Wagon Reviews

The next pieces of Skoda’s longterm plan for Australia have just been put into place with the introduction of a couple of low cost variants as will as a hot little RS number.VALUEA new station wagon body has been introduced. Costing just $2000 more than the five-door hatch it is 250 millimetres longer to provide up to 1460 litres of luggage space with the seats folded down, and a just as impressive 480 litres with all five seats in use.Incidentally, the Monte Carlo also gets the DSG option. Priced at $24,290 this special Fabia will please the commuter who wants to make a styling statement will stationary in traffic.With a price tag starting at just $27,990 for the RS132 manual hatch it’s certainly worth consideration from those looking for fun in an affordable machine.TECHNOLOGYThe range has been expanded to include a 1.4-litre four-cylinder turbo-petrol engine producing 77 kilowatts of power, and 175 Newton metres of torque all the way from 1500 to 4100 revs.Our initial test drive of this little beauty in the Gold Coast area showed it to be willing to rev and happy to slug along in just about any gear – modern turbo engines with the latest in electronic control are brilliant in this manner. Volkswagen’s are right up there with the best of them.The four-cylinder engine can either be mounted beside a five-speed manual gearbox or a seven-speed double-clutch DSG. We sampled both and though the auto is the more sensible bet we liked the feel of the manual and the added control it gives the keen driver.The smallest Skoda is the Fabia, using similar underpinnings to the Volkswagen Polo and even the Audi A1 to give it an extremely strong platform on which to build. So late in 2009 we saw the initial imports of the stylish Monte Carlo versions of the Fabia as well as an affordable hatch in the 77TSI, both were five-door hatches powered by a 1.2-litre turbocharged four-cylinder VW engine.The range topping Skoda Fabia RS132 with, you guessed it, 132 kW, has excellent acceleration complemented by a good exhaust note that will please those who think driving is about a lot more than simply going from A to B.The 132 kW is achieved by tuning the same 1.4 engine as in the 77 kW models. The 132 demands to be fed 98 octane petrol and has a torque good torque spread, with its maximum of 250 Nm being available all the way from 2000 rpm to 4500.DESIGNAs in other Skoda models the new Fabia wagon has the superb Varioflex seating system that lets each of the three rear seats be removed individually. The seats unclip in seconds and weigh only 11 kilograms so it doesn’t need a hulking make to convert this small wagon into what’s almost a little van.The cleverest of all the Varioflex features is the ability to remove the centre-rear seat and then slide the two outer seats closer together, or further apart, to accommodate the wishes of the occupants. Cosy and close, or separated and sedate, the choice is yours.DRIVINGWe loved the feel of the RS132 that’s been created by lowering the body by 10 mm and increasing the stiffness of the shocks, springs and bushes. We weren’t so impressed by the noise created on rough road surfaces by the tyres and the way this harshness finds its way into the cabin.VERDICTIt has taken some time for Australian buyers to take Skoda seriously, but these new models give you a solid, sensible car with a good degree of style and we can see them taking off in the sales race any time now.

Ewan Kennedy reviews the 2003, 2004, 2005, 2006, 2007, 2008 and 2009 Holden Adventura and Crewman as a used buy.

Skoda Roomster isn’t for everyone, its unusual styling is the result of very practical interior design. Australia is a rather conservative market so the Roomster failed to find many buyers when sold here between 2007 and 2010. Now Roomster has been reintroduced and the importer of the Czech marque hopes it will be more successful this time around.PRICEFor starters Skoda is using the best sales incentive of all to get back into the market. It’s slashing the price to just $22,490 or about $4000 less than previously. Add $2300 for the seven-speed DSG automatic transmission over that of the standard five-speed manual. These prices don’t include on-road costs.ENGINEAs well as the big price drop the Roomster adds appeal by having a new-design turbocharged 1.2-litre petrol engine with an official fuel consumption reading of just 5.5 litres per hundred kilometres. Diesels are no longer being imported, but couldn't have beaten the new petrol unit by much.DESIGNRoomster has also benefited from a facelift, though this does nothing to the challenging shape of side profile. These days Skoda is controlled by Volkswagen but still has a fair degree of independence, particularly in the styling department. Anyone who complains that all cars look the same should immediately add Roomster to their short list.The chief designer tells us, “We wanted to make our Roomster look like an aircraft at the front and a house at the back.”DRIVEHandling of the Roomster is good, the steering is neutral at normal to higher-than-average cornering speeds. The added height of the Skoda over that of a conventional hatchback is noticeable if you push hard, but this is a people mover not a sports hatch.Skoda Roomster is only 4.2 metres long yet provides stretch out space for four big adults. It’s relatively narrow, so three grownups in the rear will be uncomfortable. But, three children have room to move. The back seat has a 40/20/40 per cent arrangement so one of the junior travellers should ideally be smaller than the others.The window line is significantly lower at the rear seats than the front, resulting in huge side windows that let even small children get an excellent view of outside. This is a major factor in boredom reduction so parents who cringe at the thought of hearing “Are we nearly there?” should also be adding Roomster to the aforementioned short list.The boot is huge and a pair of large suitcases can be carried with ease. The rear seats can be folded down to further increase cargo space. They can be folded individually, either in a single motion, or double folded. The three seats can be removed individually in a matter of seconds to give an almost van-like space.A popular option is to remove the centre-rear seat. Then you have the choice of a good sized gap between the two rear seats, or you can slide them closer together. A further option is to fold down the backrest of the centre-rear seat to create a small table with built-in padded armrests and holders for drink containers. There are numerous interior features such as storage drawers beneath the front seats and stowage areas for sunglasses, mobile phones, diaries and suchlike.

The small Fabia has punched above its weight for Skoda since arriving late last year. Based on parent company Volkswagen’s Polo – the 2010 Carsguide Car of the Year  -- the little car has helped Skoda nearly double sales, despite having only two versions on sale.But the range is now being filled out, with the current entry level 77TSI hatch and mid-range Monte Carlo being joined this week by a practical 77TSI wagon and the hot Fabia RS in both hatch and wagon bodies.The newcomers arrive at the mature end of this generation’s life span -- with a new one due in 2014 -- but they still deserve a warm welcome for mix of practicality and performance they bring to the Fabia line-up.TECHNOLOGYThe base model carries Volkswagen’s 1.2-litre, direct injection, turbo four-cylinder delivering 77kW of power at 5000rpm and 175Nm of torque across a useful 1500-4100rpm.Official fuel economy is posted as 5.5L/100km – on premium -- with either the five-speed manual or the newly-arrived seven-speed DSG turning the front wheels on both hatch and wagon.But the acceleration is far from blistering, with the manual hatch getting to 100km/h in 10.1 seconds, the DSG hatch 10.2 and the wagon 10.3.Fabia's underpinnings are also straight from the VW parts shelf, with Macpherson strut front and beam axle rear suspension and four wheel disc brakes, where some rivals still sport a pair of drums.The RS ups the ante in a 1.4-litre twin-charged engine with the supercharger kickstarting the action in low revs and turbo tipping in with full boost from 2000rpm.From this, the four-cylinder develops 132kW of power peaking at 62000rpm and 250Nm of torque between 2000-45000rpm, with Skoda claiming a 0-100km/h sprint of 7.3 seconds and fuel economy of 6.2 L/100km.DESIGNAlthough based on the Polo, the Fabia hatch is slightly bigger and puts its signature Skoda boxiness to practical work for loads of room for head and legs, plus luggage space rising from 300 to 1165 litres when the rear seats are folded.That’s about the hungriest capacity for the class, and it becomes almost insatiable in the longer wagon where you get 480 to 1460 litres.The styling is not everybody’s taste, but it has a cheerful character and an endearing determination to shackle form to functionality, which happily means a bright and realistically-designed interior with good ergonomics and easily readable instruments.PRICE AND EQUIPMENTThe entry level 77TSI hatch is $18,990 with the manual and an extra $2300 if you want the DSG, while the DSG-only Fabia RS starts at $27,990. The wagon body for either version claps on another $2000.Standard equipment includes Bluetooth, tilt and reach adjustable steering column, an eight-speaker CD/MP3 audio system, leather-wrapped steering wheel with audio and phone controls, cruise control, heated mirrors and fog lights.The RS arrives with more bling and some cues from the Fabia S2000 rally car, adding twin exhausts, spoilers back and front – the latter with  integrated LED daytime running lights – and rolling on 17-in alloy wheels with red RS-logo brake callipers.The cabin gets deep-shaped sports seats, a three-spoke steering wheel with paddles for the DSG, and handy rear parking sensors, but some of the plastics and finishes slip back to ordinary quality. The base model undercuts the donor Polo by nearly $1000, but you can spot where the money has been saved in the fit-out and finish. At RS level you’re eyeing off the $28,990 VW Polo GTI at again just $1000 more – but oddly not among the rivals cited at the Fabia RS launch, which benchmarked against the $24,990 Suzuki Swift Sport and $43,050 Mini Cooper S in terms of dollars per kilowatt of power.Fabia is $212 against the Suzuki’s $250 and Mini’s $319 --  in case that’s your gauge. In which case you’ll want to know that shelling out an extra whack for the $36,490 Renualt Clio Sport 200 cost you $248/kW.SAFETYSurprisingly, amid a host of five-star rivals the Fabia gets only a four star Euro rating. Safety equipment includes six air bags, stability control, anti-skid brakes with brake assist and brakeforce distribution.DRIVINGThe fit-out doesn’t quite match up to the VW donor, but the seats are supportive and there’s plenty of room. The 77TSI engine is keen and tractable, making easy work at low revs around city streets and laid-back cruising on the highway, with enough torque for climbing hills.While the standard five-speed manual will still be one gear short of most rivals, the seven-speed DSG – clunky though it is – will win fans in a market that is increasingly shunning self-shifting.But you’ll still want to use the manual mode of the shifter, and that’s about the stage where you’ll take a hacksaw to the annoying fold-down armrest that’s positioned exactly on the trajectory your elbow wants to move through.It rides comfortably and the wide track and long-ish wheelbase polish its road manners to keep it stable and flat. The suspension gives it better grip than most of its competitors, and the accurate turn-in mean it has entertainment on offer even at lower speeds.Step into the RS and a whole world of fun opens up. The ride is much harder and can get unsettled over rough back roads, but in normal driving it’s still compliant – more than the Polo, and much more than most of the competition.But the RS is also noticeably more agile and taut than the entry model. It’s easy to swing through a joyful series of corners, with weightier steering and tighter response than the standard version.There’s a fair bit of noise from both wind and tyres, but it’s never uncomfortable, and cabin conversation never has to reach yelling levels.Take all that, and then extend it into the RS wagon version, and it’s a whole new ball game. Like the legendary Audi RS4 Avant, the combination of sting and space results in a true Jekyll and Hyde car. Take it out on the garage sale round, stuff the boot space – and then time your lap home. That’s what you call a real all-rounder.VERDICTSkoda weighed up 'bang for the buck' but it's also a case of usability for your money. And the standard Fabia is a decent contender there, but the RS would go on our favourites list. 

Volvo has unveiled plans to launch a hybrid version of its S60 wagon in Australia. But unlike other hybrids already available here, this one's a little different because it combines a diesel with an electric motor.The result is a car that is capable of achieving the amazingly low fuel consumption figures of 1.9 litres/100km - yet still post a time of 6.2 seconds for the 0-100km/h dash. It's a plug-in hybrid which means you can simply plug it into a wall socket if the battery is running low, an operation that takes as little as 3.5 hours for a full charge depending on the number of amps you feed it.With a small 45 litre tank it can travel more than 1000km on a single tank of fuel. Sounds too good to be true.SWEDENSpeaking in Sweden this week, Volvo Cars Australia boss Matt Braid revealed the company hoped to have the car here and on sale before the end of next year. "It's a demonsration of our technology and what we can offer, but the volumes obviously won't be massive,'' he said."With Polestar at the other end of the market, we'll have both ends covered.'' Polestar is Volvo's high performance brand of which we are sure to be seeing much more in the near future.BACK TO THE HYBRIDThe V60 D6 AWD wagon is equipped with a 158kW 2.4-litre turbo diesel engine that drives the front wheels and a 50kW electric motor that drives the rear wheels, either separately or together - making it rear wheel drive, front wheel drive or all-wheel drive at the push of a button. It is capable of operating in one of the drive modes.In pure electric or `EV' mode it can travel for a distance of up to 50km, depending on how fast you're travelling (the faster you go the quicker it chews through the charge in its lithium-ion batteries). Top speed in EV mode is 120km/h.The wagon can also operate in full hybrid mode (the default mode) during which power is regenerated to recharge the batteries. And, in power mode, the diesel and electric motors team up to drive both sets of wheels, providing up to 208kW of power and 640Nm of torque in total.THE DOWNSIDE?The price, mainly. In Sweden the car retails for 560,000 Krona with the help of a tax break from the Government. In Australian dollars that's about $80,000 (or $12,000 more than the equivalent petrol powered T6 AWD model). But remember, that's with a tax break (the Australian Goverment hasn't been exactly helpful in this department to date).Mr Braid said it is too early to start talking about prices for the car yet, but he hopes to offer it for less than $100,000. That's probably a bit optomistic. We think $75,000 is closer to the mark - anymore than this and buyers are likely to reject the hybrid as an option."We hope to have it by 2013,'' Braid said. "It's now becoming quite a firm option. We showed the concept at the Melbourne motor show last year and the feedback we got was very positive.''TEST DRIVEDuring a flying visit to Sweden this week we had a quick spin in a pre-production version of the hybrid at Volvo's proving ground outside Gothenberg. Performance is strong, particuarly in power mode and the car is nicely balanced.This is despite the extra weight of the electric motor, batteries and other equipment that add more than 300kg to the kerb weight. The batteries by the way are hidden under the luggage compartment floor, requiring the floor to be raised by 60mm. The result is less luggage space - 305 litres compared with 430 in the standard wagon.With no room for a spare because of the batteries a reinflation kit is supplied in the event of a flat tyre. Production of the hybrid wagon is due to start in earnest in November, with an initial run of 1000 cars. By the end of next year, however, the hybrid is expected to account for 10-15 per cent of production.Volvo V60 D6 AWD Diesel HybridPrice:  $75,000 - $100,000 (etimated)Engine: 2.4-litre turbodiesel 5-cylinder; 160kW/440Nm + electric motor 50kW/200NmAcceleration: 0 to 100km/h: 6.2 secondsTransmission: 6-speed automatic: AWDThirst: 1.9 L/100km

The Outback has been around for a while but the technology is new. Safety conscious Subaru has lifted the bar again, with the addition of some active safety featyures usually found only in high end European cars. It is the first Japanese car maker to do so. We're talking about the new Eyesight system.WHAT IT ISEyeSight uses stereo camera technology to provide driver assistance in a variety of conditions. Among other things it features include Pre-Collision Braking that can stop the vehicle if it detects the risk of frontal collision. The two tiny cameras are located inside the cabin either side of the rear vision mirror at the top of the windscreen.WHAT IT DOESFirst off you get active cruise control. Set the speed and if the car detects another car in front of it travelling slower than your set speed it automatically slows the car to maintain a safe distance. If the car in front brakes suddenly and you're too busy playing with your iPhone, then the system will automatically apply the brakes on your behalf to prevent a nasty accident. That doesn't mean you're should be playing with your phone. You also get a reminder when the vehicle in front starts to move again. The system also warns you if you stray out of the line markings of your lane with a series of audible beeps.DOES IT MAKE A DIFFERENCE?Active cruise is great if you're travelling in a string of traffic that is speeding up and slowing down all the time. For example on long weekends when you're heading of the city and down the coast. You can adjust the distance between you and the car in front.The minimum distance depends on the speed you're travelling. Unfortunately it's not small enough to prevent other drivers from cutting in which can be really, really annoying. They on the other hand probably think you're dawdling.WORTH IT?Eyesight is standard with the Outback 3.6R Premium automatic ($57,490) as well as the Liberty 3.6R Premium auto sedan ($53,490). We like everything about the Outback apart from the fact it's so visually challenged. It's safe, rides and handles well, with relatively good fuel economy for a biggish petrol engine (we were getting 9.8 litres/100km). Comes with plenty of kit including a huge touch screen satnav system. At the same time, strangely it misses out on an auto dimming rear view mirror. VERDICTIt's standard on our test Premium model. The thing is with safety features, people are reluctant to pay extra for them, but if they're part of the bundle that's okay. If your speed is less than 30 km/h, Subaru says the car may be brought to a complete stop prior to impact. Your insurance company will love you (Volvos with this system attract a discount).Subaru Outback 3.6R PremiumPrice: From $57,490Engine: 3.6 Litre, 6 CylinderOutputs: 191kW/350NmTransmission: Five-speed Sports automatic.Economy: 10.3/100km combined. CO2 Emissions: 242g/kmCrash rating: 5 stars ANCAP 

The just launched all-new Mercedes-Benz M-Class demonstrates just how good the concept was when launched 15 years ago. No more so than in the styling.In profile the new Mercedes M-Class is instantly recognisable by the shape of the swept C-pillar and the way the D-pillar is blacked out to make it seem all but invisible. At the front the changes are more noticeable, with the new, very bold face being closely allied to the sporting look of the latest range of Benz sedans.Aimed at the American market right from the start, the German SUV is actually built in that country, the factory being situated in an area once struggling economically, but now doing very well thanks to the foresight of Mercedes. Being aimed at the Americans means the Mercedes M-Class is very much suited to Australians as well.Though similar in external size to the outgoing second generation M-Class - it’s marginally longer and wider and slightly lower - the gen-three vehicle is noticeably more spacious inside than before. Even better, it has a light and airy feel that makes it appear larger again. Again, the dash area follows the latest Mercedes’ style, with large, easy-to-read speedo and tacho directly in front of the driver and a good-sized multifunction central display screen sitting high to minimise driver distraction.A new range of control stalks gradually being introduced throughout the Mercedes range are a feature of the new M-Class. To our fingers they don’t have the same solid feel as the long-standing older units, but we will probably become used to them with practice. Another change that will be noticed by longtime drivers of M-Class, is the replacement of the somewhat awkward foot-operated parking brake with a finger operated unit near the bottom right of the steering wheel. That is, in the same position occupied by the release lever for many years - a sensible move.The complete 2012 Mercedes-Benz M-Class is priced between $81,400 and $177,900. Pricing of the all-new Mercedes-Benz M-Class is impressive, with drops of several thousand dollars compared with the outgoing model, and that despite the new M-Class having significantly more equipment than its predecessors.A full range of connectivity is offered in the new Mercedes SUV, with Bluetooth streaming, USB and even an SD card. A total of 40 Gb is used in the complex information and entertainment system that, among other things, provides Suna traffic management. Around 10 Gb is available for storage of music and similar files. At this stage only two engines are being imported to Australia due to high demand in other countries stretching the factory’s production output. These are both turbo-diesel units; a four-cylinder 2.1-litre producing up to 150 kilowatts of power and a stunning 500 Newton metres of torque; and a 3.0-litre V6 with an even more impressive 190 kW and 620 Nm. Fuel consumption figures of 6.4 and 7.3 litres per hundred kilometres, respectively, are quoted for the two diesel engines described below. Driven carefully on country trips the ML 250 could cover 1500 kilometres between fills. These new-design diesels, working with a stop-start system, seven-speed automatic, low rolling resistance tyres, clever body aerodynamics and numerous smaller changes have pulled the fuel consumption down by an average of 25 per cent across the new model range.These are astonishing improvements that would have been considered all-but impossible as recently as 10 years ago. These engines, called BlueTec by Mercedes, meet the tough Euro 6 emission control requirements. Making them about five to six years ahead of Australian regulations. Well done, Mercedes. Petrol powerplants with six and eight cylinders are scheduled to arrive as soon as the Australian importer can get hold of stock from the American factory. Also in the pipeline is a red-hot AMG model, we were fortunate enough to test one in the USA earlier this year - and can’t wait to see it downunder...Primary safety is provided by a host of electronic systems, many of them pioneered by Mercedes in the topline S-Class models, as well as daytime running lights (DRLs). Secondary safety sees the fitment of no fewer than nine airbags (including side units front and rear and a driver’s knee bag).Over a two-day period we sampled both new turbo-diesels - the ML 250 and ML 350 - on an extended drive program set by Mercedes-Benz out of Melbourne, along the famed Great Ocean Road and in the hills behind the coast. Even the 2.1-litre engine is likely to provide enough performance for the average owner, with strong torque, and good response from both the engine and transmission. The 3.0 is there for those who like a bit of sport from their diesels. The vehicles are smooth and quiet to ride in, though we did find the ride on vehicle fitted with the 19-inch wheels and 45-series tyres a little on the jiggly side on broken bitumen roads. The front seats are large and support well and there’s a feeling of quality and refinement in the interior that will impress all who travel within it. The thick windscreen pillars - to make the M-Class safer during a crash - blocked our view on some bends, particularly when the roads were dropping downhill and sweeping to the right. Steering is by a new electrically assisted system (part of the fuel reduction package) provides good feel and has the added advantage that the big SUV can parallel park itself should the driver so desire. Road grip is well above that likely to be demanded by the typical owner, thus providing huge levels of safety.The complete 2012 Mercedes-Benz M-Class range is:ML 250 BlueTEC 2.2-litre turbodiesel five-door wagonML 250 BlueTEC Exclusive 2.2-litre turbodiesel five-door wagonML 350 BlueTEC 3.0-litre turbodiesel five-door wagonML 350 BlueEFFICIENCY 3.5-litre Biturbo petrol five-door wagonML 500 4.7-litre Biturbo petrol five-door wagonML63 AMG 5.5-litre Biturbo petrol five-door wagon

Is a crossover too big a compromise? I was a bit perplexed by the Subaru Outback 3.6R Premium – was it a station wagon, an SUV, a performance car, family oriented or adventure oriented?  Does the crossover try to offer something across all aspects -- and fail to excel in any one of them? It takes a few days to find out.DESIGNFace facts: this is not an attractive vehicle. The styling is subtle but grey – our test car was charcoal, but it was also grey in every other sense of the word. It could easily be lost in a supermarket car park, forever. I found myself hoping the looks would grow on me, but they didn’t.The interior is like a small lounge with big leather furniture.  The seats are flat, wide and hard – and won’t serve well for long trips where you need a hugging contour and medium firmness for support.  I was already in need of a good stretch and massage after a short one hour commute.The highlight is the stitched leather, which looks classy and tough. Perfect for letting kids or a  slobbering dog loose without having to worry about damaging the upholstery.  Opinion was divided on the plastic brushed aluminium look dashboard and surrounds.  I thought they looked and felt cheap, my wife thought they looked classy.  But otherwise, the dashboard is very clear, well laid out and a pleasure to use at night.Visibility all round is great -- with a relatively high position, and no major blind spots, even for a wagon – and the large mirrors meant all but the smallest of cars or motorbikes were in your peripheral vision. EQUIPMENTAs usual with Subaru, everything you expect is on hand: full climate control and electric everything.  Initially, the media-navigation system was a little painful to operate, but does have touchscreen which is a small bonus. Although the head unit does have Bluetooth connectivity, this is acceptable for telephone conversations (and worked really well) but the quality is not high enough for music. It would be better to see an iPad/iOS type head unit installed in a car of this type – which is likely to be doing some long recreational trips. The only other real omissions at this level are heated seats – which risks leaving wives very unimpressed (trust me on this) – and tyre pressure sensors, which are not expensive and should be considered a must have safety feature.SAFETYThe Outback meets the ANCAP five-star rating, with an arsenal of airbags, anti-lock brakes and all the expected safety kit. But it also has a special system called EyeSight -- in short, an extra pair of eyes permanently glued to the road in front of you, alerting and taking appropriate action probably before you even think of it. This is a level of technology that comes not just with an instruction manual but a DVD to guide you through the introduction.At first, I was dismissive, believing in better driver education and not building a reliance – let alone dependence  -- on technology.  But after two days of using it, I was impressed with a couple of key features.  The adaptive cruise control allowed me to set the cruise at 60km/h in morning traffic, and -- unless I stopped completely -- Eyesight kept me a safe distance from the vehicle in front, adjusting my speed up or down, even automatically braking to a halt if required. It was surprisingly smooth and accurate.  It does get a little confused if another car enters the lane and into it’s field of view, and takes more abrupt action, but it works amazingly well. The feature I wanted to kill was the lane sensor alert.  Initially, I couldn’t help myself, playing with the system on the way home.Other drivers must have thought I was drunk or had lost my marbles.  In clear space, I drifted side to side across lanes, not once or twice, but at least 8 to 10 times, testing when and how EyeSight would alert me.  I’m surprised nobody called the police, but then again if they had, in the Outback I’d have just blended into the traffic and they’d never spot me. But in daily driving, after a while the lane sensor is annoying, beeping every few minutes, general moving in and out of traffic, entering and exiting freeways, and normal city driving.  I can imagine on a lengthy motorway cruise, it would be a useful safety feature, but in everyday traffic it drove me to the point of distraction and annoyance.Although it took a while to get used to getting the best out of EyeSight, after a couple of days, I’d built a beautiful symbiotic relationship, driver and technology in perfect harmony.  I’m a passionate believer in full driver training and education -- and driver control -- however (and I can’t believe I’m writing this) I now think  the adaptive cruise and pre-collision braking should be mandatory on all new vehicles.  It would prevent 90 per cent of those pointless rear-enders, and force drivers to leave the appropriate space between vehicles.Interestingly, EyeSight had a maximum setting of 2 seconds gap, and I would rather have had this as the minimum, with the ability for the driver to increase the gap if it was still a little too close to the car in front.  Imagine the reduction in insurance premiums and time saved in morning traffic without those dumb accidents.DRIVING AND PERFORMANCEThe first drive in the Outback was particularly eventless -- even boring.  I left the CBD office in peak hour traffic and arrived home 45 minutes later.  Interestingly, I did notice I had arrived stress–free – which probably says something.The engine and gearbox were quiet and smooth, the ride was firm and understated, quietly satisfying. But after driving the Outback for a couple of days, I was wondering if this “premium” version actually had any guts and was generally feeling quite let down.  I read the specifications again, 3.6 Litres, 191kW, 1600kg. Where? Was I missing something?  Where was all this performance hiding?I dedicated some quality experimental time to locate that all important “GO” button. Found it. Right there on the centre console dial.  Switch over to mode and leave it there. Wow, what a massive difference.  I pulled out into some fast moving traffic and let it rip.  Everything stiffened up, and with an elegant poise and quiet, rapid acceleration, I was well over the speed limit before I had realised. Again… wow.To put it into numbers, this car actually has more horsepower per tonne than a Mini Cooper S (146hp/t vs 159hp/t), which translates into considerable performance for what does not appear to be a quick car.  The Outback 3.6R Premium is a classic case of a “wolf in sheep’s clothing”.In terms of economy, even though on paper it says it’s quite economical at 14.7L/100km for the urban cycle, a sixth gear wouldn’t go amiss.  I was struggling to get the computer to show less than 16L/100km -- even before I discovered the Outback’s inner wolf.VERDICTSo back to the original question, who would buy the Outback? During the test drive, I have switched my image of the target buyer from WRX upgraders, to older retiring country gentlefolk, and back to mid-40s family man, looking for a quiet life, but with a growler under the bonnet when he wants it. Then I thought of the adventurer who wants to carry an ocean kayak and/or hang glider on the roof, and still use it to commute. I even thought it would be the perfect getaway car for bank robbers: rapid, plenty of room to carry four henchmen and all your loot --  and it’s cloak of blandness means it would simply disappear in the traffic.Finally, I settled almost back where I started: the  Subaru Outback 3.6R Premium is ideal for the grown up ex-WRX owner who now wants practicality and comfort, hidden performance and some extra safety measures built in.  It is perfect for taking the whole family, mum, dad, two leggy teenagers and a couple of dogs to the country camping for the weekend.At more than $63,000 on the road, this is not a cheap prospect. However, considering the number of categories it covers very well, it does present solid value for money. The Subaru Outback 3.6R Premium is a car that can fulfil many roles at a reasonable price.Subaru Outback 3.6R PremiumPrice: From $57,490Engine: 3.6 Litre, 6 CylinderOutputs: 191kW/350NmTransmission: Five-speed Sports automatic.Economy: 10.3/100km combined. CO2 Emissions: 242g/kmCrash rating: 5 stars ANCAP 

Just when local carmakers are turning out LPG engines that rival their petrol counterparts in performance and are more frugal than their predecessors, up goes the price of gas. LPG prices have rocketed this year due in part to the big winter freeze in the northern hemisphere and an extra 2.5c-a-litre government excise added late last year. Prices have jumped by 20-25c/litre; more in country areas. The spike has put a dent in the case for LPG, though it still remains an attractive proposition.The Holden Commodore LPG is priced from $42,490.  Based on the official combined fuel consumption of 11.8l/100km, at 60c a litre, the cost of LPG to travel 20,000km a year is about $1400. At 85c/litre it is about $2000. Compare this with the $2750 it would cost in the equivalent petrol version, based on a petrol price of $1.45c/litre.Holden charges $2500 more for an LPG  than for a petrol version, but private buyers are eligible for a $2000 rebate from the Government. Then there is resale value, which is usually higher in an LPG car. So even at 85c/litre, buying a new LPG car is still cost-effective.Holden's new dedicated gas engine is a big improvement over the previous dual-fuel option, producing more power and using less fuel. It also has a larger 84-litre tank, so the cruising range is stretched to more than 700km. The gas engine is available with only the 3.6-litre V6 Commodore engine, not the 3.0-litre, and comes with a 6-speed auto transmission.Output is 180kW and 320Nm, or 5kW and 3Nm more than than the previous dual-fuel engine. That is 30kW and 30Nm less than the petrol-only 3.6-litre and 10kW less but 30Nm more than the 3.0-litre petrol V6. In the LPG engine's favour, peak torque kicks in at 2000rpm, a useful 800rpm lower than the petrol engine, and peak power comes on at 6000rpm or 700rpm lower. Combined fuel use for the LPG Commodore varies from 11.8l/100km in the Omega sedan (down from 13.4l/100km in the previous dual-fuel engine) to 12.3l/100km in the Berlina wagon.Holden's new LPG system is a refined version of sequential vapour port injection system in which the liquid gas is vapourised before entering the engine, rather than Ford's more advanced liquid injection system, which sprays liquid gas directly into the engine. The economy gains come from improvements to the engine and the six-speed transmission replacing the previous four-speed. The engine also has lower exhaust emissions of 189 grams of CO2 a kilometre, easily passing the latest standards and scoring 4.5 out five in the Green Vehicle Guide.The other big change is to the fuel tank -- two parallel cylinders under the floor behind the rear axle instead of a single tank between the rear wheel arches. This allows full use of the load area in the wagon and the slightly shallower boot of the sedan, as long as you are happy with a tyre inflation kit instead of a spare tyre.If you are not and insist on the optional space-saver spare wheel or the full-size spare, then they sit on top of the boot floor and pinch load space. But it depends on which model you order -- sedan, wagon, ute or Caprice. Getting your head around all the combinations is taxing.The sedans come with an inflator kit as standard or the choice of a space-saver wheel (no cost) or a full-size alloy wheel. Wagons have an inflator kit as standard or a steel wheel with an inflatable tyre. Utes come with an inflator kit as standard or a full-size spare wheel -- steel on the Omega (no cost) and alloy on the SV6 -- bolted to the floor of the tray. The Caprice gets a full-size alloy as standard or an optional inflation kit or space-saver spare wheel.Turn the key and the starter motor gives a couple of extra cranks before the engine fires. Step-off response is not quite as urgent as the petrol and it sounds a little coarser under load, but it is still a quick and lively performer.The advantage of the dedicated gas system over the previous dual-fuel Holden Commdore is that the new LPG engine can be tuned for optimum performance and economy – a task that is more difficult with a dual-fuel engine. The bottom line that most buyers will be looking for is a performance that is very similar to the petrol versions and most drivers will be hard-pressed to tell the difference under the right foot.

I've been driving so many Volvos lately I might start wearing a hat and speaking Swedish with a Chinese accent. Aside from those afflictions it's not been too bad.This "Swedish Valiant" is the V60 D3 wagon, a bull-nosed sharp-looking family hauler that looks nothing like the old Volvo wagons that were around when I was growing up .... I mean, when I was younger.VALUEThe V60 D3 Teknik model is by no means a bargain-basement load-lugger, given that it's priced from $62,490, a $4500 hike above the base D3. The Teknik extras include the satellite navigation system, Active Bending Lights with Headlight wash system, the BLIS blind spot warning system, a power-adjustable passenger seat and an upgrade to the instrumentation to a "watch-dial" - I thought watches were Swiss?The Teknik model has leather trim, power-adjustable front seats, a flat-folding front seat and a rear splitfold seat, filtered dual-zone climate control with rear B-pillar vents, power windows and rear privacy window tint. The V60 gets a cruise control that pops up a digital speed when set, but there's no digital speed readout for normal driving - why?There's also rain-sensing wipers but no dusk-sensing headlights (despite appearing on cheaper, lower-spec Volvos?), rear parking sensors, an electric park brake, an auto-dipping rearview mirror and a trip computer. There's a Bluetooth link for the phone and sound system (which argues with iPhone 4's iPod when USB cable is also in use) and folding external mirrors.TECHNOLOGYThere's no shortage of new technology in this car's arsenal, but most of it is safety-related - but the new D3 does get a two-litre five-cylinder turbodiesel engine that produces 120kW and 400Nm, the latter between 1500 and 2750rpm, to shunt the wagon along at a solid rate.Like it's low-pressure turbo petrol cousins, the engine has something of a hair-trigger accelerator but the mid-range is considerable and solid pace is maintained without massive throttle openings.Teamed with a six-speed automatic, the V60 front-wheel drive claims 6l/100km (rising to 8.3 around town and down to a remarkable 4.7 on the highway) - our time had it sipping at 8l/100km from a 67.5 litre tank, giving it an easy range of well over 800km. The Swedish wagon also has a brake energy regeneration technology and a maintenance-free exhaust particle filter.DESIGNAs is fast becoming the case around the globe, the humble wagon, for all its practicality, needs to look like something else. The V60 takes plenty from swoopier sports coupes in terms of its external lines, while attempting to retain the mundane abilities of shopping, commuting and doing the school run.It largely succeeds, as this is not an unattractive car, but it's also not a pretty machine either.Inside, the Swedish design makes for a functional interior, without the austere flavour that invades some German cockpits. The menu functions are largely straightforward and it has clever touches - the two-stage booster seats for the two outboard children in the back, pushing the kids up to the appropriate height, although a little more lateral support wouldn't go astray.The rear doors and windows can also be locked by the driver with the push of one button - no early exits and no window races. The 692-litre boot is a useful size, with a clever floor for separating and securing loads - there's also underfloor storage, but sadly that has come at the expense of a spare wheel - there's only a mobility kit.SAFETYThe brand is one of the automotive world's safety leaders and the V60 has plenty of gear as a result - there's a five-star NCAP rating to show for that, thanks to a safety-conscious body structure, dual front, front side and full-length curtain airbags, as well as pre-tensioner-equipped seatbelt for all five occupants, while the front two have load-limiters as well.The sub-30km/h accident-avoidance City Safety system is standard fare, with adaptive brake lights, stability and traction control and anti-lock brakes also among its features. Clever little touches include the park brake that won't automatically kick off with a prod of the throttle without the driver's seatbelt being in place.DRIVINGThere's no need for hats in these things - unless it's a baseball cap that may or may not be on backwards. The V60 is quiet from within - although the odd engine note on the outside is certainly a diesel - but getting underway is far from a laborious chore, as once pressure in the turbo has built, the wagon is well underway.It's not going to frighten the big petrol turbos in the Volvo range but it's far from tardy, with solid in-gear progress as well. The automatic is not as slick between ratios as the twin-clutch transmission available elsewhere, but it works well make the most of the torque, just don't bother trying to manual-change - it cruises at 100-110km/h just below 2000rpm and is quiet when doing so.The back-road blast factor is better than you'd think, with plenty of pep on offer for the right foot, good body control and a nose that doesn't feel weighed down by the diesel, just don't ask for too much information through the steering. The seating is comfortable but when pressing ahead it could do with more lateral support, front and rear - the rear occupants have enough headroom but legroom is at a premium, unless the front pews are well forward.Only a few complaints with the V60 - ride is on the firm side and there are no automatic headlights; the Bluetooth audio link kept trying to over-rule the USB cable and the blindspot information system flashed a few times during heavy rain.VERDICTAnyone tired of the choice of German, German or German in the compact prestige wagon market has a worthy contender from the Swedish brand. The V60 D3 gets plenty of points for its useful and frugal drivetrain and for being that little bit different, but doesn't score well given the lack of a spare and having a rear seat that's a little tight for legroom. Parents with young kids will love it but those looking to use the rear seat for adults will want to be below-average height.WE LOVEFrugal and punchy powerplant, clever floor, integrated booster seats, sound system, safety gear, competent handling WE  LOATHE  rear 3/4 vision, rear leg room, no spare tyre, no auto headlights, front wheel drive with all that torque.Volvo V60 D3 TeknikPrice: from $62,490Warranty: 3 years, unlimited kilometreResale: 44% Source: Glass's GuideService Interval: 15,000km or 12-monthsEconomy: 6 l/100km, on test 8, tank 67.5 l; 160g/km CO2Equipment: six airbags, ABS, EBD, stability control.Crash rating: 5 starEngine: 120kW/400Nm two-litre five-cylinder DOHC 20-valve turbodiesel engineTransmission: six-speed auto, front wheel driveBody: 5-door, 5 seats Dimensions: 4628mm (L); 1865mm (W); 1484mm (H); 2776mm (WB)Weight: 1601kgTyre Size: 235/40 R18Spare: Space saver