Wagon Reviews

The Hyundai i30 has been a Carsguide favourite since the day it was born. The Korean baby was the first serious sign that Hyundai was looking outside Korea for its future, not just in the way it looked - does anyone else see a hint of BMW's 1 Series? — but in its quality and comfort.There are still Korean-centric cars in the Hyundai range, but the influence of the i30 is spreading fast and cars such as the Elantra now drive better than before and the upcoming Sonata replacement looks better than it has in the past. The Euro-focussed thinking, which has also taken root at Hyundai's partner Kia in cars like the Soul, is spreading fast and giving people reasons to buy the brand that go beyond the bottom line.The i30 was welcomed to Australia with a Carsguide Car of the Year trophy and we've been saying good things about the car, and particuarly the long-range diesel, ever since.Now we have tried the i30cw and have another Korean friend. The cw tag stands for 'crossover wagon' and the stretched hatch is one of the growing group of compact station wagons in local showrooms. This sort of car was in retreat for a long time as baby SUVs, particularly the Toyota RAV4 and Honda CR-V, gobbled up the sales and converted people to high-riding cabins.But there is a lot of good stuff in a well-designed small-car wagon, as Hyundai proves with the i30. The stretch for the wagon provides the expected tail-end space and flexibility, but there is also more leg and headroom in the back seat thanks to a slightly-stretched wheelbase and a higher roof.It's enough to make a significant impact against rivals from the outgoing Holden Astra to the odd-looking Skoda Roomster and even the Nissan Dualis, which has just been given a major tickle with a front- wheel drive model priced from $24,990.The i30cw comes with the familiar 2-litre petrol and 1.6-litre turbodiesel engines, front-wheel drive, a classy looking cabin and standard equipment including ESP stability control, front airbags, anti-skid brakes, CD sound sound and aircon. Even the glovebox has airconditioning.But Hyundai has skimped a bit on airbags and, as it does for most of its cheapie cars, upgrading to six airbags and five-star safety means spending on the Protectz package. The whole deal comes in the flagship Sportswagon, which also picks up everything from leather seat trim to alloy wheels.But it's the basics that do the job land Hyundai says it is getting a lot of interest in the cw. And it helps that the cw is priced from $20,890, a benchmark for small wagons, with the top-line diesel and petrol Sportswagon still coming in below $30,000 before on-road costs.The cw is small but ideally formed. It's more like a large hatch than a traditional station wagon, something it has in common with the Dualis. Nissan prefers to call it a hatch, but it also has a baby wagon in the family. The latest i30 arrived fully loaded with the Sportswagon package and that means good looking alloys and leather in the cabin, a wipe-down bonus for families with bubs.But it's the back end that does the deal, with a wagon tail that is easy to use, well shaped or loads, and reasonably roomy once you fold the back seats. It's best for family work if you need more than two seats, but becomes a very useful and usable weekend escape machine for two people with bikes or camping gear in the tail.The cw drives much as I remember from the i30 hatch, with a good ride, good cornering grip and reasonable performance. The four-speed auto knocks the edge off the two-litre petrol motor but the car is not disgraced.I still like the styling, which is very un-Korean, and the cabin quality also sets the standard for Hyundai. It's not up to the level of the very latest Korean cars, including the classy Holden Cruze, but it is excellent for a vehicle that is priced from $20,000.So, what's not to like? Well, the front seats are not very well shaped and the electric power steering can give a wonky feeling in corners. Why wonky? Because the electric assist sometimes struggles to hold pressure and I felt as if the car was moving around - but it wasn't.But that's about it. The cw also comes with nice stuff including side repeaters in the mirrors, aircon that really does the job and even a trip computer to keep track of you range and fuel economy. It all wraps up into a tidy, affordable, usable package which is one of my surprising favourites of 2009. A smart choice with good looks and plenty of practicality.

As large car sales continue to fall, GM Holden has produced what it hopes is a life support system for at least one.Holden's answer to the malaise that has afflicted the Commodore and its ilk (annual sales for the segment have fallen by more than 100,000 in the past decade) is the promise of better performance and better economy from a pair of high-tech engines."With my marketing hat still on it is a happy day when the engineers can come to you with the offer of better performance and better fuel economy ... that is win-win," GM Holden's newly-installed Chairman and Managing Director Alan Batey says."I really believe people still want the size of a Commodore, but they also want the economic advantages they perceive in smaller engines and cars. This technology offers an answer for those customers."For the first time Holden will offer a pair of V6 engines coupled to a new 6-speed automatic in its locally manufactured models with the 3-litre finding a home in the Omega and Berlina sedan and sportwagon models while the rest of the Commodore range will come with the 3.6-litre. Prices will rise by $700 for the 3-litre models but stay unchanged for all 3.6-litre models.Both engines feature spark ignition direct injection (SIDI), delivering a claimed improvement in fuel economy of up to 13 per cent better economy and up to 14 per cent lower CO2 emissions.Official figures for the Omega 3-litre are 9.3 litres per 100km, down from 10.7L/100km in the superceded model while the SV6 Ute promises the biggest improvement for the 3.6-litre, down 13 per cent to 10.L/100km.The second half of the ‘magic’ equation is that the power output from the 3.6 is up 15kW to 210kW with the 3-litre developing 190kW.Holden claims savings of up to $325 a year are possible for an average driver travelling 20,000km a year while fleet buyers — one of the key targets for the 3-litre car — could double that.While the direct injection technology is at the heart of the economy drive, there are a swag of other modifications that go to improving the Commodore's day-to-day efficiency.A new low rolling resistance tyre from Bridgestone is standard on all 16- and 17-in rims while new tyre compounds result in a weight saving of around 2kg a corner; idle speed for the 3.6 has been reduced by 50rpm below that of the standard Alloytec engine; a lighter high-efficiency alternator reduces generator loading; regulated voltage control allows greater use of the battery through closer monitoring of charge and lowering demand on the generator; and deceleration fuel cut where fuel is sequentially cut off to each cylinder when the car is coasting and then reinstated when required.What it all adds up to on the road is the potential, if the driver applies a little application and concentration, for appreciable savings without going to unrealistic lengths.On the launch drive — albeit with targeted application in a fuel efficiency competition — the SIDI Commodore (this, according to Holden, is not a VEII) returned some quite remarkable figures. The 3L claimed a 6.4L/100km efficiency in a 100km run at an average speed of 72km/h while the 3.6 was capable of well below any official sticker figure with a best of 7.2 under similar conditions.They were not entirely real world but neither were they achieved with air-conditioning off, side mirrors folded and engine switched off on downhill cruises.Apart from what is going on under the skin there is precious little about the Model Year 2010 Commodore that will set it apart from its less efficient forebears. A couple of SIDI badges and that's your lot.The biggest endorsement of Holden's strategy is the manner in which the 3-litre cars perform. Apart from a little less urgency under the right foot and if you are driving the smaller engine in search of efficiency that shouldn't be an issue there is little to set the cars apart from the rest of the range.The new six-speed gearbox has been calibrated to provide a perfectly adequate launch feel and near to seamless changes. Across the Commodore range one of the engineering targets was improved noise and vibration and while it is not earth-shattering there are definite steps in the right direction.The use of the new low-RR tyres instigated a change to the rear suspension with cross axis ball joints installed, improving stability and on-centre feel. The suspension changes have also been implemented on models that come standard with 18 and 19-inch rims for which the new tyres are not available.The most immediately noticeable difference between the 3L and 3.6L cars is in the steering and front-end feel where the reduced engine mass and smaller, more highly inflated tyre package give a more nimble impression.

As any first-year marketing student will tell you, a new product must have a USP if it's going to succeed. Frustratingly for some brands it can take time for its unique selling points to be truly appreciated by the market.Skoda is a good case in point. The Czech brand's key selling points are solid engineering, borrowing heavily on its VW links, quality and delivering big on value for money.Skoda is a big seller in Europe, but here it remains a niche player; still a little known brand with unknown models. But Skoda has the firepower to impress. Its in the form of the RS — the sports version of its volume seller Octavia — and it has the merit to be a sales hit, but it remains a sleeper in the market, accounting for less than 20 per cent of Octavia's modest volume.But Skoda's battle to build excitement in its model mix took a giant step forward this week with the launch of the face-lifted RS. The Skoda dragon has woken and been stirred into action. The RS range has been diversified, offering buyers a wider choice of petrol or diesel engines and manual and manu-matic DSG transmissions.The latest RS neatly ticks two of the important marketing boxes: it packs performance without sacrificing fuel efficiency and it comes with a comprehensive list of standard equipment at a price which doesn't break the bank.Skoda Australia boss Matthew Wiesner says he finally has a range of RS models to win incremental sales. "We were handicapped by the previous RS in that we could only offer a manual petrol version. Now we have petrol and diesel, manual and the DSG and in liftback or wagon. It will probably still only account for 20 per cent of Octavia sales but that model is showing healthy growth, so it's all incremental. "What the RS does is add another layer to our model mix. It will attract younger buyers and even female buyers, which is what we need to expand."DrivingThe new RS's styling belies its potency. Here's a versatile liftback or wagon which successfully does double duty as a performance car and family bus. A wolf in sheep's clothing? Not quite, because the clothing gives a hint there's something here with more than average driveability.The RS comes to the party with lowered and stiffer suspension, new front and rear lamps, including for the first time, daytime LED running lights, 18-inch alloys, sports seats, alloy pedals, obligatory rear wing, chromed twin exhaust pipes and red-painted brake calipers. They all neatly lift the otherwise homely appearance of the Octavia. But if you are looking for the petrol or diesel badges to tell the RS twins apart you won't find them.Skoda has delivered two models which between them have an impressive set of numbers — starting with the price from $37,990, up just $300 on the previous version. That gets you into a Euro import with plenty of solid German engineering and better than expected Czech build quality.There's a generous level of standard bling for the money including dual zone air conditioning with air quality sensing, remote central locking, six-stack MP3 audio system, heated front seats, rain sensing wipers, rear park sensors and multi function trip computer. On the safety list you can tick the boxes for six airbags, advanced anti-lock brake system, traction and stability control and onboard tyre pressure monitoring. Luggage space in both the liftback at 560 litres and wagon 580 litres with rear seats up.Options include sunroof, front park sensors, satellite navigation with 30GB hard drive which replaces the CD stacker, Xenon headlamps and leather upholstery. The hardest choice for buyers is picking the petrol or diesel.There's an interesting balancing act here: the gap has narrowed between traditionally slower but more frugal diesels and the quicker but thirsty petrols.Skoda says the turbo-packing direct-injection petrol version can hit 100km/h in a claimed 7.3 seconds which is 1.1 seconds quicker than the diesel, but for a diesel a sprint time of 8.4 seconds for a vehicle which tips the scale just under 1.5 tonnes and is 35kg heavier than the petrol version is no embarrassment.The petrol version delivers peak power of 147kW over a 900rpm band, with maximum torque of 280Nm available from 1800 to 5000 revs, that's a huge broad band, giving the RS strong and long legs.The petrol version delivers where it counts. For a performance car the RS shows few vices: it feels well balanced, there's a degree of expected understeer which gets more aggressive as speed rises; only the brakes could benefit from more stopping power. But I just love the diesel alternative as well.It has a different driving dynamic but it probably is the better car to live with, especially if you do a lot of country running, that's to its massive low to mid range torque and good fuel economy. The secret is to keep the revs up.The diesel, now the most powerful in Skoda's range, sips a claimed 5.9l/100km for a mix of city and highway running compared to the petrol's 7.7l/100km.The common rail turbo diesel delivers 125kW, but its secret is the fat 350Nm of torque on tap from 1750 to 2500rpm. There's some turbo lag, but for a diesel, the engine is remarkably quiet so there's little of the old fashioned rattle and chatter.My pick? The diesel is impressive, but my choice is the petrol wagon. It offers the best of both worlds — a family-sized and versatile load carrier with potent performance. That's hard to ignore.

Unless your name is Rip Van Winkle (those under 30 go and look it up), you can't help but notice something grand has happen in Volvo land. The boys and girls in the styling department have discarded their cardigans, or whatever the Swedish equivalent is, and rediscovered the world of style.So boring and boxy Volvos are out and sexy curves are in. Cabins have become fashionably cool while safe but pedestrian performance has been replaced with cars that are safer and impress. Evolution? No this is more revolution. Which brings me neatly around to Volvo's C30 T5 R-Design. Yes, it's a mouthful but all those badges do actually mean something.The front-wheel drive C30 is Volvo's smallest car sold here; the T5 means it has a turbo five-cylinder engine neatly tucked away under its snout and R-Design is Volvo-speak meaning the car comes dressed in a sportier, stylish set of the clothes than normal. And just to clear up another point, while Volvo is Swedish, this one comes from Belgium.Pricing and options The T5 R-Design costs almost 10 grand over the price of a normal C30 but Volvo is out to prove a point with this model - that it can match it in motoring's fashion stakes. The basic car costs $42,450 (plus on-road costs) but the T5 R-Design adds the design styling package ($3700), stylish 18-inch diamond-cut alloy wheels ($1600), Volvo's excellent blind spot detection system BLIS ($1275), Dynaudio premium sound system ($975), a hard load cover ($375) and a whopping $1550 for metallic white paint. That brings the grand total to $51,925 plus registration, stamp duty and insurance.Now … in the new car game, there are a couple of price point psychological barriers: dealers find it easier to sell a car for $19,990 than $20,500. The second barrier is the $50,000 mark so this latest Volvo steps over the line - and by some distance. Despite that, there's still some value for money here. The now ageing C30 has a couple of minor flaws, but overall it comes well packaged and impresses.Pros and cons The flaws: it's only a three-door and the front doors are heavy; the boot and rear leg room in this four seater are less than generous and the five-cylinder motor is not that frugal, returning an average 11.6l/100km for a mix of city and rural running.That however is an improvement on the last C30 I drove a couple of years ago which returned 11.9l/100km. The virtues outweigh the niggles: this car has quality written all over it. It feels solid, is tight and has a level of craftsmanship which is class leading.Styling I love the rear retro styling (based on the P1800 coupe driven by Roger Moore in The Saint), with its huge glass tailgate. The C30 has one of most logical dashboard designs in the business and offers perky performance and well balanced manners on the road.SafetyThe money buys you a comprehensive safety package including the BLIS which warns (by shining an orange light near the side mirors) if there is another car in your blind spot, leather seats, park distance control, central locking and air conditioning.Equipment You can also tick the boxes for life's little luxuries like door mirrors that neatly fold flat when you park, fog lamps, headlamps that come on at night when you remotely unlock the doors (great for finding the car in a dark carpark) and washers for the headlamps. The R-design adds 17-inch alloys, mild body kit and so-called sports upholstery.Drivetrain and performance The five-cylinder produces 169kW, produces plenty of pull from its 320Nm of torque and is well matched to the excellent six-speed manual box. Zero to 100km/h takes a claimed 6.7 seconds. We didn't get a chance to test that, but the C30 is quick but doesn't feel like a firecracker.Volvo C30 T5 R-Design Price: $51,925 plus on-road costsEngine: 2.5-litre five-cylinder turboPower: 169kW at 5000rpmTorque: 320Nm at 1500-5000rpmTransmission: six-speed manualEconomy: 8.7L/10KM (claimed); 11.6l/100km tested; CO2 224g/km

Like many things French, we have mixed emotions about the Citroen C5 Tourer. Love the looks, space, equipment, technology, six-speed automatic and effortless cruising pace of the 2.0-litre turbo-diesel but the driving experience leaves us indifferent.It all comes down to the car's hi-tech Hydractive III suspension. It is sensational when the roads are billiard-ball smooth and when you do happen to encounter some gravel roads, the Roll-Royce-like plushness and refinement is something you don't get for the price of a European family wagon.However, sharp bumps like bridge expansion joints will catch it out regardless of whether you're in normal or sports mode. And speaking of sports mode, it doesn't feel particularly sporty, just harsher.Perhaps it’s about taste. It takes a while to get used to the culinary delights of snails and frogs’ legs, so we suspect driving the C5 falls into the same category. There's is plenty to like about the big French wagon though. The cabin is plush, with heated front seats that have good support and the ambient lighting at night is a real touch of class.The door pockets have motion sensor lights that turn on when you're rummaging around for gear and the luggage bay light that doubles as a torch is a neat touch.An acoustic windscreen and laminated side windows do a great job of isolating the cabin from road and wind noise and the rear side window blinds are handy for keeping the sun off small children.The 100kW/320Nm 2.0-litre diesel is quiet, smooth and reasonably frugal but feels a bit underdone in this cavernous wagon. Citroen quotes 7.2 l/100km and we came close to bettering that in a mix of highway and city driving.Apart from the spongy ride, the C5's fixed-hub steering wheel - like the C4 - takes a while to get use to. Some of the minor switchgear and radio controls are not intuitive and storage space around the cabin is plentiful but practically useless because the nooks and crannies are so small.But that's the French for you. You should not expect a country that gives you great food, architecture, fashion and style to execute cars with the same caustic efficiency as the Germans.At $60,990 the C5 wagon is for those confident folk who embrace individuality and French flare.As the name says, it's Exclusive. 

There is no escaping the ‘Volvo driver’ syndrome, even in the new and funky XC60 crossover SUV. It's a great little luxury package that fits a family, drives like a sporty sedan and is ultra-safe, as we would expect from the Swedish safety king.Perhaps it is the inherent safety of their cars that makes the drivers think they are invincible, therefore they don't have to drive with much care and attention. Whenever I test a Volvo I become aware that people are staring at me and judging my driving, wondering whether I'm just another ‘bloody Volvo driver’. I therefore over-think my driving and sometimes that can lead to errors for which I am frequently winding down my window to wave an apology.But now the XC60 arrives with so many safety bells and whistles that there should be no such thing again as an inattentive, invincible ‘bloody Volvo driver’.Safety Electronic gadgets such as the standard City Safety function automatically stop the car for you in emergency situations, preventing crashes in low-speed CBD environs.The optional lane departure system ($2075) chimes a chorus of the William Tell Overture every time you stray over a painted white line without indicating, and that is most of the time around my neck of the woods where the roads are covered with white lines for cyclists.And then there is the bright red light that flashes up on my windscreen when I tailgate and there are those orange lights near the wing mirrors that flash when there is a vehicle in my blind spot (a $1275 option). I am assailed by lights, chimes, flashes and warnings. There is no hope of being inattentive.After a while, the first thing I would do when I got into the car was switch off all the safety devices so I could drive in peace and inattentiveness, waving my apologies at the honking, irate motorists around me.Interior And what a lovely environment in which to drive blissfully unaware of your outside environs. It is a scaled-down version of the XC90, but unless you jumped from one vehicle to the next you wouldn't notice it. The cabin feels enormous for the size of the vehicle.The rear passenger area is equally immense, easily fitting three adults, and the cargo area is massive with a flat floor and quality carpeting to keep your luggage and valuables from being scratched. Unfortunately there is only a space-saver spare under the floor.Driving I drove the T6 turbo petrol model and the D5 turbo diesel. While the diesel is about 8L/100km frugal it is rather noisy on hard acceleration and has a bit of lag off the get-go, while the turbo is dynamic and quiet with no lag.Handling is excellent with no caveats for being an SUV. There is no lurching around that you would expect from an SUV and the turning circle and vision is good for shopping centre parking. No real need for the optional rear parking camera, saving you $795. Park assist front and rear costs a lot less at $325, but it's standard on the D5 LE.Outside, it is a handsome vehicle with a nice curve to the hips from behind where tailgaters will be assaulted by the array of taillights, blinkers and brake lights that go all the way to the roof.A great family package for weekday duties as well as weekend fun. In fact, a British magazine has voted the diesel XC60 the best tow car in their market.Volvo XC60 Prices: $57,950 (D5), $64,450 (D5 LE), $64,950 (T6)Engine: 2.4-litre, 5-cyl, turbo-diesel; 3-litre 6-cyl, turbo-petrolPower: 136kW @ 4000rpm (D5); 210kW @ 5600rpm (T6)Torque: 400Nm @ 2000-2750rpm (D5); 400Nm @ 1500-4800rpm (T6) FUELEconomy: 8.3L/100km (D5); 11.9 (T6)Emissions: 219g/km (D5); 284 (T6)Ttransmision: 6-speed automatic, sequential; constant 4WDTowing: 2000kg braked

We'd only just gotten some wheel-time in the old Skoda Octavia when the new one appeared. Some driving in the outgoing Octavia and its Scout sibling and we had come away impressed - particularly the latter, which was a good all-rounder.The first taste of the new-look car is an Octavia TSI DSG petrol wagon. The looks from the front are more mainstream, something its predecessor had a crack at but didn't quite achieve.The loadbox over the rear axle isn't exactly inspired by a Jennifer Lopez or Beyonce derriere - hearse-like design is perhaps a little more apt. But from inside the car you don't have to look at it and if you didn't look aft you probably wouldn't have any sense of being in a load-lugger.It's a light and easy car to drive, with the little direct-injection powerplant giving plenty once it's overcome a combination of the DSG and turbo hesitations — something that is still a problem for the VW group and others opting for double-clutchers — but there's been plenty of improvement.Clever induction and turbocharging provide 118kW of power from 4500 to 6200rpm, but there's also a good spread of torque on offer between 1500 and 4500 — 250Nm, which delivers decent in-gear acceleration as well. The only bugbear is that it prefers to drink 98RON premium unleaded, but it sips it a fairly frugal rate — we got 8.7l/100km, not too far away from the 6.7l/100km that the car is rated at for the Australian Design Rules.There are some clever storage features in the centre console and the boot — while it's not the car's best angle — offers good storage capacity as well. Pitch a pram, belt a bag and sling a suitcase in the back and there's still enough room — a trip home for the airport after an extended absence required three large suitcases, one smaller one, plus other assorted bags and a stroller were slotted into the wagon.Cabin space is enough to accommodate four adults in comfort, or mum, dad and three offspring will fit without any issues — although the territorial arguments in the rear will probably still be heard.The TSi is a front-wheel driver but has stability control and six airbags — dual front, side and curtains for front and rear passengers.Style gurus will probably look for form over function in this market, but those with even a hint of practical leaning (and any sort of budgetary limits) should have the new Octavia on the shopping list. Near the top. 

There are those who screw their noses up at diesel medium passenger cars and passenger wagons.

All-wheel drive is all about safety in all weather conditions on all road types, but almost as soon as those wonderful attributes were identified some rally tuner realised it also had enormous potential for rallying. It was about then that the all-wheel car went from a nice safe family car to a hotter-than-hell performance machine and we had some of the hottest special edition models, like the Subaru Liberty RS Turbo, appearing in our showrooms.At first it was a limited edition model available to rally competitors by way of special order, but such was the demand for it that Subaru released it for general consumption. Before the WRX with which the company is so closely identified, the RS Turbo was already attracting the attention of rally enthusiasts.MODEL WATCH Subaru was in a period of transition in the early 1990s. Apart from its all-wheel drive models Subaru was producing cars that were struggling to stand apart from the small Japanese crowd, but in a moment of marketing genius the company decided to become an all-wheel drive only company. It was a masterstroke, one from which the company hasn’t looked back.In late 1991 when the RS Liberty Turbo sedan was launched it looked much like its more mainstream cousin. If it wasn’t for the alloy wheels, sports rubber and modest rear wing you wouldn’t know you were looking at anything but a regular Liberty sedan. It’s not until you drove the RS Turbo that it became clear, instantly clear, that this wasn’t a family shopping trolley.If you dared bury the right foot in the carpet the RS Turbo’s blown 2.0-litre quad-cam flat four responded with nearly 50 per cent more power and almost 40 per cent more torque than the naturally aspirated 2.2-litre engine that lurked under the standard Liberty’s bonnet. Peak power was 147 kW at 6000 revs while the torque curve reached its maximum of 260 Nm at 3600 revs.To achieve the increased output Subaru beefed up the cylinder block, added four-coil ignition and added a liquid-cooled turbocharger and liquid/air intercooler. It then fed it through a five-speed manual gearbox and centre and rear differentials to all four wheels for a thrilling drive well beyond its modest looks suggest it’s capable of.Given its head the RS Turbo Liberty would run hard and fast. It was capable of reaching 100 km/h in seven seconds, the standing 400-metre sprint was dismissed in 15 seconds, and it would reach 215 km/h if pressed all the way in fifth gear. As you might expect with its rally credentials, the RS Turbo LIberty was a delight on the road. It handled fast and slow corners well, was very precise and could change direction easily. The ride, while firm, wasn’t uncomfortable and soaked up bumps and potholes without being upset.The brakes were perhaps an area for criticism. While discs were employed at all corners it lacked the added safety of ABS anti-skid electronics, which would definitely have been a bonus on a car of such high performance.Inside, the RS Turbo LIberty offered the full accommodation of a regular four-door with quite good headroom, good legroom and foot space, even for tall occupants. The cloth-trimmed seats were both supportive and comfortable, there was a footrest for the driver’s left foot and an adjustable steering column.Standard equipment included air-conditioning, power windows, mirrors and antenna, central locking, cruise, and there was an optional sunroof. The sound system was an AM/FM radio cassette with four speakers. A wagon version was released in 1992.IN THE SHOP The RS Liberty Turbo is at least 12 years old now, the last leaving dealerships in 1994, which means they will have racked up plenty of kays, some of which could well have been very hard ones. On average an early car will have done over 200,000 km, a later one around 170,000 km, but Subaru reliability is such that high kay cars can still be worth taking on.Some early cars had rattling valve lifters that were fixed on complaint by Subaru, but some might have slipped through the system and owners have to try and find a solution themselves.The body is fairly sturdy and stands the test of time well. Look for the usual car park dings, which are inevitable if the car has been driven daily.Many have been modified for more performance or handling so look carefully for mods and make sure they have been well done by professionals who know what they’re doing. Also make sure those modifications don’t adversely affect the things that matter to you.Fitting aftermarket springs and shocks, for instance, can make the ride hard and uncomfortable which diminishes its appeal as a family tourer. Look carefully for engine modifications, which might have boosted performance, but cut the reliability. Again seek expert help before buying a heavily modified car. Before you take on a car that has been modified check to ensure the modifications are legal rather than risk getting stuck with a car that doesn’t comply with the law.IN A CRASH Primary safety is the all-wheel drive RS Turbo Liberty’s great suit. Its handling in all conditions, boosted by its rally suspension is the perfect recipe for extracting yourself from a dicey situation. Airbags weren’t offered, but secondary safety comes down to its sturdy body construction.OWNERS SAY Dave Shephard has owned two RS Turbo wagons. The first was written off a few weeks after he bought it, but the second now has 260,000 km on it. When he bought them he was looking for a car with performance, but could still swallow his kite surfing gear. He says it’s a perfect compromise, a mix of power and performance with Subaru reliability.Oliver Lever says the RS Turbo Liberty is a fantastic car for the young enthusiast or the family. Like all cars, he says, they have their shortfalls, which in the case of the RS Turbo Liberty is the gearbox. He says there’s plenty of information on them, parts are readily available, and their modest looks means they don’t come in for regular attention from the police.Matthew Pyman has owned a 1991 RS Turbo for a year and says he has never been happier with any previous car. It is, he says, a dream to drive. He loves the handling, the rumble of the boxer engine, and the overall thrill of the drive.Jarrod Power has owned his RS Turbo Liberty for three years. The great thing about them, he says, is that while they are quite attractive, and can be improved upon easily by lowering them and fitting a set of alloy wheels, they don't attract the attention of the police, which allows you to enjoy the driving experience. The RS Turbo Liberty gets tick in every box with its looks, performance and cost.LOOK FOR • Rattling valve lifters• Illegal modifications• Great all-wheel drive handling• Roomy interior for family• Combination of performance and practicality• Good build qualityTHE BOTTOM LINE Its all-wheel drive safety makes it a great learning car for young drivers to gain experience.RATING 75/100

Let’s face it, Renault has had a tough time trying to re-establish its credentials in Australia since its return in 2001. Local buyers have not warmed to the French carmaker in big numbers despite the brand's reputation for quality, its enviable crash safety record and outstanding turbo-diesel engines.But today there is renewed enthusiasm for the brand and executives finally realise it must tackle the dominant Japanese players head-on on prices and equipment. To do this it has slashed prices and launched an expanded Laguna hatch and wagon range.Prices have come down between $1500 and $4000 depending on the model, without losing any equipment. A 2.0-litre turbocharged petrol engine now joins the model mix, complementing the competent 2.0-litre dCi turbo-diesel.Like the Koleos too, Renault has extended the warranty to three years and unlimited kilometres. It's clear the Renault France is helping the local operations adopt a more serious marketing attitude.Exterior Like many new-generation wagons, the Estate as Renault insists on calling it, looks very sporty and not at all like a tradition family wagon. Ahead of the B-pillar, the styling follows the Laguna III hatch, launched here last June. That means the front end gets the same streamlined headlights and long, sloping bonnet.On the hatch, the crease line extends along the boot, just below the rear LED lights, which give the car a distinctive rear profile at night. Diesel hatch models also get dual chrome-plated exhausts.Both the hatch and wagon share the same 2760mm wheelbase but the wagon has a bigger luggage area as befits its load-carrying design. The wagon has 501-litres of luggage space with the 60/40 split rear seats in place, increasing to 1593 litres when folded.At 4690mm long the, the hatch is 36mm wider than its predecessor, 10mm longer and 12mm taller. Although larger and more spacious the hatch 15kg lighter than the previous model.Chrome highlights on the side windows distinguish the Dynamique wagon and Privilege hatch. Depending upon the model, Laguna gets 16-inch or 18-inch alloys. Practical design features include an integrated fuel tank flap that replaces the cap, so you don't have to get your hands dirty when refueling. The wagon gets a steeply raked rear window, while the slightly elongated and curved side windows accentuate the car's sporty lines.PricingBoth the Laguna hatch and wagon are between $1500 and $4000 cheaper than previous incarnations. Hatch prices now start from $37,990 for the entry dCi hatch six-speed Expression manual, rising to $48,490 for the dCi hatch Privilege six-speed sequential automatic. This does not include on-road prices.Three new automatic-only wagons join the lineup, the Expression 2.0-litre petrol, Expression 2.0-litre dCi and luxury Dynamique 2.0-litre dCi. Wagon prices start at $41,990 for the Expression petrol, $43,990 for the Expression dCi and $46,990 for the Dynamique dCi. However, to get a final on-road price it's best to check with your local dealer.EquipmentThe Laguna has a five-star crashing rating and is well equipped. It has that polished European flare that will appeal to buyers looking for something different from the mainstream Japanese products.Both the Expression hatch and wagon get the full complement of safety gear from electronic stability control and traction control, eight airbags, automatic headlights and rain sensing wipers, front and rear foglights, cruise control with speed limiter, automatic parking brake, 16-inch alloys, leather steering wheel and gear knob, rear side sunblinds, dual-zone climate control with carbon and odour filter, heated door mirrors, cloth upholstery and a single CD player with MP3 compatibility and satellite audio controls.The Privilege is the range topper in the hatch lineup and adds a beige leather interior with electrically adjustable heated front seats, parking sensors, 18-inch alloys, chrome window surrounds, xenon directional headlights with washers, auto-folding mirrors, auto dimming rearview mirror and a premium in-dash six stack CD stereo.The Dynamique wagon ups the ante with dark-carbon leather/alcantra trim, 17-inch alloys, rear parking sensors, auto folding rearview mirrors, premium six-disc in-dash CD player and auto dimming rear-view mirror. Both the Privilege hatch and Dynamique wagon also get tyre pressure monitors.DrivetrainThe 2.0 litre dCi delivers 110kW at 4000 revs and 340Nm at just 2000 revs. Depending upon the model, the engine is matched to a six-speed manual or six-speed sequential automatic.The 2.0 dCi hatch's combined fuel economy figure is 6.0 litres/100km for the six speed-manual and 7.0 litres/100km the six-speed automatic. The dCi engine also complies with the Euro V emission requirements.Manual diesels get a dash-mounted gearshift indicator, called “eco-shift”, which tells the driver the best gear to select to improve fuel consumption.The 16-valve 2.0-litre petrol engine is turbo-charged, delivering 125kW at 5000 revs and 270Nm at 3250 revs mated to the automatic. The petrol engine delivers a combined fuel economy figure of 8.9 litres/100km.DrivingIn keeping with its French credentials, the Laguna wagon has a plush, supple ride and quiet, lavishly equipped high-quality cabin. However, the soft suspension comes at the expense of some damper control. An average roads north of Melbourne the wagon could be caught out over sharp bumps, sometimes crashing to its bump stops before recovering.It's not an issue on the highway, where the plush big-car ride will eat up the kilometres with ease. Despite the suspension, the wagon's overall dynamics are crisp, grip is reassuring and there's plenty of steering feedback.Both the 2.0-litre turbo petrol and turbo diesel are smooth and quiet and the six-speed automatic seamless and well mated to either engine. Those who appreciate the low-speed grunt of a diesel will opt for the dCi but the petrol is by no means a poor cousin.Adding the turbo petrol engine into the hatch lineup should broaden model's appeal. Renault expects it to account for 75 per cent of hatch and wagon sales.Snapshot Renault Laguna hatch and wagon Engines: 2.0-litre turbo petrol and 2.0-litre turbo-diesel driving the front wheels.Power: 125kW at 5000 revs (2.0 petrol); 110kW at 4000 revs (2.0 dCi)Torque: 270Nm at 3250 revs (2.0 petrol); 340Nm at 2000 revs (2.0 dCi)Economy: 8.9 litres/100km (2.0 petrol); 6.0 litres/100km (2.0 dCi)