Wagon Reviews

For many years Audi lagged behind arch rivals Mercedes-Benz and BMW models in the prestige car stakes in Australia.That was despite it holding equal ranking in most European countries. However, Audi is now seen as one of the ‘big three’ in the eyes of upmarket Australian buyers.The so-called single-frame grille, with its huge radiator grille has been a stroke of genius in automotive design and is arguably the main reason for the big increase in sales in recent years. In Australia, aggressive marketing and a willingness to throw serious money at marketing the brand has also played a major part. The subject of this week’s used-car review, the A6, is the mid-size vehicle in the Audi range.It replaced the Audi 100 in November 1994, but struggled in the sales race in its early days. A virtually all-new A6 reached Australia in November 1997 improved things somewhat so we will start looking in detail at the A6 from that model onwards.The aforementioned single-frame grille reached the A6 range in Australia in August 2005 and things really started to hike along. Interior design has been a strong point with Audis for many years and the cabin is close to immaculate in the way it’s themed and then constructed.The Audi A6 has high levels of noise, vibration and harshness suppression that make it a very capable high-speed cruiser. Interior space is OK for five adults, though lack of support in the centre-rear position makes it a noticeably less comfortable position than the other seats.Boot space is very good in the sedan. Audi A6 has a reasonably strong presence in the prestige station wagon market in Australia, though not to the huge extent it does on its home market. Handling is better than average for a front-wheel-drive car, though the powertrain layout, with the engine being mostly in front of the axle, means the nose-heavy machine tends to push slightly wide on corners.This has been toned down with each successive model, but is still a weak point compared with other vehicles in this upmarket German class. Owners who are more interested in the aforementioned waft-along cruising are unlikely to ever experience the understeering.There is the option of Audi’s famous quattro all-wheel-drive system for added traction on slippery roads. It too can suffer from front-end push but does so at higher cornering efforts. Quattro isn't on offer in all models, but is well worth the extra money if you’re a keen driver.Engines are many and varied, with petrol and diesel units on offer. In the petrol lineup there's everything from turbocharged, 2.0-litre four-cylinder units to a sweet little V6 with a capacity of just 2.4 litres and larger V6s displacing 2.8, 3.0 and 3.2 litres.These are complex cars and it's best that you have all work, other than the vary basics of servicing, done professionally. Audi dealers are generally restricted to major metropolitan areas but you will find some in major country centres as well. Contact Audi's head office in Sydney for further information.Insurance costs are relatively high, but no more than you would expect from quality cars built from top-end materials. Premiums don’t usually vary a lot between major players, but it's always worth shopping around for the best deal. Make sure you are comparing like with like before making your decision. As well as the standard A6 models, Audi also imports high-performance variants. Called, in ascending order of performance, Audi A6 S Line, Audi S6 and Audi RS6, the latter are sold in pretty limited numbers and are aimed at a very specialised market, so won’t be examined in detail here.WHAT TO LOOK FORRust is rare as Audi was a pioneer in using all-galvanised panels in its bodies. Poor crash repairs which didn’t see the metal being properly protected can still lead to troubles.Interiors are finished to a very high standard and last well. Nevertheless, careless owners can still cause damage so check the complete interior. Sun damage, even on cars that have been kept outside continuously, is rare, but check the upper surfaces of the dashboard as well as the condition of the rear parcel shelf.Look for oil leaks from early V6 engines and if the engine. Be sure the cam drive belt has been replaced on schedule. Look for oil leaks from the power-steering rack and the hoses connected to it.Check that the automatic transmission works smoothly and does not change gears when it shouldn’t. If a tiptronic is fitted run it up and down through the gears to make sure it selects them quickly.CAR BUYING TIPBeware the social-climbers who have bought cars they can’t afford to maintain correctly. If you can’t examine the service books be very suspicious. 

Australia will be one of the first markets to get the Peugeot 4008 compact SUV, but may be one of the last to get a diesel drivetrain.The lack of an auto in the Mitsubishi-based 4008 diesel range means the June launch will be only the petrol drivetrain. For now, that is.“We’d like to get a diesel 4008, but we’d prefer to have an automatic and there isn’t one available in the range,” Peugeot spokesperson Jaedene Hudson says.“It’s not worth it to bring a manual diesel because there’s no demand for it here in that class. We prefer to wait and bring the automatic drivetrain when it’s available.” She says there isn’t one on the immediate horizon, but we can expect more news in the near future.TECHNOLOGYWhile the 4007 it replaces is based on the Mitsubishi Outlander, the 4008 starts from the Mitsubishi ASX platform.Overseas markets choose from the two manual diesels and two petrols. It will go on sale here with the larger of the latter: a 2.0-litre four-cylinder developing 110kW of power and 197Nm of torque. Output is delivered to either the front or both axles via the choice of two transmissions: a five-speed manual or a six-speed CVT with manual mode and paddle-shifters on the steering wheel.It’s an economical little thing in every version, with official fuel figures ranging from 7.7L/100km for the 2WD manual and 7.9L for the AWD. The CVT is 0.2L more for each of the drive versions.A console dial switches the all-paw’s on-demand system between 2WD/4WD/Lock, with varying serves of torque being dished up to each axle as requested – from 85 per cent maximum at the front in 2WD to 82 per cent maximum at the rear in Lock.VALUEPricing will be announced closer to June, but the entry is likely to be sub-$30,000 – a critical level in a highly-competitive field, about $5000 below the outgoing 4007.Spec is yet to be finalised, but Peugeot says it will arrive in two trims: Active on all drivetrains and Allure on AWD only. Features will follow those already on the 3008 that arrived about 18 months ago with a decent helping of LEDs, auto lights and wipers, Bluetooth, parking sensors, cruise, climate control airconditioning, sunroof and 16-in alloys as standard fare. Upstairs can look for leather and heated seats, darkened privacy glass, 18-in wheels and a touchscreen satnav in the goodies bag.SAFETYIt should also echo the 3008’s five-star ANCAP crash rating, with seven airbags, stability and traction controls and anti-skid brakes with extra help for panic stops and to compensate for uneven loads.DESIGNIt’s a stunner. With the front a sculpture of lines and creases flowing back from the imminently-signature floating grille and onto the flanks, it’s got an air of motion even standing still.But the shapely nose gives you no clue of where the corners are from the driver’s seat, and the protection of parking sensors will be a must.The cabin turns the other chic with elegant contours and finely-judged amounts of accent in either metal or piano black finish. The seats are contoured and comfortable, and it seems every surface and shape has been carefully decided. It’s styled-up but not overdone, accessorised but not ghetto-blinged. In a word, it’s French.DRIVINGToo many offroader test drives never get off the road. Peugeot did this one proud, digging up some of the local scenery and sculpting it into a dirt fun-park, complete with steep – about 35 degree – slopes and a healthy layer of loose surface.The 4008 took it with ease, proving the approach, breakover and departure angles handy for weekend warfare, and the AWD system skilled at finding the right torque division between axles. At the finish we were hoping the darkening sky would open so we could give it another shot garnished with le mud. We’re betting it would have been just as unruffled.But to get to the great outdoors, most buyers will have to trek a great deal of highway, and we were concerned about the CVT drivetrain’s performance at higher speeds. A quick litmus test showed at 110km/h it still had more to give for overtaking, but some planning will be needed to tackle a long truck or tight joust with oncoming traffic.There’s serious windrush around the A-pillars, and despite Peugeot’s extra work on sound-deadening, you’re always aware of the CVT’s low mooing soundtrack, with the engine chorus at higher revs.The paddle shifters are beautifully shaped and positioned to invite the hand, but feel flimsy once you start flicking them to toggle gears – with the CVT system showing some run-on when you requested a lower cog for cornering on downhill slopes. The bends also produced a top-heavy sway at any enthusiastic speed.None of that will likely bother the mostly urban owners, and – superficial as we are – we still can’t help but love the 4008 for its looks alone.VERDICTIt’s a great prospect for dirt, less so for bitumen. But it will wow on any café strip, and we can’t wait to see a diesel join it here. 

Just what the Australian new car market needs is another compact SUV .... in this case, the answer is yes.A revolution in manufacturing and next-gen developments of the internal combustion engine - that's Mazda's plan and the first incarnation of all this smarty-pants work by Mazda is the CX-5.The lighter (high-tensile steels make up 61 per cent of the CX-5) but not much smaller successor to the CX-7 - we're in the near-entry level Maxx Sport model, with the petrol engine and the six-speed automatic.The features list for the $33,450 auto-only Maxx Sport has no shortage of gear - automatic headlights, rain-sensing wipers, dual-zone climate control, a six-speaker sound system with USB and Bluetooth phone and audio link, a leather-wrapped gear shifter and steering wheel, front fog lamps and integrated TomTom satnav.The rear bench is has 40/20/40 split-fold seats and there's also cruise control, helm-mounted audio controls, power windows and mirrors, remote central locking, keyless push-button start, reach-and-rake adjustable steering, a trip computer, a tyre pressure warning system and 17in wheels.The Maxx Sport is expected to account for 30 per cent of total CX-5 sales according to Mazda's forecasts, with 70 per cent of CX-5 buyers expected to opt for petrol drivetrains, but with all-wheel drive (that is expected to account for almost two-thirds of CX-5 sales).Mazda is claiming class-leading fuel economy from the clever Skyactiv-G 114kW/200Nm two-litre petrol engine, which has direct injection and a high 13:1 compression ratio - but it only needs 91RON fuel. It's spirit is willing but the flesh is a little underdone - the little petrol powerplant has similar outputs to the 3 Skyactiv but has to haul another 150kg - you can wind it up but you'll never get near the claimed 6.4l/100km.Mazda says the Skyactiv engine has better low and mid-range torque, but there seems to be less of the former and a reasonable amount of the latter. The test car is running the new Skyactiv-Drive six-speed auto, which boasts a full-range lock-up clutch torque converter set-up that Mazda says gives the auto a more direct feel, more like a manual gearbox.The CX-5 also has Mazda's clever idle-stop system that uses the combustion process for the restart, being less reliant on the electric-powered starter motor; it's also one of the quickest, re-starting within 0.35 of a second. The TomTom satellite navigation system has myriad features for traffic monitoring and route selection, with map updates available for download to the SD card, but several times it decided to flip the view and show me where I'd been. Wistful reminiscing is fine for the bar but not practical in a satnav.The CX-5 is a poster-child for the Kodo "Soul of Motion" design theme but it's not to all tastes, particularly the snout, but it's still prettier than a BT-50. It features the new-look Mazda nose and manages to hide the dimensions - it sits on a 50mm shorter wheelbase than the outgoing CX-7 and it's slightly shorter in overall length (153mm shorter), 32mm narrower, but is 65mm taller.The cabin is spacious and can take four adults and their gear in the 403 litre boot without any problem. What will present an issue is the omission of rear ventilation, something that was absent from the CX-7 - and noted by the manufacturer - but has not been rectified.The cargo area also has a clever cargo cargo that lifts with the tailgate and the 40:20:40 splitfold seats which can be quickly folded flat to expand loadspace to 1560 litres.While a CX-5 has yet to have been slung into a wall for NCAP as yet, the US Insurance Institute for Highway Safety has awarded it a Top Safety Pick rating - it's got anti-lock brakes (with brakeforce distribution and emergency brake and hill-start assist), stability and traction control, dual front, side and curtain airbags.There's also a reversing camera that is standard range-wide, something the Japanese brand says is unique to its model range.Snout-heavy styling aside, there's plenty to like about this little SUV, provided you're only looking for a commuter car and not anything to get adventurous in - there's only 150mm clearance after all. It's easy to get into, the cabin is spacious, well-equipped and comfortable - the driver is well accommodated for as well, with most things falling easily to hand.The steering wheel has key controls and there's good connectivity - the touchscreen satnav infotainment screen is easy to see but it's quirky map-rotation habits were disappointing. The rear passengers will notice the lack of rear vents in summer.A rear seat 12-volt outlet wouldn't go astray either, but apart from those two issues the rear seat occupants have good leg, foot and headroom. The ride is tending towards firm but doesn't cause complaints, the payoff coming in good body control and composed road manners in the bends - the Mazda3 on stilts analogy is apt.Steady pace can be maintained by the petrol engine but it's no fireball - the genuine manual change mode of the six-speed auto makes better use of the reasonable flexibility on offer by the little four-pot. Alternatively, you can wring its neck, but that's going to take the fuel economy north of the nine litres per 100km that was returned during our stint.The little Mazda has what it takes to re-define one side of the compact SUV segment, the on-road runners. In front-wheel drive guise it's not set-up for dirt work, but the CX-5 FWD is smooth, quiet and comfortable, but it's not perfect. No rear vents is an oversight, the satnav quirk was annoying and the diesel AWD promises to be the drivetrain of choice (and worth the $5500) if you want a decent amount of grunt under your right foot.

Graham Smith reviews the 2005, 2006, 2007, 2008 and 2009 Ford Territory as a used buy.

Most telling is VW's Tiguan 103TDI, which is only $300 more than the Skoda Yeti with the same engine. At the entry level the 77TSI Yeti is more competitive at $2200 less than the more powerful 118TSI Tiguan.DESIGNAnd there is certainly nothing abominable about its character. Styling is a standout in a world of lookalikes. It might not be the prettiest face with its bulging fog light sockets and boxy rear but it has identity.Styling is purposeful and functional and high on versatility and maximising space. Its three-piece back seats fold and slide every which way. With near vertical sides and tailgate, the load volume is almost van-like. The interior is inviting and well laid out with familiar Volkswagen-style controls and instruments.DRIVEOn test, a manual 77TSI was not to be fooled by its small capacity. With the help of turbocharging it punches above its weight. Power delivery is smooth and progressive with eager step-off, decent mid-range response and a relaxed touring gait.Frugal too at 6.5 litres/100km of premium unleaded on test or the same as the 103TDI auto also on test. The official combined figures are of 6.6 litres/100km for the TSI manual and 6.7 litres/100km for the TDI auto. Slick and precise, the six-speed manual shift is a delight to use. The DSG is quick and decisive, but still shows some jerkiness on take-up and is not suited to left foot braking.The 4-Motion system sends 90 per cent of the drive to the front wheels until slip is detected when up to 100 per cent of drive can be directed to the rear wheels. Off-road, the Yeti will clear all but the sharpest humps and cope easily with dry, rutted forestry tracks.The chassis is well sorted with agile and confident handling, less body roll than expected of such a tall frame and a comfortable and compliant ride, at least in the base model. The wider tyres on the TDI were lumpy over secondary surfaces. Electro-hydraulic steering is well weighted and quick enough. VERDICTThe big challenge for the Yeti is to gain a foothold in a cluttered market.

We turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering  would you buy one?What is it?This is the latest and greatest from Volvo, a compact wagon with cutting-edge safety equipment and enough get up and go to stay with some of the heavy hitters. It sells against a group of European prestige wagons that come nowhere near the T6 in terms of power, torque or performance let alone standard kit.How much?This particular car tops out the V60 range at $72,150 but is super competitive against potential competition especially when you compare apples with apples. The nearest competitor is Audi's A4 Avant 2.0-TFSI quattro at practically the same money.What are the competitors?Coming from all quarters including the Mercedes-Benz C-Class CGi250 Estate, the BMW 323i wagon, the aforementioned Audi and even Alfa's Sportwagon 159.What's under the bonnet?Gets a 3.0-litre, twin turbo, petrol straight six-cylinder with new low friction internals and 224kW/440Nm output - a sweet donk with an excellent note.How does it go?Like a shot putting away a 0-100kmh sprint in a mere 6.2 seconds (not bad for a wagon tipping the scales at roughly 1800kg) and there is never a point when the engine doesn't deliver. Spins willingly to the 7000rpm redline, pulls like a locomotive everywhere. Smooth shifting six-speed auto. Fun to drive.Is it economical?Can be if you switch on the cruise control - down as low as 8.0-litres/100km on a trip. Claimed combined average is 10.3-litres/100km, a figure we wouldn't dispute.Is it `Green?'Engine passes stringent Euro 5 emissions regulations - due here in a few years. Interior is hypoallergenic so bad chemicals are minimised. We'd say it has five star green credentials.Is it safe?Best in the business, a roaring five star car.Is it comfortable?Firm suspension but not too firm, comfy seats, smooth, quite, plenty of luxury kit especially with R-Design spec'. Killer audio, leather upholstery, electric assistance, electric park brake, heated seats.What's it like to drive?Loved it especially on our favourite winding road - quick, confident, stable, precise. Impressive power from raunchy engine but expect to pay at the bowser when you turn up the wick. We engaged Sport mode all the time - because we could.Is it value for money?Against the competition, definitely. Not too much tax to pay - a bit of Luxury Car Tax, GST and Stamp Duty clicks the numbers up pretty quickly but you get a lot of car for the money.Would we buy one?Yes, impressed the heck out of everyone who drove or rode in it and the sexy coupe looks adds to the allure.

There's basically only one thing we don't like about the Hyundai i40 Premium diesel wagon and that's the hokey chimes it plays when you switch off the ignition or turn it on after getting in the car. It's tacky. But as for the rest, the car itself is a cracker - albeit at the top of the scale in the i40 wagon range.This is the top of the tree Premium diesel i40 selling for $46,490 which puts this medium size wagon in some exalted and bigger company. You can get a Holden Sportswagon SV6 for similar money or a diesel Skoda Superb Ambiente wagon.But we reckon you get more for your dosh with the i40 as the Premium model is crammed with practical, luxury and safety goodies to say nothing of the exceptionally frugal 1.7-litre turbodiesel mated to a six-speed auto.Though following the current Hyundai design language, the i40 has a distinct European flavour thanks in part being designed in Germany. It is a handsome looking car from all angles and definitely stands out in a crowd - inside and out. It pretty much ticks all the boxes in terms of specs although it has crazy LED front daytime running lights that really stand out to the point of rendering headlight use for safety in the day unnecessary. It has decent audio, satnav, plenty of luxury kit and a stylish dash greet front seat passengers. Everyone notices the i40 on the road from the front, and the sides and the rear - it's a stand-out looker, especially for a wagon. People don't know what it is thinking it's something out of Europe but that's OK because it puts plenty of similar size cars to shame in the style department. And it's practical. The five seater test car has a load restraint system that adjusts to suit different cargo holding it firmly in place. Easy to use too. The load space is a decent size expandable to large proportions by folding the rear seats -a simple operation that can be done by kids if necessary.The 1.7-litre turbodiesel is a willing worker kicking out some 100kW/320Nm in an unobtrusive manner. Some noise is audible under full acceleration but it's nearly silent in cruise mode. Fuel economy is and excellent 6.0-litres/100km which is good for a car this size and weight - 1659kg. Performance is strong, particularly around the 2-3000rpm mark. The paddle shift is easy to use and effective. Hyundai's six speed auto is smooth and well suited to the 1.7 turbodiesel engine.The i40 scores a five star crash rating and as such, boasts a bevy of safety equipment including multiple air bags and stability control. The test car has security tint on the rear side windows and at the rear. It keeps out prying eyes and hot sun.We like the drive experience too especially the roll-on acceleration readily accessible and also the smoothness at all engine revs. It's uncanny to be whizzing along the freeway at 110kmh with about 1800rpm ticking over on the rev counter. The i40 engine is relaxed and frugal with a mere 6.0-litre/100km average showing on the trip computer. That translates into a range of up around 1000km without trying too hard. The memory drivers seat is handy and the leather interior is comfortable and looks classy. Little room for criticism that we can see. It's the best Hyundai yet.

Wagons are getting more interesting. Better styling and clever packaging have squashed the stereotype of basic family haulers. They’re not about to replace the lust-have status of the exotic supercars, but these days they can at least turn heads.So we shouldn’t have been startled when a city cafe owner asked if our test car was the latest BMW -- or surprised when his interest didn’t wane on learning it was a Hyundai i40. The mid-sized wagon is handsomely styled, and the Korean brand has worked hard on building a reputation for mainstream quality.  The i40 Tourer in Elite spec mates the petrol engine with a faux-manual auto transmission for is $39,490, with the kit list including shift paddles on a premium steering wheel, daytime running lights, ‘bending’ headlights, Bluetooth, cruise control, 17-in alloys wheels, alloy pedals, foglights, front and rear park assist, powered driver’s seat and rain-sensing wipers.Ford’s rival is the 2.3-litre petrol Mondeo, which has a reasonable equipment list for about $6000 less than the i40, but misses out on those extras that add to the Hyundai’s appeal.The cabin looks and feels more Spartan, too - but some buyers will see that as a good thing.The petrol Mazda6 is also a prospect at about $4500 less, and matches a bit more equipment than the Mondeo (plus a bit more leather than the i40) but again misses out on those couple of the higher-end touches. You can’t ignore the Skoda Octavia wagons, with the 118TSI coming in $3500 under the i40 and giving you turbocharged zip and decent equipment - including a seven-speed dual-clutch transmission - but only four-star safety. And it looks staid.You can step up to the prettier-faced $42,290 Octavia RS and get quite a bit of dressed-up fit-out. Plus more performance from a 147kW turbo 2.0-litre. But while you might be overtaking everybody with ease, they’re still going to notice you’ve got an unshapely bum.Perhaps LEDS are the new chrome. We’ve tried really hard to let the curvilinear running lights grow on us. But our design compass keeps turning away from them. They let you recognise the car from a postcode away, but the new body styling would have been enough by itself. And better by itself.Apart from those lights, the front of the car looks great. But to keep it that way you’ll have to keep it away from savage driveway crossings, where the front fascia is at serious risk of harm.The interior has strong hints of premium German brands – not surprising, since it was designed in the brand’s Frankfurt studio  - and is well-stacked with equipment. But it was also overdone by a host of vodka-bar blue lights twinkling across the dash and steering wheel. The petrol engine is an all-new direct-injection 2.0-litre developing 130kW of power and 213Nm of torque, with the official fuel figure for our auto claimed at 7.7 l/100km. We did just under 9L, but that included several hard runs back and forth over hills. Hyundai had its in-house engineers work on the calibration for the electrically-driven power steering and MacPherson strut front/ multi-link rear suspension - aiming to get both right for Aussie conditions. The i40 has earned a five-star ANCAP crash rating, and has a solid safety kit list that includes nine airbags, stability and traction control, and anti-skid brakes with brakeforce distribution to compensate for uneven loading and brake assist to add extra effort for panic stops.The work done on the suspension has managed to chart a decent mid-course between ride comfort and controlled handling. There’s not quite a military tautness on corners, but it’s drilling in a scout’s uniform. The downside is that on extended runs over seamed or patchy surfaces it felt like it needed to relax a little more.While the steering is reasonably-weighted and accurate, there’s less feeling of connection than most simulators. But that’s unlikely to worry the city driver crawling through the treacle of peak hour.Nor is the petrol engine’s target market looking for spirited performance – for that extra effort, they’ll need to shell out for the diesel’s extra torque. If you want a bit of sparkle from the petrol engine, you can over-ride the economy focus of the transmission with the steering wheel’s shift paddles. That will up the fuel bill a bit, but it can also up the noise more than a bit if you’ve loaded the cabin. \It’s a looker, but in petrol form not a dynamo driver. If you want a mid-sized family wagon that isn’t styled for the bowling club, the fit-out and packaging make it worth a test drive. But if you want more dash for your cash, your time is better spent testing the diesel.

Mitsubishi has joined the crowd of medium SUVs offering two-wheel drive instead of four.Why drive all wheels when two will do? It's a trend driving one of the fastest-growing segments of the car market.Almost all the popular SUVs are available with two-wheel drive, saving drivers thousands of dollars compared with their all-wheel drive stablemates.The difference here is the Challenger started life as a serious 4WD with a low-range gearbox, a full chassis and off-road capability, unlike most of its rivals which came with single-range all-wheel drive and more car-like underpinnings.And the Challenger 2WD is propelled by the rear axle not the front as is the norm.But while eliminating the transfer case and front drive line saves $5000 and about 120kg, there is a compromise or two.Stability is similar to the 4WD on high-grip surfaces, but this five-door wagon's high centre of gravity and relatively rigid suspension make it skittish on loose gravel and slippery surfaces, where it is heavily reliant on traction control to maintain directional stability.Clearance is unchanged and more than enough, but don't let anyone tell you a rear-drive Challenger will go where the 4WD will go.It's not supposed to, but with high clearance, it will clamber around the bush and potter around the paddocks as long as conditions are dry. It also retains a 3-tonne towing capacity, the highest in its class.Unlike its rivals, the Challenger is diesel only. The 2.5-litre engine is responsive and flexible, although there is no escaping its diesel origins accompanied by plenty of fan noise under load. Output is 131kW and 400Nm in the manual, with the same power but 50Nm less torque in the automatic. Fuel use is 8.2 litres/100km in the five-speed manual and 9.6 litres/100km in the five-speed automatic, a drop or two less than the 4WD models.Within the Mitsubishi stable, the Challenger sits between the Outlander and the Pajero. It is based on the Triton, but with a smoother-riding multi-link coil rear suspension, although it feels more rigid to drive than most of its car-like rivals.Styling is clean and functional. It looks and feels compact, with a commanding driving position. The interior is car-like, albeit with a high floor and low-geared steering.There are two versions -- the $36,990 manual and the $39,490 automatic. Equipment includes front airbags, stability control, traction control, emergency brake assist, 16-inch alloy wheels, a steel spare, cruise control, trip computer, side-steps and a five year/130,000km warranty and roadside assistance plus a 10 year/160,000km powertrain warranty.weeklytimesnow

Aggressive pricing by Volkswagen will slice into Australia’s all-wheel drive heartlands when it debuts its new wagon later this year.The Passat Alltrack is expected here at less than $50,000 - a $15,000 discount to similarly-equipped European off-road wagons and lobbing right into Subaru’s hunting ground.The Alltrack - driven for the first time here - was expected to cost about $58,000 when it goes on sale in Australia in November.But Volkswagen spokesman Karl Gehling later says his company wants a sub-$50,000 tag for its 125kW turbo-diesel automatic - a move that will shake the established all-wheel drive market and rattle a lot of similarly-priced SUVs.Would you buy one? Do you need one? If you desire the off-road capabilities of an all-wheel drive SUV wagon but don’t need that vehicle’s height, fuel consumption and bulk, then the answer may be “yes’’.Volkswagen already has a Passat all-wheel drive (in VW speak, it’s called 4Motion) wagon. But the new Alltrack, here in November priced from under $50,000 which is about $4000 more than Passat front-drive wagon - is different.It gets the same off-road package - electronic drive traction and braking aids, a steel underbody and an extra 30mm ride height - as its Touareg and Tiguan SUVs.That makes it as capable - except for the Passat’s extended front and rear overhang - as the pair. Yet the new Alltrack is more luxury-oriented, more comfortable and handles with far more confidence on bitumen. It also smacks the face of its sister, the Audi Allroad, which - when it returns to the market late this year - costs about $50,000 more. Is Alltrack a worthy rival to SUVs? Absolutely.VALUEVolkswagen Australia says it comes as a one-spec version for less than $50,000. In perspective, the current 125kW/350Nm Passat front-drive wagon sells for $45,990.The Alltrack adds all-wheel drive, extra electronic aids, an underbody protection plate, different ride height and a new set of front and rear bumpers, wheel arches and an upspec cabin that includes pleated leather upholstery.For that it trounces its European rivals - Volvo, BMW and the new Range Rover Evoque - but the fact that it’s more comfortable and handles like a sporty passenger car gives it an even bigger edge.DESIGNThe Passat wears pretty bland clothing and the Alltrack merely adds a bit more interest with its bolder bumpers, macho wheel arches and high ride height.Conservative it may be, but the Passat is actually beautifully crafted with quality that matches Audi. The size offers excellent cabin room, a huge boot and the expected high level of versatility in an SUV.The dashboard escapes much of the all-black plastic of some VW models with contrasting colours and soft-feel plastics.TECHNOLOGYThe 4Motion system has been around for a few years, now upgraded for the Tiguan and Touareg and this spills over into the Alltrack.  It delivers about 10 per cent power to the rear wheels on bitumen but seeks out traction and is flexible enough to put up to 100 per cent to the rear wheels. An electronic off-road program can, at the push of a dash button, modify the ABS brakes to react less aggressively on soft road surfaces, dampen accelerator pedal delivery, deactivate some aids and automatically switch on a hill descent program to control downhill manouevres.SAFETYThe Alltrack has the added all-wheel drive system as its main safety point, enhanced by a five-star crash rating, six airbags and a raft of electronic aids. It is likely to get a space-saver temporary spare but this is yet to be decided.The wheel well may be able to accept a full-size spare. There’s also a standard reverse camera.DRIVINGIt is perhaps expected but the Alltrack drives like any other 2012 Passat. That it’s predictable, comfortable and feels so confident on the road is a good thing. It’s not especially inspiring around the city and it’s not until it’s shown poor-grade roads and winding routes that it comes into its own.The test cars (in Austria during snow season) had Pirelli Sottozero winter tyres that were absolutely superb grippers. Nice choice for Australian ski bunnies but for the rest of us, the all-season tyre is yet to be chosen.That final decision aside, the Alltrack rides and steers as good as a standard front-drive Passat. The sole engine - at the launch - will be the 125kW/350Nm 2-litre turbo-diesel with excellent mid-range punch but a bit weak off the mark. It retains the diesel growl at idle but is nicely muted at speed. The box is a six-speed DSG with paddle shifts for manual operation. Tested in snow, the all-wheel drive system constantly sends power to the wheels with traction.It works very well but enthusiastic off-road owners will find the car’s flaws are its 165mm ground clearance and its comparatively long 941mm/1120mm front/rear overhangs.The Alltrack will tow up to 2000kg and - with the standard anti-sway program within the car’s brake package - is appealing to people towing boats, horse floats and caravans.VERDICTThis could be a high-quality, affordable alternative to the increasingly ubiquitous SUV. The fact it drives like a standard car and yet has good off-road ability makes a lot of sense.VOLKSWAGEN PASSAT ALLTRACKPrice: est. $49,500Warranty: 3 years/unlimited kmResale: n/aService interval: 15,000km or 12 monthsSafety: 6 airbags, ABS, EBD, EBA, TC.Crash rating: 5 starsEngine: 125kW/350Nm 2.0-litre 4-cyl turbo-dieselBody: 5-door, 5 seatsDimensions: 4771mm (L);1820mm (W); 1513mm (H); 2710mm (WB)Weight: 1725kgTransmission: 6-spd dual-clutch automatic; all-wheel driveEconomy: 5.9 l/100km; 155g/km CO2OTHERS TO CONSIDERBMW X3 20dStar rating: 3.5 out of five starsPrice: $62,200Enigine: 2.0-litre, 4-cyl turbo-diesel, 135kW/380NmTransmission: 8-spd automatic, all-wheel driveBody: 5-door wagonThirst: 5.6L/100km, CO2 147g/km"Top-notch drive but down on VW’s value for money''RANGE ROVER EVOQUE TD4 DYNAMICStar rating: 4 out of five starsPrice: $69,375Engine: 2.2-litre, 4-cyl turbo-diesel, 110kW/400NmTransmission: 6-spd automatic, all-wheel driveBody: 5-door wagonThirst: 6.5L/100km, CO2 174g/km"Fantastic looker that has good off-road ability but watch the options list''VOLVO XC70 D5Star: 3.5 out of five starsPrice: $63,450Enigne: 2.4-litre, 5-cyl turbo-diesel, 158kW/440NmTransmission: 6-spd auto, all-wheel driveBody: 5-door wagonThirst: 6.9L/100km, CO2 188g/km"Seriously under rated wagon that is Alltrack’s main rival''