Articles by Stuart Scott

It has a small diesel engine, so you assume the performance will be snail-like as well.Wrong on both counts when it comes to the nifty Citroen C3 HDi, $23,990 of diesel-propelled French chic on little alloy wheels.This petite five-door hatchback's rounded body, evoking memories of Citroen's iconic 2CV, turns out to be practical as well as cute.Large windows give the cabin an airy feel, and you find loads of space inside. There's headroom aplenty, and the boot is surprisingly generous for a car that's well under 4m long.Though small, it feels sturdy, and there is a refreshing charm about the whole package.So while the C3 obviously carries on Citroen's proud tradition of vive la difference, in this case there is substance to go with the quirky style.So often, “quirky” is a polite way of saying that something is awkward to use, but here it is endearing, with apparently no drawbacks.Well, almost none: I never did grow to like the seats. They look OK, but give the impression you're perched on top. Perhaps this is Citroen's way of making you drive cautiously, lest you fall off your perch. Care is advisable, because the major notable absentee from the C3's lengthy equipment list is a stability control system. Sorry, but that's reserved for its larger C4 sibling.There have been C3 hatches around for more than five years, but the HDi version is the latest arrival, added as Citroen spreads diesel engines to all corners of its range. At just 1.6 litres, it is only a small engine, but no matter because the C3 is only a small car. Anyway, a turbocharger helps give it a decent punch. To make the most of power, performance and fuel economy, there is no automatic transmission option.At first acquaintance the C3 HDi can seem rather sleepy, but it can deliver brisk acceleration. Diesels are all the rage, and this is one of the cheapest: Among the pint-sized diesel brigade, the Hyundai i30 and VW Polo cost less than the Citroen, the Fiat Punto costs the same, the Fiat 500 and Peugeot 207 cost more.Its official fuel consumption figure of 4.4 litres per 100km is the same as the Toyota Prius Hybrid. Not that that's comparing apples with apples: the costlier Toyota achieves its result on petrol.In the real world, a combination of easy-going highway running and trickle-along traffic snarls, the C3 I was driving gave excellent economy, averaging 4.7 litres per 100km.Since it has a 47-litre fuel tank, count on going almost 1000km between refills. Hopefully that's far enough to find a servo with diesel at a price that won't break the budget.CITROEN C3 HDi: Five-door hatchback powered by 1.6 litre turbodiesel with five-speed gearbox. Power 66kW. Torque 215Nm. FEATURES: Front and side airbags, anti-lock brakes, alloy wheels, airconditioning, power windows, trip computer, six-speaker sound system, cargo cover, remote central locking, split-fold rear seat. PRICE: $23,990. RIVALS: Peugeot 207, Fiat Punto and 500, VW Polo, Hyundai i30. FOR: Personality and economy. AGAINST: Those seats. SUMMING UP: Little French charmer

But there is nothing puzzling about the success of the CX-9. It has rapidly built a strong fan base since being released late last year, with sales enough to more than make up for the declining demand for the older, smaller CX-7.Never mind that the CX-9 is more than $10,000 dearer, it has rapidly established itself as the favourite SUV for Mazda buyers.Here is a roomy sleek-looker which delivers effortless performance without getting flustered.Dull, the CX-9 certainly isn't.Where the firm, turbo-boosted CX-7 feels like it wants to be a sports car, the CX-9 is akin to a refined, big sedan which happens to have a few rows of seats.Its comfort should come as no surprise, really, since it weighs more than two tonnes, even before anyone gets aboard, putting it among the heavyweights of the “medium-sized” SUV class.But the CX-9 always feels responsive and surefooted.Mazda has given it such a smooth and powerful V6 engine that the weight doesn't hamper performance (just as quick to 100km/h as the lighter CX-7), and it has such a well-sorted chassis that it feels positively nimble.However, weight means thirst, in this case officially rated at 13 litres per 100km, making it thirstier than even a Ford Territory. Helping reduce the fuel bill somewhat, at least the Mazda is content with regular unleaded.But there is no escaping its sheer size, noticeable when you tackle a crowded car park. Though the turning circle is commendable (same as the smaller CX-7's), it is longer, wider and taller than even the Territory, so there are some places it simply won't fit.The seat layout gets top marks for convenience. The centre row slides or reclines or can be folded flat. The back row can disappear to floor level by merely tugging on a couple of straps. Very clever and practical, very Mazda.The pair of rear-most pews actually can accommodate adults, and getting in back there is not too difficult.When all the seats are in place, rear luggage space is limited: less than in the CX-7. However, tuck away a seat or two — or five, even — and the CX-9's cargo area becomes vast.Up front, a wide transmission tunnel means it does not feel as spacious as you might expect in such a large vehicle.And though it is more than 5m long, Mazda couldn't find anywhere to fit in a full-size spare tyre. There is a spacesaver instead, which seems to be very much the trend these days.As the tail is such a long way from the driver, reversing is made easier and safer by a rear-view camera.So it's big, and it has a thirst. Both these drawbacks, admittedly, are hard-to-escape consequences of the CX-9 having all the room which seven people might require.

Thinking along these lines, the new Honda Accord V6 sedan is George Clooney on wheels; instant charisma and good looks galore.Well-mannered, too. Just driving around the block it feels impressive, and the farther you go, the better it seems to get.Honda stepped up the wow factor when it created the current model Civic and now has come up with a new version of its larger brother, the Accord, obviously a graduate from the same charm school.The six-cylinder model — there's a less clever, less powerful and, naturally, less costly four-cylinder variant — is such a fitting flagship, boasting a silken engine along with excellent road manners.This is the eighth generation of the Accord series in more than 30 years. Bigger than ever. Classier than ever.Accords once were medium-sized cars; this one is longer than a Holden Commodore but weighs less, and its six-cylinder engine delivers more power but drinks less.In the efficiency stakes in its class, only the smaller Toyota Aurion manages to beat the Accord on fuel economy — by a mere 0.1 litres per 100km on the official figures — while not quite matching the Honda power/torque output.The secret of the Accord V6's success is that it runs happily on only three or four cylinders when full power is not required. (The Americans have been embracing this idea for years, with the current Chrysler 300C also proof that it works.) In engineer-speak, this is “three-stage variable cylinder management.”It switches itself on and off unobtrusively. A green “eco” light on the instrument panel tells the driver when part of the engine has gone to sleep, but everything comes awake and very much alive — instantly, smoothly — at the slightest prod on the accelerator.Then it simply growls and gets going.Even when firing on all cylinders, the Accord manages to be exceptionally quiet and refined as it ambles along. You almost wonder if the engine is still running, but it is.So it's quite an achiever, combining refinement with top-class dynamics.It gives a comfortable ride while gripping well on corners and steering with real precision. And this, in theory, is the non-sporty member of the family, so it will be interesting to see what Honda has in store with the more athletic Accord Euro version — a different body that's smaller and set up for spirited European-style driving — which is coming later this year.The Accord Euro is built in Japan, the Accord in Thailand. No complaints on quality and it helps keep costs down.Previously, Accords have been about comfort and genteel touring rather than agility and on-road poise.But the newcomer, considerably bigger than its predecessor, manages to feel much livelier.

Thinking along those lines, the new Honda Accord V6 sedan is George Clooney on wheels: instant charisma, and good looks galore. Well-mannered, too. Just driving around the block it feels impressive, and the farther you go, the better it seems.Honda stepped up the wow factor when it created the current-model Civic, and now has created a new version of its larger brother, the Accord, obviously a graduate from the same charm school.The six-cylinder model — there is a less clever, less powerful and, naturally, less costly four-cylinder variant — is such a fitting flagship, boasting a silken engine along with excellent road manners.This is the eighth generation of the Accord series in more than 30 years, bigger than ever, classier than ever. Accords once were medium-sized cars; this one is longer than a Holden Commodore but weighs less, while its six-cylinder engine delivers more power but drinks less.In the efficiency stakes in its class, only the smaller Toyota Aurion manages to beat the Accord on fuel economy — by a mere 0.1 litres per 100km on the official figures — while not quite matching the Honda power/torque output.The secret of the Accord V6's success is that it runs happily on only three or four cylinders when full power is not required. (The Americans have been embracing this idea for years, with the current Chrysler 300C also proof that it works.)In engineer-speak, this is “three-stage variable cylinder management”. It switches itself on and off unobtrusively.A green “eco” light on the instrument panel tells the driver when part of the engine has gone to sleep but everything comes awake and very much alive — instantly, smoothly — at the slightest prod on the accelerator. Then it simply growls and gets going.Even when firing on all cylinders, the Accord manages to be exceptionally quiet and refined when ambling along. You almost wonder if the engine is still running, but it is.So it is quite an achiever, combining refinement with top-class dynamics. It gives a comfortable ride while gripping well on corners and steering with real precision.And this, in theory, is the non-sporty member of the family. So it will be interesting to see what Honda has in store with the more athletic Accord Euro version, a totally different body that's smaller, narrower and set up for spirited European-style driving, which is coming later this year.The other big difference between these far-from-identical twins is that the Accord Euro is built in Japan, while the Accord is built in Thailand. No complaints about the quality, and it helps keep the cost down.Previously, Accords have been about comfort and genteel touring rather than agility and on-road poise.But while the newcomer is considerably bigger than its predecessor (and looks a lot sharper, by the way), it manages to feel much livelier.HONDA ACCORD V6: Large front-wheel drive sedan, 3.5 litre V6 engine (power 202kW, torque 339Nm) and five-speed auto transmission.Stability control, anti-lock brakes, six airbags, dual-zone aircon, six-disc CD player, cruise control, alloy wheels, full-size spare tyre.

Holden, Ford and Mitsubishi are killing off several of Australia's best-known model names — including some which have been around since the 1960s — to keep pace with changing times.After years of slow sales, Mitsubishi halted production of its Adelaide-made 380 sedan last Thursday.The 380 replaced the Magna in 2005, adopting a new name in a bid to freshen its image.Mitsubishi Motors Australia president Robert McEniry said axing the 380 was a “very difficult decision.”“However, it is an inescapable fact that there is now a deepening trend away from large cars,” he said.“We can see no path for a return to viable production levels of the 380 sedan.”Mitsubishi is remaining in Australia as a car importer.Holden has announced that the imported Rodeo utility, one of the longest-running and strongest-selling names in its class, will be replaced by a model called the Colorado this year.Holden has lost the rights to the Rodeo name, which it has used for 30 years, because its agreement with Japanese carmaker Isuzu has ended.Isuzu, once part of the General Motors empire, has been building the Rodeo for Holden but is expected to introduce its own utility model, called the D-Max, in Australia.At Ford, the once-popular luxury long-wheelbase Fairlane and LTD models have already been killed off this year, and production of the Fairmont, Fairmont Ghia and Futura versions of the Falcon is about to end.Ford auctioned its last Fairlane, with the proceeds going to the National Breast Cancer Foundation, but it fetched only $48,100, compared with the list price of $58,625.It was the last of more than 250,000 Fairlanes and LTDs built between 1967 and 2008.Ford used cricket stars Andrew Symonds and Matthew Hayden to promote the eBay auction.A new-look Falcon series called the FG is due in April and in it the Futura name (used on and off by Ford since 1962) disappears and the Fairmont (used continuously since 1965) and Fairmont Ghia (around since 1979) will be replaced by G6 and G6E.However, the changes have sparked heated argument in internet chatrooms such as Ford Forums.A Fairmont owner calling himself Airmon said; “Shame on Ford!”Another fan, Bo0, said: “Ford can't be that stupid could they?”Ford vice-president of product development Trevor Worthington said it was “time to draw a line in the sand and move on.”   Yesterday's models Ford FairlaneThe flagship Ford has finally been axed after more than 250,000 Fairlanes and LTDs were built between 1967 and 2008Holden RodeoThe Rodeo, which has been around for 30 years, will be replaced by a model called the Colorado later this yearMitsubishi 380The 380 sedan replaced the Magna in 2005, in a bid to freshen its image. But the unpopular 380 has been dumped. 

Ford's imported Mondeo range — there is both hatchback and sedan, with a variety of engines and trim levels, and prices starting from $29,990 — is the Australian-made Falcon's baby brother. At least in theory.But the 'medium-size' Mondeo is an efficient package, so roomy it is almost as spacious as the 'family-size' Falcon. In fact boot capacity is identical.While the bulkier Falcon offers much more shoulder space, on most other interior measurements they are mere centimetres apart, and the Mondeo manages to win for front leg room.So the new-look Falcon range, which reaches showrooms in just over a month, faces a family feud, quite apart from its natural enemy, the Holden Commodore. The current-series Falcon starts at $5000 more than the Mondeo range, though that is with a six-cylinder engine versus the base-model Mondeo's four-cylinder power plant.The lighter and smaller-engined Mondeo is of course less thirsty, but can't match the high-torque thrust that cars like the Falcon deliver.But really they are worlds apart. The Mondeo — designed in Germany, built in Belgium — is a hot seller in Europe, regarded over there as a worthy rival for cars like the BMW 3-Series.The new-generation design is a slick-looking wedge of metal, curved and sharply creased in the latest Ford corporate style, yet roomy and practical when you step inside.It drives just like it looks, sure-footed and capable, with a sophisticated, upmarket air.Unlike the Falcon, there is a high-efficiency diesel option, or a sporty-ish turbocharged five-cylinder version, with petrol four-cylinder variants in the middle.The entry-level LX comes only as a sedan, and the top-line XR5 Turbo is hatchback only, but the in-between petrol Zetec ($34,990) and diesel TDCi ($37,990) give buyers the choice of hatchback or sedan bodies, both with slick six-speed automatic transmissions.As seems to be the case so often these days, the diesel is surely the pick of the bunch. No matter about its $3000 price premium over the Zetec, or the extra cost per litre for its fuel — great economy and refined manners would make it a truly satisfying car to own.If there is a disappointment, it is that the XR5 Turbo model seems to possess nothing like the exuberant zing found in the compact Focus hatchback which uses the same powerplant.Also on the minus side, the Mondeo is hardly a household name in Australia and its track record isn't good; Ford's efforts to sell previous versions came to nothing. Key PointsFord MondeoDetails: Medium-size sedan and hatchback with 2.0 litre four-cylinder turbo-diesel engine (power 96kW, torque 320Nm), 2.3 litre four-cylinder petrol engine (power 118kW, torque 208Nm), or 2.5 litre five-cylinder turbo petrol engine (power 162kW, torque 320Nm).Cost: LX $29,990 (2.3 litre auto sedan); Zetec $34,990 (2.3 auto sedan or hatch); TDCi $37,990 (auto diesel sedan or hatch); XR5 Turbo $41,990 (manual hatch).Rivals: Mazda 6, Subaru Liberty, Toyota Camry, Honda Accord, VW Passat.For: Sophisticated and efficient.Against: Low profile.Summing up: Ford's Euro contender  

Customers who are older, taller and with expanding waistlines are demanding roomier and easier-to-use cars. Engineers also are under pressure to keep vehicle weights down to boost fuel economy. The bigger-is-better trend is evident in almost every new-model changeover, as car interiors are made roomier. Weighing about 160kg and standing 190cm, Michael Turner knows first-hand the dramas of squeezing into small car seats. "It's bloody annoying," he said. "It gets to the point where you have to own a bigger car, which means it's going to be a more expensive car to buy and it's going to be more expensive to register and run. You're probably 20 per cent more out of pocket than someone else before you even start." The 29-year-old from Paddington in Brisbane's inner city said he could only fit comfortably into four-wheel drives or full-sized sedans, but dreamed of one day fitting into a Porsche sports car. "I can sort of squeeze into the Lancers and some of the mid-size and smaller cars," he said. "I've actually sat in them with some of my brothers, and we're rubbing shoulders or actually crossing over our shoulders in the centre." In Japan, Nissan has come up with a "fat suit" so fit young engineers and designers can experience how ageing baby boomers will cope with the cars being developed. The special suit makes the wearer less flexible at the neck, knees, ankles and elbows and, according to Nissan, a 5cm-thick waist belt does an excellent job of duplicating the middle-aged spread. Design engineer Etsuhiro Watanabe said; "As we get older, it can become harder to perform physical maneuvers." "It's not always practical to recruit older motorists for product research, so these special suits allow Nissan's engineers and designers to come up with solutions." The next "enlarged" Australian car will be the new-look Ford Falcon FG-series, reaching showrooms in May. The emphasis has been on maximising room inside while only slightly increasing exterior dimensions and weight. Ford Australia spokesperson Ed Finn said; "We don't have a fat suit, per se. The standard we work to is the 95th percentile." It includes adults who are overweight, but not obese. The growing trend can also be seen in the latest-model Mazda 6 and Subaru Impreza hatchback, while the current-generation Mini is vastly bigger than the original 1960s design.  

For example, the elusive hope of having a car with small thirst but big performance.Trust Volkswagen — after all, the name means “people's car” — to come up with something that manages this conjuring trick.It has done it by fitting a Golf hatchback with a small petrol engine which, by itself, would be pretty feeble, but at least wouldn't drink much.Then it added a supercharger to boost its off-the-mark pulling power to a decent level. And, on top of that, added a turbocharger for even more muscle in places the supercharger can't reach.This “twincharger” set-up is, of course, devilishly complicated. It's twice the price of a regular car with such a small engine, but then feels twice as good.VW these days seems to love technical challenges, and it has built in enough electronic brainpower to make sure all the gizmos work happily together. Once into its stride, the result is a seamless delivery of power, along with the painless habit of driving past petrol stations. You don't need to fill up very often.According to VW's sums, this 1.4-litre-engined Golf has the torque of a 2.3 litre car, but with 20 per cent less thirst. Trouble is, when you do visit the pumps, its hi-tech powerplant requires premium-priced, high-octane petrol. Here we have a small car approaching $40,000, that demands the most expensive fuel.The “twincharger” machinery first appeared early last year in the TSi Golf.When it proved popular, VW announced it had been a limited-edition offering, and was being replaced by the GT Sport TSi.It has also added a GT Sport TDi, which uses a more conventional turbo-diesel set-up. It's fantastic to drive, but $2500 dearer.Back to the petrol side of the family: the GT Sport TSI (1.4 litre engine with its two 'chargers, adding up to 125kW of power) is not as zesty as the GTI (147kW from a 2.0 litre engine with a single turbocharger), not as sports-focused, not as costly. Rather, the GT is a handy stepping stone between “normal” Golf hatchbacks and the GTI.Think of it as a junior hottie: though not a slowcoach, it doesn't have anything like the athleticism of its bigger-engined GTi brother.The TSI is a clever technical achievement and is impressive to drive.If it cost less and was less expensive to run, it would be a five-star proposition.

Goodness knows what to call Peugeot's new baby, the 207 Touring. But call it clever, because it manages to be slightly more roomy than a typically petite hatchback, only slightly dearer (at $28,990 for the petrol four-speed automatic and $29,790 for the diesel five-speed manual) and just as enjoyable to drive. It's difficult to know which pigeonhole to park it in. This latest addition to the French car maker's family — joining five-door hatchback and convertible versions in the 207 range — is certainly a handy little thing. Plus it looks interesting, in a funky way. When the French stylists stretch a slick hatchback into a semi-wagon, as they have done here, the result doesn't look like it was whipped up as an afterthought. Instead, there is no shortage of flair about its creases, curves and angles. Practical, too. It has more luggage space (plus extra leg and headroom for back-seat passengers) due to an extended rear end. Peugeot has already applied Touring badges to members of its larger 307 and 407 ranges, but those are close enough to being conventional station wagons. Not so the new 207 Touring, based on the 207 hatchback but given a higher roof plus a longer, taller, and squarer rump. Though its vertical tail bears more than a passing resemblance to the back end of cars such as the Mercedes A-Class, Honda Jazz and Mitsubishi Colt (and everyone thinks of them as hatchbacks) the 207 Touring somehow comes across as a refreshing original. It is not surprising, since many European brands seem to have mastered the knack of creating crossbreed vehicles that aren't exactly SUVs or people movers, wagons, hatches or coupes, but combine some features of each class, searching for a niche of their own. The result in the 207's case isn't huge, just slightly more roomy than its hatchback brother. It offers more space than the hatchback, though the Touring is only $800 dearer and 14kg heavier, with the same turning circle and fuel consumption. Pretty much a win-win proposition; the driver gets a panoramic view of the world behind, and rear passengers fare better than in a 207 hatchback, enjoying a more elevated seating position. Also, the Touring's back seat is a different design to the hatchbacks, much easier to fold down. No need to tip the bottom cushion out of the way here — it slides forward automatically. The Touring is fitted with a big glass sunroof, which is a $1000 option in its otherwise-similarly-equipped 207 XT hatchback. There are several SUVs that offer more room and all-wheel-drive for around the same price as the 207 Touring, but it can counter with its chic Euro style and first-rate dynamics. Some people will find its compactness a virtue, and small size in this case means small thirst. It comes with a choice of 1.6 litre, four-cylinder engines — a petrol unit with automatic transmission, or a diesel with a manual gearbox.  

High-efficiency engines, diesels and hybrids — which have a small petrol engine assisted by an electric motor — are in the spotlight as buyers switch to smaller and smarter cars to avoid being slugged at the petrol bowsers.Small four-cylinder cars with engines around 2.0 litres have become by far the biggest-selling group, and the smaller light-car class — mostly 1.6 litres — is on track to out-sell large cars this year.New diesel models from several brands have been unveiled at the motor show.With the focus on fuel economy, demand for hybrid-engined cars continues to increase. The most economical car on sale is the hybrid Toyota Prius (4.4 litres per 100km), followed by the diesel Citroen C4 (4.5 litres) and Honda Civic Hybrid (4.6 litres).Hybrids have reached the luxury league, with upmarket brand Lexus demonstrating the self-parking system of its $233,000 LS600hL sedan.The 10-day motor show comes as the Australian Competition and Consumer Commission issues a stern “please explain” to oil companies over recent high petrol prices.ACCC chairman Graeme Samuel last week said; “We're bewildered by the fact that they're just so insensitive to community anger and outrage at this sort of situation.”As fuel economy becomes a must-have for many car buyers, the RACQ has made “going green” the theme for its motor show stand.Club staff are advising showgoers on how to save money and help the environment when buying and driving a car, compare vehicle technologies and understand fuel consumption labels.On the stand is the most economical car at the show, running on solar power instead of petrol. It is the University of Queensland's UltraCommuter entrant in last year's World Solar Challenge run from Darwin to Adelaide.Dana Di Labio, 19, from Murrumba Downs in Brisbane's north, said she would consider buying an environmentally friendly car.“Although they are a little bit more expensive, in the long term you save money on fuel, and it puts your mind at rest to know you're doing something for the environment,” she said.RACQ general manager for external relations Gary Fites said; there was no immediate relief in sight for Queensland motorists hit by petrol prices which have doubled over the past decade, while the consumer price index has gone up 30 per cent.Bowser wowsers RACQ tips for money-saving motoring: When buying a car, choose the smallest and most fuel-efficient model that suits your needsCompare fuel consumption informationConsider the lower fixed, annual and operating costs of owning a smaller carWhen your household has more than one car, try to use the more fuel efficient car for most travelChoose local, close destinations where possiblePlan your journeys and activitiesAvoid driving in peak hour congestion if possibleWalk, cycle or take public transport where possibleWhere safely possible, cruise at a reduced speedMinimise accelerating and brakingChange up through the gears as soon as practicalUse airconditioning only when necessaryDon't warm up or idle your engineFill your fuel tank only to the first click of the nozzleKeep your tyre pressure up to the recommended figureRemove unnecessary weight and roof racksService your car regularlyFor more information on fuel economy.