People Mover Reviews

This is probably the fastest Kia on Australian roads. No, we're not in some undercover Cerato coupe with a tweaked engine, it's the Grand Carnival peoplemover.It packs a big V6 punch, similar to Aussie V8s of less than 20 years ago, and remains the most popular peoplemover in Australia. There are several reasons for that - price, space and flexibility key among them.VALUEI wrote recently that the Commodore and Falcon offered plenty of metal for the money and the Kia tribe-shifter is no different. In fact, it is better in some respects, particularly if you have more than two children.Priced from $39,990, the Si entry-level model the eight-seater offers a 2-3-3 seating layout but sadly only has lap-only belts for centre rear passengers in the second and third rows.For a base-model Korean peoplemover the features list has a few highlights, including power-adjustable and heated exterior mirrors, remote central locking, cruise control, USB/3.5mm audio inputs for the six-speaker 6CD sound system, power windows (including electric pop-out rear windows for the third row), seven cupholders and front and rear air conditioning.TECHNOLOGYThe 3.5-litre V6 replaces the outgoing 3.8, offering 20 more kW (at 202kW) while torque has dropped to 336Nm from 343Nm, but it now complies with the stricter Euro IV emissions.Fuel use on the combined cycle lab figure has dropped by 1.9 litres to 10.9l/100km - although a more real-world figure is in the mid-teens - but if frugality is higher up your priorities list there is also a 2.9-litre turbodiesel four-cylinder that offers 136kW and 343Nm (with a five-speed auto) and a combined figure of 8.5 litres per 100km.Part of the petrol version's fuel use drop will have come from the longer legs of the six-speed auto, which is well-suited to duties with the V6 and even at full-throttle the changes are smooth, if a little lazy.DESIGNSitting on 16in steel wheels, the boxy-bodied Carnival isn't going to win any design gongs but it's not as ugly as some of its Korean compatriots.Inside the benefits of the exterior are apparent, with plenty of room for a versatile and comfortable seating set-up, with big sliding doors providing decent access. The lap-only belts for the centre seat occupants are something that needs to be addressed, but the Grand Carnival does offer good cargo capacity even with all seat-rows up and occupied.With the second row removed and the third rows folded there's a massive amount of space on offer if you need it, just don't tell any friends who are nomads when it comes to moving house - let them pester the ute and van drivers first.SAFETYThe Kia's safety features list isn't anything far above the current industry norm, with anti-lock brakes (with brakeforce distribution and brake assist) stability and traction control - the latter does take a while to kick in when the big V6 lights up the front wheels.The airbags list has dual front, side and curtain airbags but the base-model misses out on the reversing camera and rear parking sensors - given the primary cargo it should now be standard fare not just on this model, but any car with less than adequate rear visibility.DRIVINGYou can't expect first-rate dynamics from a box on wheels and the Grand Carnival isn't the kid-carter to change that. What is does offer is price-competitive transport for a large clan - anyone with more than a couple of kids is going to appreciate the abilities of this big peoplemover. Some of the interior is a bit plasticky but there's a nice sound system, clever and versatile storage in the front and no shortage of grunt to get underway when fully-loaded.The issues are few - the suspension needs a decent load on board before it settles down to provide a good ride but the main problem is with the accelerator - it's too sharp for this market segment. The outputs are strong and won't be maligned when there's seven on board plus gear, but there will be heads flung back and forward en masse at every light, which is far from ideal.The absence of lap-sash seatbelts on all seating positions is something that needs to be rectified and the considerable girth would seem to warrant parking sensors front and rear might be a good thing to have as standard.VERDICTAs a value for money kid-carter the Kia has plenty to offer, but there are shortcomings that come with the lower pricetag. But this brand has shown an aptitude for listening and getting things right.KIA GRAND CARNIVAL SiPrice: from $39,990Engine: 3.5-litre DOHC 24-valve V6Transmission: six-speed automatic, front-wheel drivePower: 202kW @ 6300rpmTorque: 336Nm @ 4500rpmFuel consumption: 10.9litres/100km, tank 80 litresEmissions: 259g/kmSuspension: MacPherson strut (front); multi-link (rear)Brakes: four-wheel discs, front ventilated, anti-lock, stability controlDimensions: length 5130mm, width 1985mm, height 1805mmWheelbase: 3020mmCargo volume: 912/2380litresWeight: 2117kgWheels: 16in steel.

INDONESIA could be the next country of origin for Honda vehicles in Australia.  Honda currently imports vehicles from Japan, UK and Thailand, but is considering a beefed-up Jazz-based five- or seven-seater called the Freed.It sells in the top 10 in Japan where people-movers are king, but the model we would get may come from Indonesia.  Honda Australia boss Satoshi Matsuzawa says they are “always considering” other models for their eight-model Australian line-up.“It seems to be different to others in Australia,” he says.  “Customers may have some need for this. We will study it.”  The Freed model is about three years old in Japan and has been made in Indonesia for the past year.Honda Australia sales and marketing executive co-ordinator Takuya Tsumura says there are several factors that could determine its origin.“The exchange rate and other factors will determine whether it comes from Japan or Indonesia,” he says.“But both would be the same quality standard. It’s another indication of Honda’s global standards.  “Potentially we could get other cars from Indonesia in the future.”He says that if it does come here, it may not be called the Freed.  “Perhaps City Plus or City Max, since it’s based on the City platform,” he says.VALUEMr Tsumura says the pricing would have to be “a little bit higher than the City VTi” which would mean starting prices in the mid-$20,0000 bracket.  That would make it comparable to the Kia Rondo and a much cheaper option than the sexy people-moving Odyssey.It would be difficult for Honda to charge a premium for its badge, given it will be made in Indonesia, which is an untried car manufacturer in Australia.  However, it should be noted that Thai-made Hondas already use automatic transmissions supplied by Indonesia and manual gearboxes from the Philippines.  Honda also points out it has stringent global quality controls and standards.TECHNOLOGYFreed is powered by the 1.5-litre, four-cylinder engine from the Jazz VTi.  Its mild maximum output is 87kW of power at 6600 revs and 146Nm of torque at 4800rpm.The 1497cc engine is married to a five-speed automatic transmission mounted on the dashboard as in the Odyssey and CR-V.  It is available overseas in four models – S, E, E Sport and E Navi Sport _ with all models featuring electric sliding side doors.The top-spec models come with satnav and a roof-mounted DVD player for the second and third row that doesn’t obstruct the driver’s rear view.DESIGNIt is a relatively sleek machine for a people mover, looking a little like the Mercedes B-Class.  It has bug eyes, a wide mouth and a funky rear tailgate spoiler.That massive tailgate extends from the roof almost to the bottom of the car, providing an enormous practical loading area with a low knee-high cargo floor.  Although it is a big tailgate, it doesn’t feel heavy and doesn’t lift higher than most people can reach to pull back down.Like many Honda models, the cabin has an open and airy feeling with a sense of space.  However, while the cargo area and headroom give it a barn feeling, the legroom is deceptively shy.Also, the dashboard juts out at the front passenger, encroaching on knee space and the side doors feature awkwardly intrusive knee-height ledges for the electric window switches.  Upholstery is hire car standard and the seats have little support.The dashboard and doors sills have hard plastics, but the fit is very good. Unfortunately, the carpet joins had exposed staples.  The seat packaging and nifty hidey holes are very clever as expected from Honda.  However, there is no outside armrest in the second row because of the sliding doors.SAFETYIf it came to Australia, it would have to include stability control as standard and have six airbags, as all Honda models will from next year.  However, it is not known whether the side curtain bags would extend to the third row as the seats fold out sideways like in the Prado, potentially obstructing the deployment of the airbags.The rear row only features a lap seatbelt for the centre occupant, but a lap-sash arrangement with the sash mounted on the roof could be arranged.  Freed has the now-trendy integrated blinkers and side mirrors, but with the flasher curving around the mirror cowl so motorists in the car’s blind spot can see them.The electric sliding doors feature pinch sensors so they don’t trap a limb.  Visibility out the rear three-quarters is limited.  It cries out for a rearview camera as standard.DRIVINGHonda executives and a group of Australian motoring journalists took two Freed seven-seater models for short 4km evaluation loops on a flat course around the Royal Golf Course near Bangkok this week.The lack of hills, a couple of passengers and no cargo made it difficult to fully test the pulling capacity of the engine.  However, even with a light load on the flat it seems to be an underachiever.It isn’t helped by a transmission that is reluctant to kick down. When it does the engine screams for little acceleration.  The upright driving position has a commanding effect, but it is difficult to get comfortable as the steering wheel is not adjustable for reach.The steering felt heavy and lifeless on the model with the 15-uinch wheels and a little sharper on the 16s.  It has a lot of lock turn, probably to mitigate nervous steering brought on by the twitchy top-heavy body.Brakes feel spongy and unresponsive and it comes with a foot-operated parking brake.  Ride is quite plush, but the downside is that it feels tippy in corners.  There is low road noise except when hitting puddles, probably due to the hard plastic compound of the wheel arch liners.VERDICTThere are other more urgent gaps in Honda’s Australian line-up than a cheap people mover.  For example, another performance model, a sub-compact SUV and a seven-seater mid-sixed SUV. If they do decide to import the vehicle, it will need a bigger engine like the 103kW 1.8-litre from the Civic.  Suspension and steering rack will also have to be adjusted for Australian conditions.Honda FreedBody: 5 or 7-seater people moverPrice: about $25,000-$28,000Engine: 4-cylinder, 1497cc i-VTEC petrolPower: 87kW @ 6600rpmTorque: 146Nm @ 4800rpmTyres: 185 65 R15 ands R16, full-size spareDimensions (mm); 2740 (wheelbase), 4215 (l), 1695 (w), 1715 (h)2740 (wheelbase), clearance 150Kerb weight: 1270kgFuel tank: 42 litresLikes: sleek design, nifty tailgate, headroomDislikes: lack of engine oomph, handling, knee space

Here's our guide to the five biggest-selling people movers on the market (2010 year-to-date, VFACTS).

Peoplemovers are not the sexiest vehicles on the road; space is the priority for those who buy them and the Chrysler Grand Voyager delivers more space than most in the class.Early peoplemovers were little more than converted commercial vans and didn't offer much more than the space their owners craved, but thankfully those days are long gone and today's peoplemovers are purpose-designed for the task and offer a decent amount of safety, comfort and refinement as well as the ability to accommodate seven or so adults.MODEL WATCHBorn in the USA, as it was, it's not surprising that the Voyager was bigger and brassier than pretty much every other peoplemover on the market back in the late 1990s when it first landed on these shores. It was the market leader by a long way in its home market and Chrysler hoped it would win over local mums and dads who had large broods to move. It came in two wheelbase lengths, the standard 2878 mm Voyager version, and the longer 3030 mm Grand Voyager variant.The long wheelbase Grand Voyager was too big, or too expensive, for many families whose needs could be satisfied with a vehicle or more modest dimensions, but it was perfect for those with the need to move seven adults in comfort and style.For those inside, the Grand Voyager's seven seats gave a commanding view with comfortable captain's chairs for those in the front and middle rows, while those in the third row were squeezed into a bench seat. The seating arrangement was flexible with seats that could be moved, or even removed depending on the need of the moment. If needed the middle and rear rows could be removed to make it into a makeshift commercial van with heaps of space for goods, sports or camping gear, or with just the rear row taken out it could be turned into a big five-seater station wagon with plenty of space for luggage at the rear.While most of its rivals offered four-cylinder engines the Grand Voyager differed by offering the power of a 3.3-litre V6. When working at its peak the transverse-mounted V6 gave 128 kW at 5100 revs and 287 Nm at 4000 revs, giving the big Voyager a decent amount of pulling power. A four-speed auto was the only transmission available and drive was sent through the front wheels on most models sold. There was also an all-wheel drive version available.Inside, there were a number of telltale signs that the Voyager was a left-hand drive vehicle converted to right-hand drive rather than one designed with right-hand drive in mind from the start. Things like the positioning of the hand brake lever and transmission shifter were better suited to a driver seated on the left, and there wasn't a lot of room for the driver's left foot in the footwell. All small but potentially annoying things.The Grand Voyager was offered in three levels, the entry SE, and mid- range LX and the Limited. All were well equipped with lots of standard features, like dual-zone air conditioning, cruise, power windows and mirrors, remote central locking, and CD sound.IN THE SHOPThe Grand Voyager is generally sound with no major concerns with the engine, gearbox, or chassis. It's the small things that tend to bring it undone, the things that suggest the build quality isn't as good as it should be.While the Grand Voyager was designed in the US it was built in Austria, but the shift to Europe doesn't seem to have made much difference to the quality of the car coming off the assembly line. Owners tend to complain about things like the interior fittings falling off and breaking. They're the sorts of issues that annoy owners. Apart from that, look for oil leaks around the engine and auto transmission, the water pump can be troublesome, and the Voyager is heavy on brakes.ON THE ROADWhile the Grand Voyager had a relatively large engine for the class, with good power and torque, it was still weighed down by its bulk and the performance could best be described as lacklustre. Its bulk was always evident on the road; the driver needed to be constantly alert to its size to make sure they stuck in their lane and didn't cut corners. But despite its bulk it did ride and handle well, something not all peoplemovers could claim. Convenience was a plus with sliding doors on both sides, although parents needed to be conscious of traffic when exiting through the door on the driver's side.IN A CRASHThe Grand Voyager boasted standard ABS anti-skid brakes and dual front airbags from launch; later models had front side and curtain airbags. The Voyager didn't perform terribly well in European crash tests and only rated two stars by NCAP, however that was a variant with a drivetrain not available here in Australia.AT THE PUMPA big vehicle with a big engine; it's not the ideal recipe for fuel economy. Be prepared to spend big at the pump with an average of 14-15 L/100km around town.LOOK FORLarge sizeRoomy cabinFlexible seating arrangementModest performanceThirsty V6.THE BOTTOM LINE: A versatile, big vehicle able to transport seven adults in comfort and style.RATING: 70/100

But the really important question is: what do women want in a car?Finding the answer keeps carmakers tossing and turning at night, because they are well aware that women choose more than half the vehicles sold in Australia. There are all the ones they buy for themselves, as well as the deciding vote on most of the ones bought by households.Sorry, fellas. It’s true. No matter how much you want that souped-up sports car, unless the head of household finances agrees you may as well back away from the vehicle now.One of the earliest attempts to deliver a car for women was the mid-1950s Dodge La Femme. It was actually a 1955 Dodge Custom Royal Lancer under the skin, but the Detroit designers camouflaged that skin as thoroughly as a make-up artist doing Vogue covers.The car was decked out in pink paint, with an interior covered in pink vinyl, set off by pink rosebud tapestry. And to show that this was not merely a cynical marketing exercise, Dodge kitted the car with accessories they thought reflected the growing independence of post-World War II women moving into meaningful career paths - a pink handbag complete with office essentials like a matching powder compact, lipstick case and comb.Sales estimates run as low as less than 1000 cars. And the pink panderer was quickly dropped from the Dodge range at the end of the following year.Australia’s own Carla Zampatti tweaked a Ford specifically for women in the 1980s, but whether it won women - with accessories including a hanging hook for handbags - is still open to question.However, Dodge and Ford weren’t completely on the wrong track. Women want a car to be stylish, but also practical. Luckily, these days there are quite a few vehicles that fit the bill – without playing the pink paint card. These are the best style picks for women today, from a woman's perspective, with the figures for the basic car.Don’t agree with these? Let us know what YOU think women want in a car in our poll at left.LIGHTMazda2Price: from $16,030Engine: 76kW/137Nm 1.5-litre petrolTransmission: manualEconomy: 6.4L/kmEmissions: 152g/kmThe baby 2 has cute and slightly edgy looks, is compact with usable space, and the long doors make it easy to get in the back seat. The auto will be preferred by most, but it adds to the weight of the little car.Close calls: Ford Fiesta from $16,990; Peugeot 207 from $22,490.SMALLBMW 1-SeriesPrice: from $38,900Engine: 160kW/270Nm 2.0-litre petrolTransmission: manualEconomy: 8.2L/kmEmissions: 190g/kmA pocket-sized entry in German prestige – without breaking the pocket. Looks stunning, an amazing amount of room, and great to drive.Close calls: Mazda3 from $21,330; Hyundai i30 from $20,390.MEDIUMFord MondeoPrice: from $31,990Engine: 118kW/208Nm 2.3-litre petrolTransmission: manualEconomy: 9.5L/kmEmissions: 227g/kmThe best thing Ford has brought to Australia in … ever, possibly. Enough space to make you wonder if you’ll ever need a larger car, elegant design and well built.Close calls: Mazda6 from $31,834; Audi A5 Sportback from $78,400.LARGEAudi A6Price: from $74,500Engine: 125kW/350Nm 2.0-litre petrolTransmission: automaticEconomy: 5.8L/kmEmissions: 153g/kmThere’s not a high chic quotient in this class - where the homegrown Falcon and Commodore lean more to aggressive styling - so the Audi’s restrained elegance makes it a clear winner.Close calls: Honda Accord from $36,381Mercedes-Benz E-Class from $80,900.PEOPLE MOVERHonda OdysseyPrice: from $46,166Engine: 132kW/218Nm 2.5-litre petrolTransmission: manualEconomy: 8.9L/kmEmissions: 212g/kmIn a class that’s dominated by lumpy boxes, the Odyssey is a sleek stand-out. It's low-slung, car-like and leading with a fashionable face.Close calls: Citroen C4 Grand Picasso from $39,990; Chrysler Voyager $60,990.SPORTYBMW Mini Cooper ClubmanPrice: from $36,600Engine: 88kW/160Nm 1.6-litre petrolTransmission: automaticEconomy: 6.8L/kmEmissions: 163g/kmA bonsai wagon with go-kart street cred and revamped retro lines, this one will get admiring glances from everybody.Close calls: Kia Cerato Koup from $23,690; Audi S3 from $69,100.CONVERTIBLEVolkswagen EosPrice: from $47,990Engine: 103kW/320Nm dieselTransmission: automaticEconomy: 6.0L/kmEmissions: 158g/kmThe EOS is streamlined and sophisticated, looks equally good with the roof open or closed – and has enough room in the back to get a couple of extra friends in for short trips.Close calls: BMW Z4 from $86,200; Lexus IS250C from $80,150. SUVHyundai ix35Price: from $26,990Engine: 122kW/197Nm petrolTransmission: manualEconomy: 8.5L/kmEmissions: 201g/kmThere’s heaps of practicality but precious little style in the SUV paddocks. But Hyundai’s new compact ix35 proves you can have both. Ultra-modern lines, trim shape and space to spare.Close calls: Jeep Wrangler (medium) from $31,590; Land Rover Range Rover Sport (large) from $99,900.

Small families of two or three kids aren't a problem, the choices are many, but once the brood grows beyond that the choices rapidly diminish.  There are a few wagons that will accommodate seven, but it's really a squeeze. They might be acceptable if you only need to carry seven on occasion, but if you need to do it regularly, like most families do, you're left looking at peoplemovers.When they first began to appear on the market 30 or so years ago peoplemovers were effectively crudely converted commercial vans. They weren't very safe, they certainly weren't very comfortable, and they made their occupants feel like second-class citizens.  Those days are long gone thankfully and today's peoplemovers, like the Toyota Avensis Verso, are much more civilised.MODEL WATCH Unlike most of its van-derived predecessors the front-wheel drive Toyota Avensis Verso was based on a car, the mid-sized Avensis sold in Europe.  Given the baggage of history it was forced to carry the Avensis Verso was something of a revelation; it really wasn't that bad to drive.Compared to its primitive forebears it was easy to drive and had quite respectable road manners.  There was some body roll, but it wasn't too bad; it understeered, but that too wasn't unacceptable. Overall it followed the driver's instructions reasonably faithfully and did its job quite well.Initially there was a 2.0-litre engine, but that was replaced in 2003 with a 2.4-litre unit.  The 110 kW 2.0-litre unit struggled with the mass of the Avensis Verso, particularly when loaded to the gunnels with kids and their gear. With 115 kW at 5700 revs and 211 Nm at 4000 revs the extra grunt of the later 2.4-litre double overhead camshaft engine was a better choice.  The transmission choices were a smooth-shifting five-speed manual or a four-speed auto.It's inside that the Avensis Verso came into its own, with a clever seating arrangement that allowed seats to be moved around to suit the need to carry people or cargo.  The centre seat was fine for two, but a little squeezy for three, and the use of a lap belt in the centre position wasn't ideal.At the back the third seat was a little cramped for adults, but would do the job for three kids.  If not needed for people the second and third seats could be folded flat to open up the area to carry cargo, or sports gear, or whatever might be needed.The interior was well finished and durable, important when you carting kids around, and it was well equipped with cup holders, bottle bins, hooks for grocery bags, cubby holes and other handy little touches for everyday convenience.Toyota offered two models, the GLX and the Ultima.  The GLX came standard with dual air-conditioning, remote central locking, power windows and mirrors, and a six-speaker CD sound system.A step up the Ultima was rewarded with alloy wheels, fog lamps, leather-trimmed steering wheel, roof racks and a rear spoiler.  A facelift in 2003 brought new headlamps and a new grille, new bumpers and new rear lights. The 2.4-litre engine replaced the 2.0- litre unit.IN THE SHOP Toyota might not make the most exciting cars to drive, but if it's reliability that gets you excited then it's the brand for you.  The company has an enviable reputation for build quality and reliability, but it's a well-earned one, and the Avensis Verso is living up to expectations.Little is being reported from the field, the things that are spoken of are to be expected through simple wear and tear, like brakes, tyres, wipers etc.  The good news is that there's a chain driving the camshaft to there's no need for servicing as there is on other makes.Sound engineering and decent build quality can't make up for a lack of maintenance, so check for a service record to ensure your chosen car has been regularly serviced.ON THE ROAD Like all Toyotas the Avensis Verso was competent at everything without being brilliant at anything.  It rode comfortably, steered well, handled predictably, braked securely, and performed with enough gusto not to be an embarrassment.  And like all Toyotas it was well built and nicely finished, two attributes that underpin the brand's popularity.IN A CRASH While the dynamics of the Avensis Verso were quite good for a peoplemover, they were still a compromise when compared to a regular passenger sedan.It wasn't particularly responsive or agile when put to the test in an emergency, but standard ABS anti-lock brakes and electronic brakeforce distribution aided active safety.On the passive safety front there were dual front airbags and seat belt pretensioners on all models, while the Ultima also boasted side front airbags.AT THE PUMP Physical size and mass work against a car like the Avensis when it comes to fuel consumption.  Road testers reported the average fuel consumption at 12.0-12.5 L/100 km.OWNER'S SAY Don Taylor and his family bought their 2001 Avensis in 2002, having previously driven a Mazda 1300, two Golfs, a Nissan Prairie, a Mitsubishi Nimbus and two Toyota Taragos.  They have since driven over 200,000 km in the Avensis and apart from tyres, a battery and a windscreen, the only things they have replaced or repaired are the tailgate struts.The versatility of the seating/load carrying arrangements, from one seat to seven, with every number in between is particularly appealing to them.  With only two people in the car, there is a huge, flat-floored cargo space. The storage area under the floor holds a great deal and has proved very useful.They also appreciate the way the middle seat can be slid into a position that makes it possible to carry seven adults in reasonable comfort.  Many of the other peoplemovers that they have looked at over the years have not really been designed to put adults or even teenagers in the third row.Despite the impressive people/cargo capacity, the Avensis is not a particularly large car to drive, unlike some of the other peoplemovers available.  They have found it economical, reporting 10 L/100 km around town and 8 L/100 km on the highway. On a recent trip they averaged 7.5 L/100 km over a distance of 4000 km, which Don says was "very pleasing."LOOK FOR. Overall competence.. Modest performance.. Smooth ride.. Predictable handling.. Flexible interior.. Good build quality.THE BOTTOM LINEHighly rated peoplemover is a well-built, reliable and solid performer for the family.RATING75/100

What is a grey importIt’s a vehicle – new or used — that is legally imported outside the manufacturer’s official import channels.HistoryIn the mid 90’s the various state motoring regulatory authorities and the federal government agreed that a scheme — should be put in place to allow Australians to buy used vehicles from overseas that were never sold in Australia.  The initial focus of the scheme was performance vehicles such as the Toyota Supra Twin Turbo, and Nissan Silvia Turbo. The cars became known as grey imports due to the vast number of grey-coloured cars arriving here as they were often the cheapest available in the auction houses of Japan.  The scheme now also covers any car manufactured before 1989 as well as many people movers, and various diesel models.The rulesCars brought in using the grey import scheme must go through a compliance process on arrival in Australia to conform with ADR requirements, including changing to Australian standard tyres, emissions control gear, and AC gas.Only certain models that are in some way different to any locally delivered example are allowed to be imported under the scheme.  Any other models are hard to comply as the car must go through full ADR testing including a full crash test process.  Some regulations have been relaxed in recent years – for example, the forced replacement of every seatbelt.Why buy a grey import?Most of the models available through the grey import scheme are heavily optioned compared to comparable models in Australia.  High performance turbo engines, rear wheel steering, all wheel drive, and multi-zone climate control air were all common as early as the 90s on even basic models in Japan. Basically, if you could buy a comparable model in Australia you would have paid more-for-less.  The cult status of many grey imports also makes them appealing.  The current plethora of Nissan Skylines on Australia’s roads attests to grey imports popularity.  Choice of turbodiesel powerplants has also driven the grey market when looking at 4WDs and people-movers in car yards.Owning a grey importBack in the early days of the scheme, when grey import dealers were few and far between, it was extremely difficult to acquire spare parts for many of the plenty of spare parts dealers and many manufacturers such as Nissan are able to bring in brand new parts from Japan to suit.  There are also a multitude of specialty vehicle clubs and web forums devoted to these cars with members who are only too happy to help out with parts — or even help with entire engine swaps — for a very reasonable price.The true costsMany people fall for grey imports due to the bang-for-bucks factor.  Cars such as the Nissan 180SX offer great looks and performance for a bargain basement price in comparison to say a Subaru WRX of the same year.  The trade-off comes when you look at the lack of any service history, and possibly wound back odometers.  A full mechanical check (pre-purchase) is a must!Most non-diesel grey imports coming from Japan will require premium unleaded as the quality of fuel in Japan is higher than Australia. And like any performance car they will also need love and attention in the service department too with frequent oil changes.One of the biggest turnoffs for people looking to buy a grey import is the cost of insurance.  There have been a lot of insurers who simply cannot insure them due to their underwriters refusing them. In recent years the situation has relaxed with even heavily modified performance grey imports being insured by several big name insurers.  You should expect a slightly higher premium, or excess at least, than an Australian delivered model, especially if the ‘T’ word – turbo — is added to the end of the model name…SummaryDue to the number of grey imports in the country now and the cult status they have gained no one should be turned off buying an import.  Do your research, trawl the information, get a proper inspection and you could be driving away with a unique, and extremely well-equipped car at bargain price.Top 10 grey importsNissan 180SX and Silvia variantsNissan Skyline and Nissan Stagea Wagon variantsNissan Elgrand People MoverToyota SupraToyota Hilux SurfMitsubishi FTOMitsubishi DelicaMistubishi Evo IV and VHonda Civic Type R EP3Toyota Soarer / Lexus SC400 

Honda's latest luxury people-mover may boast a heap of clever features inside yet it's what's under the bonnet that puts it ahead of previous models, and indeed many rivals. Over the past 15 years Honda has produced several market-leading Odyssey models.Each one has been praised in turn for its practicality, space to fit up to seven adults and looks that Honda has even marketed as being sexy. Which is pretty amazing, considering people movers are generally regarded as boxy vans at worst and useful family haulers at best.The main hurdle to previous Odysseys is that they have all tended to drive on the sluggish side. The various four-cylinder engines have been handed a major job to haul all that weight plus all those people. There certainly has never been spritely acceleration, lively get up and go or a boy racer feel about the Odysseys, and indeed most people movers.The one exception in the range was the short-lived six-cylinder model of the second generation that is still a sought-after used car for families unable to afford a new one. But that has changed with the new fourth-generation model released earlier this year.Honda has re-worked the 2.4-litre four-cylinder to up the power from 118kW in the previous version to 132kW. Considering it is such a big car the power and acceleration is noticeably better than before. Having said that the five-speed auto gearbox is unchanged but there is no suggestion of it hunting for gears as some of the previous models have done.Inside the styling is all about function and practicality for large groups of passengers. Having four children I have always needed such size and as they have become older needed the leg room. Most seven-seater 4WDs have useless rear leg room and it has generally been only the more expensive Chrysler Grand Voyager and Toyota Tarago that beat the Honda for space.The cheaper Hyundai iMax effectively wallops the Odyssey for internal space but it really is aimed at businesses rather than families. Instead for just under $50,000 the Luxury Odyssey offers leather treatment, wood grain, plenty of space and solid performance.The middle row seats, now with three lap-sash belts, after years of Honda having only an outdated lap belt in the middle are easy to move to suit whatever configuration of seating you want.They slide forward while the back seats fold down to give you enhanced luggage space. Rear passengers have separate air vents and a good view. Adults can easily sit here without feeling as they are about to swallow their knees. The other bonus in such a car is plenty of storage space. There are cupholders, large door storage space and a bin in the dashboard near the driver.Between the front seats is the handy flip-up console which is great for holding phones, sunglasses etc. It is a glaring omission from some other people movers. Storage space behind the rear seats for groceries and luggage has always been a compromise in seven seater cars but the flexibility of being able to fold away the third row of seats when they are not needed creates a virtual cavern.Around town, where the cars will spend the bulk of their lives, the Odyssey is an ideal hauler for school trips and sporting events with ease of access to all seats. On the open road it is a very comfortable cruiser including when climbing hills.Road noise reduction has improved over the generations and now is comparable with other cars of the same price range. People don't buy people movers out of choice. You can buy some pretty impressive sports cars and sexy sedans for this money. You have to need to regularly haul more than three people to have any desire for them.But what the Odyssey does is provide a climate where such driving is pleasurable and comfortable. The styling, created by lowering and flattening out the design to become sleek and elongated rather than boxy, goes a long way to enhancing the feeling of pride in driving such a car.Most major carmakers, except surprisingly Holden and Ford who have instead opted for the traditional wagon and AWDs such as the Territory, have people movers on the market in Australia. Some are van conversions, others are packed with luxury and therefore an extra cost, an increasing number are diesel to benefit families looking for economy and there's also the smaller movers which have third-row seats strictly for small children.What sets the Odyssey apart is its ability to take some of the best out of each of these styles to create the best all-rounder in the segment. The bottom line: extra performance enhances an already strong package

Delusion may be frowned upon by people in the ‘real’ world but it has tempting advantages.I, for example, could delude myself that even after having four children, there is an ever-so-slight yearning to have more kids to fill any void in my life and the empty seats in my people mover.And not just any people mover. Australians can kid themselves that they're happy with a hatchback but show them a Honda Odyssey and they go completely gaga over its practicalities.This is a people mover like few others. Though it shares DNA with commercial metal boxes such as the Nissan Nomad and Toyota Lite-Ace, is so many streets ahead it's difficult to speak of them in the same breath.Honda threw away the traditional commercial van design guide by lowering its version's floor. That brought down the roofline and though its lengthy proportions tend to link it with a hearse, it has a very versatile and spacious cabin.The Odyssey seats seven people — real people, not babies — and has excellent centre and third-row seat flexibility. Seats flip, individually fold flat, can be removed and even slide. The third row folds into the floor so creates a flat luggage area. It's easy to get in and out of the third seat row. Once in, you note that visibility is pretty good and there's air vents overhead.Then there's the styling. There are overtones of a fun fair space capsule — a theme Honda infuses in its other car and motorcycle models — and though it can grate, it is never dull. In fact the flowing lines of the dashboard and the varying hues and textures — even the orange plastic wood trim — work to shrink what would otherwise be a big slab of black plastic.Heaps of personal storage spaces include centre armrests for the front and centre seats, big door pockets, cupholders and storage for the third-seat occupants and a handy bin in the driver-side dash. The front-seat centre console also folds down for access to the centre seat.The Odyssey can load up with 600kg — on top of its dry 1700kg weight — so it needs a capable engine to get this all in motion.Honda has upped the power from the predecessor's 118kW to more welcome 132kW. But the figures don't tell the whole story. The engine a 2.4-litre four-cylinder that is basically unchanged from the previous model.Where the old engine sweated out 118kW at 5500rpm, the new one copies the power delivery but Honda has engineered the ability to rev further and keep pumping out the mumbo.So while it still puts out 118kW at 5500rpm, it will run to 6500rpm and record 132kW. Unless they're deluding themselves, no people-mover owner wants to scream through the suburbs at 6500rpm in a desperate bid to attain mechanical Nirvana. Given that there's little change in the torque curve — it's still 218Nm at 4500rpm — the drive experience is unchanged.The same deal applies to the five-speed automatic transmission which, while virtually every component has been redesigned, it still feels like the smooth-shifting gearbox of old.On paper, the combination of a smallish engine, auto transmission and lots of load space can equate a torturous country drive where caravans overtake you on inclines. In fact, the Odyssey is remarkably nimble and doesn't seem too fazed by hills.It's also very comfortable with its long wheelbase able to soak up ruts and the soft seats numbing any harshness. But it's big and the steering is vague so clearly it's no Porsche through the bends.But it is versatile, it is stylish and there's no delusion about the fact that if you have the need or want, it would be easy to fill its seats with your offspring.

SUVs like the Toyota Kluger have been a major new force in the local car market in the last two decades, but the spiraling price of fuel is now putting their very survival under threat.The SUV has replaced the station wagon as the favourite transport for many families. Their appeal lies in their flexibility, size and perceived safety. They have become so popular that every car company has been forced to have at least one in their product offering. Toyota has been of the innovators in the SUV market with a number of models to suit all sizes and budgets. The Kluger is the mid-sized model aimed fairly and squarely as the average family.MODEL WATCH Australians have always had a fascination with the bush; they have always been intrepid travelers, willing to drive thousands of kilometres over rough roads to explore this vast land. Carmakers understood this need to explore distant places and came to realize there was a market for a vehicle that could double as family transport while possessing the capability of getting to these sometimes remote locations.Initially they responded with models that were essentially toned down four-wheel drives, plenty tough enough for the bush, but far too rugged for town. It was in the 1990s that purpose-built models began to emerge. They had four-wheel drive and rode high, but were closer to the regular family four-door than the rough and tough wagon that had blazed a trail through the bush.There was the Toyota RAV4 and the Honda CR-V, but then came the Kluger, and mid-sized wagon capable of transporting the average family round town or the bush.The Kluger was a close relative of the Camry and that’s a pretty good way to look at it. It’s the softroader to suit the average family. Like the Camry it’s conservatively styled, but does everything pretty well without being too outstanding in any one area. Typically Toyota really.It will carry up to seven and still have a bit of space for those things families seem to need to take with them when they hit the road. It had a capable all-wheel drive system, which was able to cope with most rough roads the average family adventurer would encounter. On the upper models there was an array of electronic helpers to keep you out of trouble in the rough stuff.Power came from a 3.3-litre double overhead camshaft V6 producing 172 kW at 5600 revs and 328 Nm at 3600 revs, which gave it plenty of punch.All Klugers came with a five-speed automatic transmission, and all had four-wheel drive.On the black top the Kluger felt a little vague, typical of most offroaders. While it felt safe and sound it felt disconnected from the driver, all controls were light and lacked feel, but the ride was very comfortable. Off road, on rough bush tracks, the Kluger felt quite at home. Its suspension soaked up the bumps with ease, and it was a delight to drive down bush tracks that unsettled other similar cars.Three models made up the Kluger range. The base CV had cloth trim and carpets, the CVX had leather, a sports steering wheel, powered driver’s seat, and alloy wheels, while the Grande also had wood grain highlights.IN THE SHOP It’s important to check for signs of offroad use. Few will have been taken down anything more challenging than a gravel road, but it’s best to be safe and check underneath.Look for sand blasting of the underbody, bent or dented brackets and fittings, and torn rubber boots and seals. If you find anything walk away, there are plenty of Klugers on the market that haven’t been taken off the black top.The Kluger engine has a cam timing belt that needs changing at around 150,000 km, but few if any will have done anywhere near that amount of kays yet. While Toyota is renowned for its reliability there have been a number of concerning reports that suggest there are problems with the Kluger engine. Reports include damaged cylinder heads requiring replacement at 150,000-200,000 km, and con rods through blocks requiring the replacement of the whole engine.IN A CRASH There’s always an argument about the safety of offroad vehicles. The high driving position affords the driver a good view of the road ahead, which has to be good for safety, but that same high ride works against you when it comes to an emergency situation.The Kluger handles satisfactorily. It’s predictable, but not as responsive as a regular sedan and takes time to change course in an emergency. That can make it a bit of a handful in the lead up to a collision. The CV has dual front airbags, but the CVX and Grande had an array of front and side airbags, plus traction control and stability control.AT THE PUMP We are getting lots of queries from owners of all SUVs, including the Kluger, about switching to LPG to save on their running costs. That suggests they are concerned about it. Expect to get 10-12 L/100 km on average, a little less on the open road.OWNERS SAY Roger Turnbull’s 2005 Kluger CVX has done 81,000 km. It has been totally reliable and drives as fresh and tight as it did when new. He uses it for family transport, tows a small trailer, but doesn’t go offroad. He says it’s very comfortable and quiet and quite economical, but he has been unhappy with the standard of the service he’s received from the three Toyota dealers he’s tried.Richard Chaplin wanted a seven-seater for family transport when he bought his 2005 Kluger CV Sport. Richard chose the Kluger over a Ford Territory because it offered better fuel economy, resale and quality and was nicer to drive. His wife preferred it because it was a bit smaller than the Territory and she didn’t like the larger size of the Ford. They have had it for nearly three years now and still love it. It’s done 78,000 km it has never had a problem, only requiring regular servicing. It’s quiet and smooth, tows without a problem, and is reasonably economical. Unlike Roger Richard reckons his Toyota dealer is great.Jack van Bakel bought his Kluger in 2006 after considering a range of other vehicles. The one he chose had to be large enough to tow a caravan, it had to have four-wheel drive or all-wheel drive, had to be value-for-money, and it had to easy to get in and out of. His only regret is that the Kluger, according to Toyota, is not suitable to be converted to LPG.LOOK FOR • comfortable ride• spirited performance• family-sized wagon• good visibility from high seating position• Toyota reliability• capable offroadTHE BOTTOM LINE Typically bland Toyota looks hide competent, well-built family wagon with the capability to tour the outback.RATING 75/100