

A new model is looming and the Astra has had a good run here.This Astra SRi turbo, notwithstanding the ageing body shape, is not so much a piece of dynamite as it is a penny bunger.That is not to suggest the hot Astra is wimpy.Simply it represents supreme value-for-dollars.We recently revisited the Astra turbo SRi to find there was confirmation of the initial impression – quite a nice kit for $36,990.This European styled and engineered hot four works down here because it is a reasonably affordable way of getting into the force-fed hot four market that has been brutally dominated by Subaru's WRX for the best part of 10 years.There is a lot to be said for turbos, not purely for their adrenalin-packed rush but for the way they enhance driveability.From about 1950rpm the turbo chimes in it but really kicks from between 2500rpm-3000rpm, maximising thrust to offer a launch that would surprise some six-cylinder cars.The Astra inherently possesses a torquey nature. This pulling power helps the little hatch along when tackling hills or in overtaking manoeuvres.On a quiet road doing 60km/h in fourth there is enough torque to pull past a slower car or up a hill without downshifting.The brake pedal holds firm despite repeated attempts at hammering the anchors.Out and about the 17-inch Dunlop tyres stick well to the road.The front can become a bit unsettled with an aggressive shove of the throttle that can promote medium-to-high level torque steer misbehaviour.Turbo and torque are an infectious combination, sometimes prompting the driver to be rather inconsistent with application of the right foot.Along those lines our fuel economy finished at 10.2litres/100km on a 500km test carried out predominantly in open running.It may not have the weaponry of a WRX nor the badge kudos of an equivalent European fast four, but the Astra stands tall all on its own with 147kW of power creating a little ball of fun on dirt and blacktop.It's not until you park it beside the standard SRi ($8000 cheaper) that you can pick the subtle differences.The front spoiler on the turbo is unique in that it accommodates hexagonal mesh inserts in the splitter and has different fog light housings.On the outside the rub strip and side skirts match the body unlike the vinyl used on the standard.The 215/40 five-spoke wheels accommodate 17-inch Dunlop rubber compared with the 16-inch Michelin's on the non-turbo.The rear wing is identical with the only difference being the turbo badging on the right-hand side.Inside, the biggest difference is the quality leather seats.It may be hard to see $8000 difference but driving-wise the two are totally unrelated.The turbo's gearbox seems sweeter, falling into its gates as smoothly as a hand in a glove. Most of all, the turbo has a unique edge.It bears no similarities to a Japanese thrusted four-potter and has a uniquely European character that just happens to have an Australian badge.

Volkswagen had no such qualms at the launch of the fifth-generation Golf in the NSW southern highlands last weekend.And that is because when the two are beside each other, the old model looks positively Spartan and ugly.The old Golf is angular and fussy. It's new kin is cute. Or, as VW would have you believe, "lovely".VW is advertising the new generation Golf by using the 1970s Stevie Wonder hit, Isn't She Lovely?. And it is.Styling is more rounded, smoother and simpler than its bland predecessor.It has cuter and bigger seal-pup-eye headlights and taillights, flared wheel arches, a higher rear door sill, a discrete hatch spoiler lip, blinkers integrated into the door mirrors and a VW emblem on the hatch which doubles as the handle, making the rear less cluttered.Golf V comes in four engine variations, including the 1.6-litre petrol powerplant from the previous generation in the base model.A powerful 110kW two-litre fuel stratified injection (FSI) high-octane petrol engine from the Audi A3 also has been added as well as two diesel variants -- also from the A3 line.The 1.9-litre turbo direct-injection diesel pumps out 77kW of power and 250Nm of torque, while the two-litre TDI yields 103kW and a massive 320Nm starting at just 1750 revs.That is the sort of pulling power you would expect from an Australian-made, family, six-cylinder car.On the road, this torque thump translates into safe passing and red-light derby victories. But you will pay an extra $4500 for the privilege.The 1.6-litre has a five-speed manual or auto/tiptronic while the two-litre FSI has a choice of six-speed manual or six-speed automatic/tiptronic for $2300 extra.The diesels have a direct-shift auto gearbox which uses two-weighted clutches, operating alternate gears for swift and near-seamless changes.All auto boxes have a normal or sport mode, which is a little hesitant. If you really want rapid response, use the tiptronic selector.The 1.6-litre petrol and 1.9-litre diesel are available in the base Trendline and mid-range Comfortline trims, the two-litre diesel only comes in Comfortline and the two-litre FSI comes in mid-spec and top-end Sportline.Most include cruise control, tripmeter and traction control, and there are many options, including a high-quality sound system, leather seats, sunroof, satellite navigation and metallic paint.The instrument panel is straight out of the new range of Audis and looks top-notch with its classy blue and red illumination.Its handling behaviour is typical of a sporty, front-wheel drive. There is manageable understeer with little body roll and adequate damping.Brakes have anti-skid control and EBD which equalises the pressure across all four discs, but despite hydraulic brake assist, they require a fair old push to yield good results.Road noise is low for this size of car.Drivers will appreciate the down-sized steering wheel, pin-sharp electromagnetic speed-sensitive steering, adjustable seat and two-way steering wheel adjustment.Rear passengers will appreciate the head room, thanks to the straight roof line, the ample legroom and the generous seat squab that comes out all the way to the back of your knees.But few country motorists will appreciate the lack of a full-sized spare.The 125mm 80km/h-limited space-saver tyre allows a flat, boot floor, but leaves no room to put the flat, 235mm tyre when it is taken off the car.Unfortunately, this Golf retains that rear three-quarters blind spot care of the combined C and D pillars and lack of a window between them.And the rear blinker can be difficult to see when the brake lights are on, as it is small and surrounded by huge stop lights which tend to 'drown it out'.The car achieved record 12-star ratings in the Euro NCAP crash tests, thanks to better intrusion design, a 30 per cent stiffer chassis and six airbags standard across the range.

BMW launched the 1 Series while Audi revealed its new A3, which will also come in a five-door variety.Mercedes Benz has upgraded the A-Class Classic, the limited edition version named the Piccadilly. The special package is available on both the A 160 Classic and A 160 long wheelbase and adds remote central locking, luggage cover, leather-covered steering wheel and gear shift lever.The Piccadilly also comes with 16-inch alloys and two new metallic paint finishes: alpine blue and tropical black (both at no extra cost).Having not encountered a clutchless manual car that uses an H-pattern style gearbox before, driving the A-Class was a unique experience. The gearbox is more like a standard manual and doesn't use an up/down shifter or paddles.When the car was picked up, its minders said "it is just like driving an automatic". But after a week of testing the five-speed manual sports transmission with automatic clutch felt more like driving a traditional manual.Being a manual driver for more than eight years there was an initial tendency to push the "invisible" clutch.It caused a few giggles from passengers as I got used to keeping my left leg still.To drive the Piccadilly the driver puts the car in first gear and puts the foot on the accelerator.The automatic clutch can be heard working its magic. The transition was smooth and the pick-up reasonably quick.Changing gear follows the normal manual procedure of lifting off the accelerator before selecting a gear, without using the left leg.This was the same up and down the gears, the only problem getting used to using the handbrake for hill starts again.The speedometer display shows what gear the car is in.The A-Class is one of those cars that act like a status symbol. It is the sort of car one drives when things are going well financially, and, with an elevated seating position you literally look down on your fellow motorists.The 1.6-litre engine is A-Class customers' most popular choice and with 74kW of power and 150Nm of torque the smaller engine has plenty of go under foot.The A-Class is perfectly suited to city driving and cruises the highways quite well (although it does rev a little high on the freeway). Handling is light and in a recent high-wind storm it was an interesting experience trying to keep it on the straight and narrow at highway speed.Parking this little vehicle is a breeze.The A-Class has an extensive features including airconditioning with dust and pollen filter, driver seat height adjustment, heated side mirrors and outside temperature gauge.The A-Class also features numerous safety additions including anti-lock brakes, brake assist, front and side airbags for driver and front passenger, seat belt force load limiter and emergency pre-tensioners and even an integrated first aid kit.The A-Class features Benz styling and now with added extras at $34,900 is luxury more people can afford.Mercedes recently released sneak pics of its new A-Class, due here toward the end of next year. For the first time it will come in a three-door version.

Basically a long-wheel-based Commodore with loads of extras, it has proven a winning formula for Holden, easily outselling Ford's equivalent model, the Fairlane.Available as a sedan only, the series ll VS Statesman range was offered in a choice of two equipment levels the Statesman or the more up-market Caprice which included a lot more standard equipment.There was also a limited edition version called the International that included leather trim, power sunroof and self-levelling suspension.Mechanically, the big news with the series ll was the availability of a supercharger for the 3.8L V6 engine, producing 22 per cent more power and 12 per cent more torque than the standard V6.As well as the naturally aspirated V6 and supercharged V6, buyers also had the option of a 5L V8. All were mated to a four-speed automatic transmission.In normally aspirated form, the 3.8L V6 is an impressively smooth, responsive performer, and the supercharger boosts this to deliver even stronger performance. In NRMA's tests the supercharged version outperformed the V8 from a standing start to 80km/h and 100km/h.Behind the wheel the Statesman impresses with its combination of strong, effortless performance, excel- lent space and comfort, and high levels of luxury.There's ample stretch-out space, both front and rear even with the front seats all the way back and the boot is equally large with a porthole to poke long items through.Equipment levels are high with standard equipment including an eight-speaker sound system with 10-stack CD player, climate control airconditioning, cruise control, trip computer, adjustable steering wheel, power windows and mirrors, and remote central- locking.Safety features included driver and passenger airbags and anti-lock brakes.Unexpectedly, fuel consumption by the super- charged V6 was only slightly heavier than from the standard model and buyers can expect a well- maintained supercharged V6 to use about 16.1L/100km in the city and 12.2L/100km in the country. The supercharged V6 requires the higher- octane premium unleaded fuel.You can expect to pay around $11,000 privately for a Series I, 1996 standard V6 and $17,750 from a dealer for a Series III, 1998 V8 or supercharged V6.This is a good choice for those buyers wanting a big vehicle and possibly planning to make a lot of long journeys. As the vehicle is locally manufactured, parts are relatively easy to get hold of and reasonably priced.Pay attention to oil leaks from the engine, transmission and power steering.Check that the transmission changes properly with no delay and that all the electrical equipment operates satisfactorily.Recalls included problems with battery vapour, transmission fluid overheating when towing, and transmission cooler hoses.

And with sales of sports utility vehicles also out of control, BMW cannot get enough X5s in any configuration to satisfy demand.So it is that the compact X3 four-wheel-drive has been introduced here.It's not much smaller than an X5, but substantially cheaper. And it just may satisfy those who want a luxury SUV for its wagon shape and convenience, rather than its off-road ability.Those buyers will certainly not be disappointed with the X3 urban wagon.It's great on our city streets where it points and darts with a nimbleness belying its size.Jump in behind the wheel and there is a very 3 Series feel about the cockpit. Almost sporty.However, set the wheels in motion and it drives and handles nothing like a 3 Series.And neither should it. The X3 has permanent four-wheel-drive (called xDrive) that varies power distribution to the front and rear as needed, so it doesn't understeer and oversteer like the rear-wheel-drive 3 Series.Despite having the same body dimensions as many compact SUVs on the market, such as the Toyota RAV-4, Nissan X-Trail and Honda CR-V, it has a longer wheelbase which gives it far better ride.It also doesn't bounce over speed bumps. The BMW takes them on at speed without hesitation and sorts itself out quick-smart afterwards, rather than bouncing down the road.And there is little body language in the corners, the X3 sitting flat and in control.But the sophisticated suspension and chassis calls on the little 2.5-litre engine to do much more than it can.Plant your foot and it screams like a banshee without much response from the speedo.For an extra $9300, the three-litre engine is a better option for those demanding performance.Although it takes a second look to tell an X3 from an X5, the little guy seems a bit sharper than its tired big brother, sitting lower and sportier than most other compact SUVs. Only that grille and back door retain a spartan ugliness.Inside, there is a functional and uncluttered dashboard, efficient instrumentation and all the cruise and audio controls on the steering wheel where they should be.It feels cosier than the X5, yet there is good room in the back and plenty of luggage space.The auto box is adequate, but the sequential shifter is on the slow side.Brakes are strong with all the usual BMW auto assistance, yet giving good progressive feel to the driver.Fuel consumption is erratic with a huge disparity between city and highway driving, thanks to the underpowered engine which has to work so much harder to get going in traffic.The stated figures of 17L/100km around town and 9L on the highway seem about right. The manual apparently does much better.As for its off-road ability, it is handy on unsealed roads where it rallies well, but don't expect it to climb rocks, wade through water over 500mm or crest dunes.If you want to dress it up for an urban assault, expect to pay big dollars: options include park distance controls ($1680), sport suspension ($400), metallic paint ($1700), panorama sun roof ($3300), adaptive headlights ($2970) and navigation system ($6990).

It's a road best tackled in the morning, when concentration levels are high, when visibility is at its best. And as a test track for an all-wheel drive, it's hard to beat, for not only is it never straight, it's also buried deep in snow on some winter days. This month, I was lucky enough to be able to haul the full family – three big kids, two parents, plus a week's worth of ski luggage – up there and back in the big all-wheel drive Holden, the Adventra LX8.And what a good thing it is.Cruising from Sydney, along the Hume Highway via Goulburn, Yass, Gundagai, Holbrook, Albury, then along the Kiewa Valley Highway via pretty Yackandandah and Dederang, the Adventra proved itself a satisfyingly reliable conveyance, with equipment levels to please easily bored teenagers. Which is saying something.But if you think that adds up to something tediously middle-aged, think again. The baritone sound of 5.7 litres remains suggestively audible all the while, reminding the driver of the power that is available.Put your foot gently down and the acceleration is swift but undramatic. Foot down hard and you are pushed back with a snap. The so-called Cross Trac all-wheel drive system imparts a sense of sure-footedness, while the mass of the car – it weighs about 1.9 tonnes – delivers a real feeling of safety and substance.So far, the Adventra hasn't been a big hit in the sales department – apparently on the basis of the perception that it's a gas-guzzling throwback. Well, over a bit more than 1400km, loaded to the gunwales, the Adventra used 12.8L per 100km at an average speed of about 86.5km/hr. Some sixes would struggle to return such figures.Certainly, a two-litre four would use less fuel, but our trip, with our load, would have been an ordeal in a smaller car. In the Holden, the road slipped serenely by.Fuel consumption in the Adventra can be a matter of constant interest to the driver, because a clever function in the trip computer lets you see exactly how much you're using at any given moment.Ease off the throttle and the readout shows an instant fuel flow reduction. Accelerate up a hill or to pass, and the readout can shoot up to frightening levels. So there's a constant reminder to be a bit feather-footed, which is no bad thing.On our adventure, we tried just about every feature in the Adventra, except the airbags and the spare wheel, and everything ran like a Swiss watch. The cruise-control, the sunroof, the electric seats, the lush leather interior – all pretty swish. And the Blaupunkt sound system – teenage tastes in music notwithstanding -- was superb.Oh, and that winding road from Mt Beauty to Falls Creek. On the way up, the road was clear, but lead skies threatened snow, and we were not disappointed.A few days later, on the return trip, snow and ice meant lesser mortals in two-wheel drives were delving around in the slush, fumbling with frozen fingers to fit chains.But not us. The Adventra pulled itself out of its deep hole in the snow without fuss, and we loaded up for the last downhill run.For about 20km the road was white, so we weren't setting any speed records.But without chains, the car showed no hint of a slip or slide, the Cross Trac system combining with the ABS to provide precise control on every corner. So much so, it was almost disappointing to come upon dry road.Then home again via the Hume; first stop The Dog on the Tucker Box, where we tossed a coin into the wishing well. We all wished for the same thing – another holiday.

Think rabid greyhound, itching to get off the leash and take a chunk out of the nearest piece of meat and you start to get the picture.The high performance version of the Alfa 147 is just about the most fun you can have in hatch and one of two cars that can lay claim to the hot hatch crown.The other is VW's limited edition Golf R32 that boasts a similar profile on paper.But for our money we reckon the GTA has the edge. styling is dramatic and even more in your face than the standard car with the addition of a body kit and 17 inch wheels.engine is a race tuned 3.2-litre V6 that pumps out 184kW of power (that's 250bhp) at 6200rpm and a maximum 300Nm of torque at 4800rpm. To put that in perspective, it's about the same power that a six cylinder Ford Falcon generates, but in the compact dimensions of hatch that weighs 1360kg.it has a fabulous note and you'll find yourself driving around with the windows down just to listen from the engine. The roar from the purposeful twin tailpipes is not lost on others either.performance is impressive but marred by pronounced torque steer as the front tyres scrabble for traction. Yes, it's front wheel drive but don't let that put you off, because there is a sophisticated VDC stability control system.it's one of the least interventionist traction systems that we have driven, but it is still a case of hang on tight and wrestle with the wheel as the car rips from rest to 100km/h in 6.3 seconds and on to a top speed of 246km/h.low, mid and high range acceleration is very strong, with enough torque from the big six to dawdle in just about any gear. It'll even go up hill in top if you don't feel like changing down.transmission is six speed manual although a Selespeed auto is also available. If you fancy your driving, you will want to stick with the manual, with close ratios and a short, smooth easy to use action.the independent suspension is rock hard and the first time you hit a pothole you'll think the car is about to self destruct. It's the price you pay for the sticky handling and most buyers will happily live with it.the price you pay for performance is a thirst. Fuel consumption is listed as 18.1L/100km around town, dropping to a low of 8.8L/100km on the highway, with a claimed overall figure of 12.1L/100km. It drinks premium and prefers the good stuff.during our test the computer showed 15.3L/100km – the overall impression is clouded by a small 66-litre tank that at this rate doesn't leave much change from 400km.beefy brakes are 305mm ventilated front discs with dual pump Brembo calipers and 276 mm rear discs, with ABS and electronic brake force distribution.terrible turning circle.as well as the performance you get a great looking car with luxury appointments. Standard equipment includes highback sport buckets, xenon headlights, climate air, lots of airbags, eight speaker sound system.