Articles by Stuart Innes

The C2 is largely overlooked as smaller-car buyers desiring the chevron badge grab the C3 model instead. The C2 sells only a fraction of the number of the C3 in Australia. After all, each starts at the same $19,990 price and it takes further study to discover the C2 is the better equipped of the two at this entry price. The C2 in the $19,990 VTR trim, for example, includes alloy wheels, climate-control airconditioning, fog lamps, sequential shift automatic transmission and leather-trim steering wheel, which the standard C3 does not. The face-lifted C2 has been revealed in Europe, where nearly 500,000 have been sold in five years. It's picked by a new radiator grille and surround and new front bumper. At present the C2 is sold in Australia only with 1.6-litre petrol engines of 83kW and 90kW power, making them slightly higher tuned than the 80kW base C3. Any diesel engine for the C2 has not been confirmed for Australia but in Europe it offers a 1.6 diesel delivering fuel economy of 4.4 litres/100km. The C2 shares the same platform as the C3 but is 18cm shorter at 3666mm, 6cm lower at 1461mm and on a 14cm tighter wheelbase at 2315mm. It is designed for only two rear passengers but each gets an individual seat that slides forward and back depending on whether priority is for rear legroom or luggage space. Citroen Australia says the updated C2 is due here early next year.  

The price premium is good value considering the power gain.Elise SC has a compact supercharger in a special, one-piece casting of the intake manifold to the 1.8-litre variable-valve, four-cylinder engine.It lacks an intercooler, saving weight compared with the supercharged version of its stablemate, the Exige.Lotus says the new Elise SC has been engineered as a fast road car and so gets a progressive throttle response. The variable camshaft does not switch in at a single point but rather comes into effect between 4000rpm and 6200rpm, depending on how the car is driven.The 162kW of power and, at 5000rpm, the 212Nm of torque are each about 15 per cent more than the Elise R. In deeper contrast, it's 62 per cent more power than the Elise S, yet at 870kg is just 10kg heavier.That translates to a 0-100km/h time of 4.6 seconds, so watch out six-litre V8 HSV drivers. But the real talents of the Lotus are in cornering and braking.The SC version has slightly wider rear wheels with 225/45 tyres. Its 17in diameter alloys have a unique design helping Lotus spotters pick it from other Elises, while its rear wing is another identification aid.It has AP Racing calipers at the front and Brembo calipers at the rear on 282mm ventilated discs - more than enough braking for such a light car.Instrumentation includes lights warning to change up a gear as the engine approaches its redline.The Elise S sells for $69,990, Elise R $94,990 and the new Elise SC $104,990.A touring pack costs $8000, a sports pack $7000 and options include removable hardtop and traction control. 

The most frugal version of Fiat's baby 500 model, using a small diesel, consumes less than Japan's best hybrids, which can cost about $10,000 more. A flood of imported new-generation diesel models has arrived, delivering fuel consumption of better than five litres per 100km — equivalent to 56mpg. Most are able to drive about 1000km without visiting a service station. However, these bowser-beaters are small cars with premium prices. The new champ is the 500 diesel version, rated at 4.2 litres per 100km in official testing, and costing $25,990. Petrol 500s, which are slightly thirstier, start from about $23,000. The most popular hybrids, using an electric motor teamed with a petrol engine, are the Toyota Prius (4.4 litres/100km, from $37,400) and the Honda Civic Hybrid (4.6 litres/100km, $32,990). The first batch of diesel 500s for Queensland buyers is expected to arrive soon, but petrol versions are already here. New owner Kitty Mackay, of New Farm in inner Brisbane, has just bought a Fiat 500 from a dealer. “With me, it's a nostalgia thing,” she said. “I had a Fiat 500 when I was going to uni in the '70s. Also, I'm doing my little bit for the environment.” She said it c to fill the tank, which was still half-full after five days of heavy use. “It's fun, it's cute and it fits all the shopping in the boot, no trouble at all,” she said. “It's a really handy little car for everything and a perfect, perfect, perfect town car.” The 1.4 litre 500 Sport has a list price of $26,990, but Ms Mackay's came with extras including red leather upholstery, red stripes, sunroof and tinted windows, making it $35,000 on-road. “That's a lot to pay for a little car, but it's worth it,” she said. Meanwhile, the Queensland Government, which has had hybrid cars on its fleet since getting six of the first Toyota Prius hatchbacks in 2001, is adding Honda Civic Hybrids. The first 10 Hondas have just been delivered, with another 40 on the way this year to join QFleet's stock of 177 hybrids. Premier Anna Bligh said: “The cars we buy are important as they not only end up in the government fleet but then in the community.”   Fuel misers Fiat 500 diesel 4.2L/100km Citroen C3 diesel 4.4L/100km Fiat Punto diesel 4.4L/100km Toyota Prius 4.4L/100km Audi A3 1.9 diesel 4.5L/100km Citroen C4 diesel 4.5L/100km Honda Civic Hybrid 4.6L/100km  

It's doubtful if a car buyer looking at a new Holden Commodore or Ford Falcon would contemplate putting Citroen C4 on the list. Until now.The sales figures show the swing from large cars with their petrol-guzzling six-cylinder engines to small-medium cars with four-cylinder engines.Allied to that is the rise in model choice and sales of diesel-engine cars.It's an interesting study to ponder that the Holden Commodore, for years (until now) Australia's biggest-selling car, starts at $36,790 for the Omega. It's Aussie rival, the new Ford Falcon, starts at $36,490.Undercutting both is the Citroen C4 2.0 HDi, a small-medium hatchback from France at $35,990. It has everything most drivers would want - dual-zone climate control, power windows, electric folding door mirrors, cruise control, rain-sensing wipers, auto headlights, stability control, front, side and curtain airbags, trip computer, fog lights, split-fold rear seat and alloy wheels.The Commodore Omega or Falcon XT can not match the C4's six-speed sequential shift automatic, either.Sure, the C4 is a smaller car than the big Aussies, particularly in back-seat width. But isn't it smaller cars people are wanting now? The C4 has been out for a few years and has engines including 1.6-litre and two-litre petrol units, and a 1.6-litre diesel, but this latest two-litre diesel is a beauty.It's smooth and torquey and matches well with the transmission. Its 100kW of power is no match against the big sixes. But it's no slug either.And, once rolling, the 320Nm of torque at a gentle 2000rpm has an overboost facility to 340Nm for periods of maximum effort. That even shades the torque from the Holden V6.And here's the winner; fuel consumption.The official rating for the Citroen C4 2.0 HDi is 6.6 litres/100km. I had no trouble averaging 6.5 litres/100km, even in suburban traffic.The Commodore Omega's rating is 10.8 litres/100km and it uses 64 per cent more fuel than the Citroen C4. The C4 diesel has a wonderful surge from 2000rpm, has a flat underbelly to give good aerodynamics, runs quietly (2000rpm at 110km/h) and has a comfortable driving position thanks to height and reach adjustable steering and seat, although the A-pillar set well forward requires peering around.The Citroen C4 2.0 HDi is very easy to live with. Especially on those few occasions when you call at the servo.

Here's something to whet the appetites of driving enthusiasts who like the cachet of an Italian marque but need versatility in luggage space.On paper this car measures up. A V6 petrol engine with variable valve timing and twin overhead camshafts on each cylinder bank. A strong 191kW of power. A broad, low stance pushing its wide-tread, low-profile tyres on to the road where they are propelled by all-wheel drive.Leather-trimmed seats, sports instruments and, at the top of the range, a six-speed automatic with sport mode and steering wheel paddle shifts.Luggage volume is great and even more can be carried when the rear seats are folded flat.It's the Alfa Romeo 159 Sportwagon - the 3.2 JTS Q4 variant, the most expensive of the 159 Sportwagon range.At $80,990 it's quite a swallow; $12,000 more expensive than its fellow-European Volvo V70 V6, which also has all-wheel drive, six-speed automatic and is more powerful and more spacious.It's a shame the Q-Tronic auto lets the wagon down. Even in regular Drive setting, it hangs on to gears far too long, the driver willing it to change up a gear or two to lower the revs, the noise and the fuel bill.In the manual-shift mode, the test car wouldn't accept a command to go into top (sixth) gear at a steady 90km/h on a flat road. It used fuel at a rate of 13.6 litres/100km on a drive that included a Fleurieu cruise. Do mainly city and suburban driving, and petrol consumption will increase.The driver can find an ideal position helped by seat and steering wheel adjustments.The AWD is configured to give a slightly rear-axle bias.This is a wagon that corners with good balance, even at speed.The rear luggage area, accessed by a lift-up tailgate, has a floor about 24cm below the loading lip (more like a hatchback than a station wagon). It's harder to lift items in and out, but probably helps the wonderful chassis integrity.Tie-down hooks, luggage nets and bonus compartments make it appealing. The 445 litres of space (below the luggage blind) expands to 1235 litres with the rear seat down. Then there's the joy of driving an Alfa; the deep-set gauges are there for olio, acqua and benzina and when asked to perform, it generates a raw, racy sound.The $77,990 six-speed manual version might be worth trying along with any of three other engine choices back to the 2.2 four-cylinder petrol (136kW power) from $52,990 where you still get leather trim, dual-zone climate control, 10-stack CD, cruise control, stability control, rear park sensors and alloy wheels. SnapshotAlfa Romeo 159 Sportwagon 3.2Price: $80,990Engine: V6 petrol, dohc, 3195cc.Power: 191kW at 6200rpm.Torque: 322Nm at 4500rpm.Transmission: Six-speed Q-Tronic sequential with paddleshift.All-wheel drive.Brakes: 330 x 28mm ventilated front discs, four-piston calipers; 292 x 22mm ventilated rear discs; ABS.Economy: 12.3 litres/100km. Tank capacity 69 litres.Emissions: 291g/km.Wheels: 18in x 8in alloys; 235/45 tyres.Dimensions: 4660mm long, 1828mm wide, 1422mm tall.Performance: 0-100km/h 7.4 seconds. Top speed 237km/h.In its class: Audi A3 Sportback 3.2 quattro, $65,500Saab 9-3 Sportcombi: $75,600Volvo V70: $67,950BMW 335i Touring: $108,600 

Mitsubishi Triton has a pretty good reputation for being a tough ute and in its current shape a bit of a style leader, too. Its latest variant could be a sales winner. The 4x2 Tritons now can be had with a new 2.5-litre turbodiesel engine and with an automatic transmission.Mitsubishi found that when it introduced a 2.4-litre petrol four-cylinder engine to Triton last year, its two-wheel-drive ute sales soared.The fuel-frugal, torquey diesel engine, and with the option of an automatic transmission, should add to that.It's 2008 and not everyone wants to, or can, drive a manual vehicle. Manufacturers used to have diesel engines mated only to manuals - devices that can be laborious to use.The four-speed automatic on the Triton diesel makes life a breeze - as easy as driving a medium-size automatic sedan.I drove the single-cab version, excellent value at $22,990 for a five-speed manual and $24,990 for the automatic.It includes airconditioning, power windows, cruise control, central locking and remote keyless entry.The two bucket seats are fairly comfortable and appear to be covered in hard-wearing fabric.There's not much cabin stowage space behind the seats, especially for taller people.The cabin is minimalist but well finished. The 2.5-litre turbodiesel generates 100kW of power at 3800rpm and a healthy 314Nm of torque at 2000rpm. Mated to the automatic transmission, acceleration from traffic lights is smooth and at a respectable rate.The auto shift lever has an overdrive button.Exterior mirrors are manually adjusted but are a good shape and size.The 4x2 sits high, with good ground clearance, like its 4x4 Triton brothers and has beefy suspension (coil springs front, leaf springs rear).It was purpose-built as a ute, not a passenger car derivative.The 2.5-litre diesel, and the optional automatic transmission, also are available in the Triton dual-cab ute as a 4x2. Small torqueCustomise The Mitsubishi Triton 4x2 with 2.5-litre diesel comes in one trim level, the GXL, with 16 inch, six-stud steel wheels. Option packs are available to customise the vehicle.Good sizeThe single-cab on test has good load area. Even with a tray liner, it offers 2150mm of load length and is 98cm wide between wheel arches. The tailgate has an adjustable angle or drops down. The ute has six chrome tie hooks.Automatic choiceTriton 4X2 ute with 2.5-litre turbodiesel and four-speed automatic sits at 2200rpm at 110km/h.Other choicesThe Triton range includes single and dual-cab, ute style or cab-chassis, 4x2 and 4x4. The 2.5-litre diesel joins the 2.4-litre and 3.5-litre V6 petrol engines for 4x2 Tritons. The 4x4 Tritons have the 3.5-litre V6 petrol or 3.2-litre CDI diesel. “Customer feedback suggests the two-wheel-drive diesel - especially with the automatic transmission - is a variant that will find great popularity,” says Mitsubishi boss Rob McEniry.

Atkinson, driving a Subaru Impreza WRX STi, has second and third places from the three rallies so far in the 2008 world championship.Yet he is not expecting a podium this time.“Argentina is probably one of the most difficult rallies for me,” Atkinson said yesterday.“It's a rally I've still to come to grips with speed wise.”He claimed that much more experience than his three events in Argentina was needed to do well there.Day one will be on very fast roads, said to be similar to those in Mexico where Atkinson finished second four weeks ago. Day two is run on a hard base of sand. Day three climbs the twisty mountain roads.So a new set up is needed for the car each day, according to Atkinson's engineers at the Subaru World Rally Team.Atkinson sits fourth on points in the championship with his 14.Leader is Ford's Mikko Hirvonen who again will be first car away and so act as “road sweeper” for following cars, which cost him heaps of time in Mexico. 

The 308 replaces the 307 and although it shares the essence of its platform and wheelbase, it has grown 75mm longer, 53mm wider and sits on a wider track.The 308 is offered only as a five-door hatch, although a Touring wagon could well follow.But then there is a choice of not just petrol and diesel engines, but two of each.Entry level is a 1.6-litre petrol of 88kW power available in the base XS model at $25,990 and better dressed XSE (automatic only) at $30,390.A turbocharged version of that (also seen in the Mini Cooper S) gives 110kW in manual or 103kW (auto) and is in XSE trim only, at $30,590 (manual) and $32,590 (auto).Turbodiesel engines start with a 1.6-litre of 80kW power and 240Nm torque, only in the XS version and in manual, at $29,990 - which means it's a hefty $4000 more than the standard petrol engine. Bigger and stronger is the two-litre turbodiesel of 100kW power and 320Nm torque at 2000rpm. It's in the XS at $33,590 manual and $2000 more for the automatic. But in the top-of-the-range XTE HDi it is automatic only, at $37,990.I drove the XSE turbo-petrol with five-speed manual and then the XTE diesel automatic. Each is a fine car with good comfort in the front seats. Cornering poise and grip make them deceptively quick point-to-point cars and the ABS brakes are strong performers.The 308s are reasonably refined - even the diesel engine has good mechanical noise suppression inside the cabin. However, a not uncommon issue with imported European cars on their European tyres is road noise/tyre rumble marring the quiet drive, particularly with the lower-profile tyres on the XTE.Happily, these are European cars with full-size spare wheels.All 308s get stability control as standard, except the XS versions where it can be had for just $450. It might be the best 450 life-saving dollars you ever spend.The Peugeot 308 has a distinct design but its wide B-pillars rob some over-the-shoulder visibility for the driver at an angled road junction.The XTE comes with a panoramic glass roof to let in light on a cloudy day. In hot sunshine, press the button for the roof blind to close. The glass roof is a $1000 option on the XSE.The rear seat is firm, which means supportive, but an adult-size person won't enjoy sitting in the middle where there is little leg room. The boot has lots of tie-down loops and “curry hooks” to hang shopping bags. And the parcel shelf has a clever lid that can open from either side. The rear arm rest includes cup holders.The sloping, big windscreen has cross-over wipers. You'll be buying replacement blades by the metre, such is their length.The glovebox has limited space. Trip computer and other information is comprehensive and well displayed.The turbo-petrol engine has good, linear feed once 1400rpm is up. It is an engine that sprints the car along when called upon but it's remarkably easy to achieve excellent fuel economy. Helped by a rural drive, I got 6.3 litres/100km. It sits at 2700rpm at 110km/h in fifth gear.The diesel automatic cruises at this speed at 2200rpm and, with a lot more suburban work, averaged 6.5 litres/100km.Official figures are 7.1 litres/100km for the turbo-petrol and 6.8 litres/100km for the diesel, so it's hard to justify the $3000 difference in engine price.I'm a strong fan of modern diesel engines and even given the XTE has a good sequential-shift six-speed automatic and more luxury equipment, the manual XSE with the willing but extremely fuel-economic turbocharged petrol engine and sweet-shifting manual transmission will do me - at $7400 less.

The 2008 model includes stability control and a choice of wheelbases to give eight or nine seats. Caravelle disappeared from VW showrooms four years ago but the new model is back with a choice of 2.5-litre turbocharged diesel engines, with 96kW of power and 340Nm torque or 128kW and a strong 400Nm.There's a six-speed manual on the short wheelbase with the entry-level engine, or $2500 more brings a six-speed auto with Tiptronic shift which is standard on other versions of the front-wheel-drive vans.The only other manual version is the Caravelle with the 128kW engine in short-wheelbase form and with the 4Motion all-wheel-drive system, useful for soft off-bitumen duty and on slippery roads.As well as stability control, which includes a trailer stabilisation program, Caravelle has ABS, an electronic differential lock, traction control system and engine braking control.Power front windows, power adjustable and heated door mirrors, bumpers in body colours, trip computer, cruise control and leather-clad steering wheel are also standard equipment.Depending on wheelbase, the Caravelle length is 4890mm or 5290mm and it has 16in alloy wheels, all-disc brakes and full coil-spring suspension.The eight-seater has a driver's seat plus front two-seater, a second row of a two-seat bench and a three-seat rear bench seat. The nine-seater has separate front seats, a two-seat bench seat for each of the second and third rows plus a three-seat fourth row.The Volkswagen Caravelle range starts at $50,490 for the SWB 96kW manual and goes to $57,490 for the 128kW LWB. 

If any car company can make a large SUV with sports overtones it has to be Porsche.The Porsche Cayenne GTS - is more of a prestige performance wagon than an off-road crawler.Porsche, makers of sports cars of high repute, made the leap to 4WD wagons, introducing the Cayenne five years ago in recognition of soaring SUV sales.In its Cayenne range it offers a high-performance version. Well, a 4.8-litre V8 turbocharged Porsche engine would be a goer, wouldn't it? Try 368kW of power. But also then digest another big number; $215,200. The Cayenne range starts at a comparatively modest $94,700 for the model with the 3.6-litre petrol V6 engine producing 213kW - the lowest priced new Porsche you can buy.Then comes the Cayenne S - its 4.8-litre normally aspirated V8 generates 283kW of power - at $134,500. The $81,000 jump from there to the V8 Turbo is a big one, so now Porsche has come in with a Cayenne that is for the sports driver, tweaking that V8 to give 298kW of power at 6500rpm and a nice round 500Nm of torque at 3500rpm. Called the Cayenne GTS, it carries a $153,000 price tag.Porsche's intent in making it a sports machine, albeit weighing 2.3 tonnes, is reflected in the final-drive ratio being changed from a long-legged 3.55:1 to a more agile, stronger accelerating and more responsive 4.1:1.It comes standard with a six-speed manual gearbox, this big'un lifting its skirts and sprinting from zero to 100km/h in just 6.1 seconds on the way to a top speed of 253km/h.Changing back to fifth will allow the 80km/h-120km/h “overtaking” push in 6.6 seconds. A six-speed Tiptronic transmission is optional.Cayenne GTS sits on 21in diameter wheels, clad with wide, low-profile 295/35 tyres. This is another reason this vehicle is unlikely to be seen in Brachina Gorge - these are more on-bitumen tyres. If you holed one, there'd be a long search and wait for a replacement. Inside, the seats have been given special treatment for the Cayenne GTS. The front seats are adjustable 12 ways with electric motors, the rear seats get bolstering to help passengers cope with the higher cornering forces, but the rear will still take three adults. The seats have alcantara finish to help grip the body, with bolsters finished in leather.Brakes have impressive credential; 350mm discs, 34mm thick at the front with six-piston calipers. The rears are 330mm x 28mm and get by with four pistons.The GTS gets flared front guards and sits lower than the standard Cayenne, and it is the first to combine steel springs with Porsche Active Suspension Management. Another feature is the sport button. When the driver presses this, the mapping is changed for the accelerator pedal, bringing more direct response from the engine. And the sports exhaust system chimes in with its lower counter pressure. Also summoned is the sports mode for the active suspension and consequent firmer dampers.On the GTS, spring rates are firmer and tauter than on the Cayenne S. Air suspension is optional on the GTS, giving six levels of ride height, including load level when the wagon is stationary and up to 251mm ground clearance for off-road driving up to 30km/h.The manual and the automatic transmissions have hill-holder functions to give clean getaways uphill. And here's another good reason to own the biggest of Porsche's sporties - it will tow 3080kg on steel suspension and 3500kg with air suspension.Claimed fuel consumption is 15.1 litres/100km for the manual and 13.9 litres/100km for the Tiptronic. It carries a 100-litre petrol tank.