Articles by Patrick Lyons

Ford’s TX3 cars are the "hot" versions of the popular Laser range, being available in front-drive and four-wheel-drive versions and with turbo and non-turbo engines.  The Laser TX3 Turbo 4WD performed impressively in the inaugural 12-hour race at Bathurst due to its stunning acceleration and impressive grip from the four-wheel drive.Many TX3s have also performed brilliantly in rallies, hill climbs and other motorsport events.  The TX3 began life in 1985 with a 1.6-litre fuel-injected engine, while the front-drive TX3 Turbo, introduced in 1987, used a 16-valve blown version of this engine.Sure-footed motoring was also provided from 1987 through a four-wheel-drive model using the turbo-charged engine.  From the start of the KF series in 1990, a twin-cam 16-valve 1.8-litre engine was made standard in the TX3 and a turbo version of this motor was under the bonnet of the 4WD hatch.The power from the 1.8-litre turbo engine was considered too much for a front-drive car, so this version was dropped from the range.  Even with the 1.6-litre engine, the front-drive car is noted for its torque steer which can be dangerous on slippery roads for inexperienced drivers.Ford's 1.8-litre TX3 Turbo 4WD was launched at $2500 less than the 1.6-litre model, a move which helped make this car a popular choice.But Ford stopped offering the TX3 Turbo 4WD from mid-1993 due to rising prices caused by the exchange rate and the advent of stiff competition from cars, such as the Lancer GSR. The 1.8-litre TX3 model continues.  Lasers are generally trouble-free, but these "hot" versions may have spent considerable time competing in club rallies so they should be checked out.Check for signs of body damage or repair, and your test drive should concentrate on ensuring there is strong acceleration.  Abnormal whining from the turbo could indicate excessive wear.

After an absence of almost nine years, Chrysler is back on Australian shopping lists with the Jeep - a legendary name in motoring.  Monday is the official on-sale date for the Jeep Cherokee four-wheel drive, which is available in two models, Sport and Limited.DrivetrainBoth versions feature an overhead-valve 4.0-litre in-line six-cylinder engine with a cast-iron block and cylinder head, described by Jeep engineers as "simple, not over-scienced".  Fitted with sequential multipoint fuel injection and using unleaded fuel, it delivers power of 136kW at 4750rpm and 290Nm of torque at 3950rpm.The engine is driven through a four-speed electronic automatic transmission with two modes - comfort for normal driving, and power when extra acceleration and torque are needed.  Acceleration from 0-100kmh is sprightly - about 10 seconds - with a maximum speed of 180kmh and fuel economy of 14.4 litres/100kmh at a steady 120kmh.The transfer case offers two-wheel drive for normal motoring, part-time 4WD for gravel roads, full-time 4WD when the going gets tougher, and low range for the really rough stuff.  You can switch between 2WD and 4WD any time at any speed, and the Jeep can be driven on any surface in full-time 4WD without excessive wear or damage to driveline components.The vehicle must be stopped or almost stopped to shift into low range, which operates at a ratio of 2.72:1.  Jeep officials say an oil cooler is not needed for the engine, but there is an auxiliary transmission oil cooler.  Both models feature solid axles, even though Jeep has examined proposals for an independent front end.EquipmentStandard features include air-conditioning, power windows and mirrors, remote-control central locking, a 76-litre fuel tank, tilt-adjustable steering column, and power-assisted front disc and rear drum brakes.  The Sport model gets all-terrain tyres, an off-road suspension package including heavy-duty springs and shockers, and a skid plate to protect the front suspension, fuel tank and transfer case.The Limited is distinguished on the outside by body-colored bumpers, grille and front air dam, fatter tyres designed mainly for bitumen, and aluminium wheels.  Inside, it gets an overhead console which includes a compass and outside temperature readout, electrically adjustable seats covered in leather, and six instead of four speakers for the sound system. Anti-skid brakes are standard and the spring and shocker rates have been altered to produce a softer ride.DrivingMore than 600km of testing in central Australia this week showed the Jeep Cherokee to be a capable performer both on-road and off-road.  Although the rear tended to bounce around, the Jeep Cherokee handled the sandy and rough conditions with ease. Steering was too vague, but the production line in Toledo, Ohio, is now installing a 14:1 ratio which requires more effort instead of the 17:1 ratio offered on the test drive.The interior does not have the most ergonomic lay-out of instruments, but the rectangular dash will be replaced in 1996 with a modern rounded unit.  Seats in the Sport model do not support the thighs properly, but this is overcome with electrical adjustment in the Limited.Late next year a diesel version will be available in Australia with manual transmission only.  This will be followed in 1996 by the availability of airbags plus the introduction of the Grand Cherokee and Wrangler models.1994 JEEP CHEROKEEBody: WagonTransmission: AutomaticModel: CHEROKEEEngine: 3 - 4Variant: SPORT (4x4)Fuel: UnleadedSeries: XJPower: 80 kW - 150 kWVehicle Segment: SUV MEDIUMTorque: 290Nm

Land Rover has given a safety boost to its Discovery and Range Rover models which now meet crash-test standards applied to cars.  Twin airbags have been made available across the range, and other safety features have been added including side-intrusion beams, a high-mounted rear stop light, and a bonded windscreen.Land Rover has revised its V8i engine and dramatically overhauled the direct-injection turbo-diesel (Tdi) unit, adding significant refinement and reducing noise and fuel consumption.  Two new models have been added to the Discovery - a $65,000 flagship model known as the ES and an auto version of the 5-door Tdi - while the Vogue Plus model has been dropped from the Range Rover line-up.But there are few visual clues that much has changed apart from new front grilles, bigger headlamps and bolder Land Rover badges. Interior changes are more noticeable, especially the heavily revised dash.Added features and upgrades more than account for price increases - between $730 and $1000 on Discovery and $3000 for Range Rover.  Three years ago, a 3-door Discovery with a 3.5-litre engine cost $44,995; today, the 3-door Discovery with the 3.9-litre engine and a host of improvements starts at just $43,960.Land Rover's new five-door ES model is a luxury Discovery aimed at the new Mitsubishi Pajero Exceed and Jackaroo Monterey - although it is cheaper than either of these models.  Standard features in the ES are leather upholstery, twin airbags, alloy wheels, remote central locking with an alarm, bigger tyres, anti-skid brakes, remote CD player and twin electric sunroofs.Land Rover is the world's first manufacturer to offer twin airbags as standard equipment in dedicated 4WDs.  The dual bags are fitted to the Range Rover SE and LSE and the Discovery ES, and optional in all other Discovery models at $2700.Adding airbags to a vehicle with such a rigid chassis is difficult, and Land Rover has overcome the problems by engineering collapsible "crash cans" into the front of the vehicles.  These steel structures collapse progressively in a crash, enabling the triggering mechanisms for the airbags to distinguish between a minor and a life-threatening accident.The 3.9-litre petrol V8 now has one belt instead of three driving the ancilliaries and a cover has been placed over the engine to suppress noise. Power and torque are unchanged at 134kW/4750rpm and 304Nm/2600rpm.  Land Rover's 2.5-litre four-cylinder direct-injection turbo-diesel engine has more than 200 new parts with changes to the cylinder head, fuel injectors, pistons, conrods, turbocharger, exhaust manifold, water pump and alternator.Fuel consumption is improved but power and torque remain at 83kW/4000rpm and 265Nm/1800rpm.  Thankfully, the manual gearbox on Discovery has been changed to a lighter unit that has reverse opposite fifth gear rather than being dangerously placed next to first gear.Inside, Discovery and Range Rover have new dashes which are basically identical one-piece units that are assembled and wired before being installed.  Heating and ventilation has been improved with BMW-style individual temperature controls for driver and front passenger.The air-conditioner finally has the ability to offer flow-through air, and the unit has been moved to allow a glovebox on the passenger side.  Anti-roll bars have been made standard across the Discovery range to improve on-road manners with only a marginal effect on the speed at which the wheels react to camber changes.Most of the enhancements have been made with an eye to the American consumer and legal requirements, and Australian buyers stand to benefit.

Toyota’s new Celica sports car has changed more in appearance than under the skin, and more in price than in substance.Its front-end styling cues are reminiscent of Porsche with four fixed headlamps replacing the two pop-up head- lights in the previous model.And while there is no conventional grille, air is directed into the radiator through a low-slung opening. The rear styling features a high bootlid with a duck-tail effect.The neat instrument panel is seen through a leather- wrapped steering wheel with a standard airbag, smaller at 45 litres than the full-size 65-litre bag in most cars.  Ventilation controls include dials for the temperature and fan with buttons for the rest. Everything is within easy reach of the driver.The driver and front passenger are accommodated in supportive seats, but the two rear seats are for children only.  Legroom, which has grown 73mm in the rear, is not the problem; it's the lack of head-room, despite the scooped- out seats.Celica's 50mm wider body allows increases in front (45mm) and rear (50mm) tracks with small gains to the front and rear shoulder room.  Celica's 2.2 litre engine, carried over from the previous model, generates maximum power of 100kW at 5400rpm and peak torque of 196Nm at 4400rpm.Judged along the Celica's engine is willing and offers good response, but it is lacking when judged against its rivals.  This engine does not have what it takes to do the job properly, especially on the torque curve.You really have to flog it to get the sort of performance you'd expect for $50,000 - the list price of the optioned- up test car before on-road-costs.Toyota has tried to paper over the gaps in the engine's power delivery by changing the gear ratios to give slightly better performance in the low and mid rev ranges.  But, even so, you need to keep the engine racing between 3500rpm and 5500rpm to feel you are getting somewhere.Such high-rev driving tends to chew up the juice, but you can do much better if you are content to cruise along gently. It is in this high-rev range that the engine noise becomes coarse, but wind noise and tyre roar do not intrude into the cabin.Front and rear independent strut suspension are mounted on sub-frames with increases in rigidity for the suspension towers and front strut brace.The front suspension also gains from an increase in spring rates, negative camber, caster angle and trial, and anti-dive and anti-lift while the rear gets small increases in spring rates and negative camber and a decrease in anti-lift.Unlike some European markets and Japan, Australia misses out on the "super strut" suspension which adds a amber control arm to the front suspension.But, in Australia, only the $80,000 turbo-charged four- wheel-drive Celica GT-Four Group A cars will have the super strut suspension - and there's only 55 of those cars coming here.  At $42,800 for starters, it's hard to describe the Celica ZR as a great value-for-money car.This is despite the equipment list which includes the airbag, front fog lamps, five-spoke alloy wheels, power windows, remote central locking, CD player, leather- wrapped steering wheel and gear knob, sports seats, rear spoiler, and security system.As with the test car, the price nudges $50,000 when you add air-conditioning, anti-lock brakes with cruise control, and a sunroof. There's also more to pay if you want an automatic transmission.Bottom line: The new Celica is a good car without being outstanding in any area, and is certainly not exciting or involving to drive. It lacks the sort of power and torque you would expect in a sports car costing more than $40,000.Toyota CelicaPrice: $42,800Engine: In-line 16-valve double overhead-camshaft 2.2-litre electronically fuel-injected four-cylinder.Carried over from previous model, but has been re-tuned to give slightly better performance in low and mid-rev ranges.Power: 100kW/5400rpm. Torque: 196Nm/4400rpm.Slightly lower gearing does not overcome the lack of power and particularly torque in the Celica.Transmission: Five-speed manual.Slick gear changes and light clutch.Seating: Four.Rear seats are for children only because of limited headroom.

Owners of one-tonne trucks spend their working week carting the pigs to market, lugging bricks to a building site or taking themselves and their tools to the next job.  But these hard-working business people also want their vehicles to provide the space, comfort and flexibility of a family car at the weekends.That's where the Mazda Bravo Plus comes into its own. Its dual cab set-up offers five-seat accommodation for workmates during the week and, outside business hours, for the family.  A heap of gear can also be thrown into the double-wall cargo box which has ribbed floor and sides, a double-skin tailgate, and a color-coded fibreglass back canopy.Added comfort is provided by standard air-conditioning, while this model is also distinguished by a polished alloy bull bar.  Under the bonnet is Mazda's 12-valve 2.6-litre four-cylinder engine which offers good performance around town or on the highway.A 4x4 selector with high and low ranges gives owners the flexibility of getting to the most inaccesible work places or taking the family to a secluded camp.  But the Bravo Plus being tested also had another special feature: Mazda's factory-backed dual-fuel option.Dual fuelA simple flick of a switch on the dash allows you to drive the vehicle on unleaded petrol or liquid petroleum gas (LPG).  Not only does this give Bravo owners the potential to save on operating costs by using the cheaper fuel, it also doubles the vehicle's travelling range.  The system, which can be fitted to any petrol Bravo model, was developed by Mazda and LPG specialists ApolloGas Products and is available from any Mazda dealer.A conversion will cost between $1600 and $2000, and is covered by Mazda's two-year/unlimited km commercial-vehicle warranty.  The gas storage tank is mounted in the rear bed of the Bravo pickup, leaving the spare tyre under the frame for easy access.The Bravo starts up with petrol to ensure smooth operation and automatically changes to gas after 1.5 seconds.  The fuel gauge gives the appropriate reading for whichever fuel is being used.  Electric lock-offs shut down the fuel flow in the event of a crash and the LPG operation is connected to the engine's management system.City range on LPG is about 300km while you will get another 300km from the 56-litre petrol tank, giving a useful combined range of 600km.  There is no noticeable difference in performance between petrol and gas.  While this vehicle looks and feels like a truck, it has comforts aimed at the family.Inside, the large windows add to the feeling of spaciousness, while the vehicle height gives a great view of the traffic ahead.  Gauges and warning lights are large and easy to read, and parking is made easier with power steering.  As well as the standard air-conditioning, the Bravo Plus has a four-speed heater/demister.Unfortunately, the benefit of a rear demister in the cab can be lost by the lack of demisting on the windows in the canopy.  A design flaw is the extremely tight space between the cab and the canopy which makes the windows difficult to clean, although I believe this will be partly remedied soon.The two-piece tailgate is a bit fiddly, needing a key and turn of the handle to open the top half.  The ride is remarkably smooth and comfortable for this type of vehicle, using a double wishbone independent front suspension and leaf springs at the back.  A limited-slip rear differential and free-wheeling front hubs are standard.MAZDA BRAVO PLUSEngine: In-line 12-valve overhead-camshaft 2.6-litre electronically fuel-injected four-cylinder.  This four sounds like a six and does the job with ease.Power: 92kW/4600rpm. Torque: 205Nm/3500rpm.  These figures are for petrol, but power loss is negligible with LPG.Transmission: Five-speed manual.Seating: Five adults.Fuel consumption: 300km range from the gas and about the same from the petrol.  Range is effectively doubled by having both the 85-litre gas tank and 56-litre petrol tank.Suspension: Front - independent double wishbones with torsion bars and double-acting shock absorbers. Rear - left spring with double-acting shock absorbers.  Feels and behaves more like a car than a truck.Steering: Power-assisted ball and nut.  Turning circle is big at 12.7m.Brakes: Front - Ventilated discs. Rear - drums.  No worries with stopping.Wheels: 6JX16 steel. Tyres: 205 16C - 8PR.Inclines: Approach 40.5 degrees. Departure 25.5 degrees.Warranty: 2 years/unlimited km.  The warranty also covers the LPG conversion.

Mazda’s $80,205 luxury RX-7 sports car now has a slightly softer suspension which enables you to keep your fillings without the car's handling or performance being compromised.  The car's Japanese engineers have adjusted the springs, shockers, dampers, bushes and lower arms to temper the harsh ride that characterised this car since its 1992 introduction.Until these changes, the RX-7 was noticeably jittery and jerky on rougher surfaces which tended to deflate a driver's confidence in the grip available.  Mazda's technical boffins have provided the modifications without penalising the RX-7's straight-line stomp or its cornering ability.EquipmentThe RX-7 remains good value and has plenty of equipment, although its price has now slipped over the $80,000 mark. There's power steering sensitive to engine speed, double wishbone suspension at each end, a Torsen limited-slip differential, alloy wheels and ventilated discs with an anti-skid braking system.If you extend the car beyond these limits, there's also a driver's airbag to protect you.  Inside is equally impressive with air-conditioning, leather seat trims, CD player and Bose Acoustic Wave Music System, central locking, alarm, cruise control, electric tilt/slide sunroof and headlight washers.You really need the storage bins behind the two seats because the boot is practically useless.  Snug is an under-statement when describing the wrap-around cockpit which squeezes you between the transmission tunnel and door.  Negatives are the lack of vision to the rear and side, and the lack of adjustment for the steering wheel or seat height - although all controls are within reach.Rotary engineThe RX-7's rotary engine has vast improvements to air intake, exhaust, cooling, lubrication, electric and electronic systems.  The engine, with a 654cc x 2 displacement, features the world's first intercooled sequential twin turbocharger which greatly reduces turbo lag and improves torque at low and medium speeds.Maximum power is 176kW at 6500rpm and the maximum torque of 294Nm is at 5000rpm with a flat curve that stays above 275Nm between 2500rpm and 6500rpm.  The primary turbo winds up quickly to reduce lag and has done its job by the mid-range when the secondary turbo takes over.  On the road, it will propel the car to 100kmh in under seven seconds and do the standing 400m in less than 15 seconds.The competitionThe RX-7 slaughters its main European rival, the Porsche 968, in any value-for-money equation.  It is almost impossible to justify spending close to twice the money on a machine that has less equipment, is slower in a straight line and does not look as good.  But the 968 is a better sports coupe with close to the perfect mixture of ride and handling and great steering feel.Its 16-valve twin-cam 3.0-litre four-cylinder engine and Variocam variable valve timing churns out the same power and 11Nm more torque than the RX-7.  The Nissan 300ZX's 24-valve, quad-cam, 3.0-litre 60-degree V6 produces less power and torque, and it can't match the Mazda's pace.But the Nissan has exceptional handling poise and handles much the same as the RX-7, although the Mazda has higher limits of adhesion.  The Nissan is only $3000 cheaper than the Mazda, but does not have a CD player, integrated alarm, leather trim or airbag. It has token rear seats.Mazda RX-7Engine: Twin rotor with twin turbo, 654cc x 2, electronic fuel injection.  The first of its kind in the world, this engine loves to spin in the high rev range.Power: 176kW/6500rpm.Torque: 294Nm/5000rpm.  Terrific acceleration.Transmission: Five-speed manual.  The leather-wrapped gear lever offers short, sharp changes.Fuel consumption: 14.2 litres/100km average on test.  Thirsty when driven hard. Tank capacity 76 litres.Suspension: Independent four-wheel double wishbone, double-acting shock absorbers, coil springs, anti-roll bars.  Handling has not been blunted by revisions to slightly soften the ride.Steering: Power-assisted rack-and-pinion with engine-speed sensing.  Communicative. Turning circle 10.2 metres.Brakes: Ventilated power-assisted discs.  Good pedal feel in this anti-skid brake-equipped car.Wheels: 8JJX16 alloy. Tyres: 225/50 R16.  Superior levels of adhesion.Warranty: 3 years/80,000km.

Luxury motoring starts at a relatively affordable price with the Holden VR Calais executive express.  The Calais looks better than the previous model with Holden's designers having changed 80 per cent of the exterior sheet metal to produce a stylish split grille at the front flanked by new headlamps.The exterior of the Calais is distinguished from other Commodore models by chrome inserts for the grille, bumpers and bodyside mouldings, and a chrome-tipped exhaust pipe.  Door handles and exterior mirrors are body-colored, and the Calais features two-tone paint for the body and stylish alloy wheels.Inside, a new wraparound instrument panel includes a tachometer and a trip computer that gives 10 settings including an audible warning when you reach a pre-set speed.  The computer also gives instant and average fuel consumption, average speed, distance to empty, as well as trip distance.Wipers and the electronic cruise control are operated from stalks mounted on the steering column, and the car is fitted with climate-control air-conditioning.On the roadUnder the bonnet of the test Calais was Holden's standard 165kW 5.0-litre V8, although you can opt for the 3.8-litre V6 at a saving of about $2000 or spend an extra $2760 for the 185kW V8 developed by Holden Special Vehicles.  Unlike the body, there have been no changes to produce greater power or torque from these engines.But the standard V8 nger does its job remarkably well. The Calais is quick off the line through a combination of good low-down torque and less weight. It is also reasonably fuel efficient, although that can change quickly if you put the foot down.Noticeable differences from VP are the absence of nervousness in the steering, better directional stability at highway speeds, and less road noise.  Power steering adjusts for vehicle speed and is well-weighted and precise. The four-wheel disc brakes resist fade and operate well.The doors are locked by remote control and can be deadlocked, and the system also disables the ignition when you leave the vehicle.  Safety features now standard in the Calais include a driver's airbag, anti-lock brakes, seatbelt webbing clamps, and a lap-sash seatbelt for the centre-rear passenger.The only problem I had was on the day I collected the car which was one of the hottest this summer.  The engine temperature gauge was showing close to maximum in stop-start trafficlong Brunton Avenue past the MCG, and a strong smell of petrol entered the car whenever I stopped.Moving at speed along the South-Eastern Arterial brought the temperature down and I made it home where I called the HoldenWise 24-hour roadside assistance.  An RACV van arrived one hour and 50 minutes later, the delay being due to peak-hour conditions and the fact that the car was not blocking a road.The car had cooled by this stage, there was no evidence of any leaks, and the source of the problem - which did not resurface during a week of driving - could not be found.  My guess is that the redesigned grille, which has only a small opening, may not allow enough cooling air to circulate under the bonnet in some conditions.The competitionCalais is officially listed as an "upper medium" car along with the Ford Fairmont Ghia, but these cars are worthy of being described as prestige.  In V8 guise, these cars have no equal in their designated segment in terms of size and performance - except for versions of these vehicles produced by HSV and Tickford.While they do not have the refinement of some luxury European imports, neither do they have the pricetags.  Calais is cheaper than the BMW 3-Series, Eunos 500, Mercedes-Benz C-Class, Nissan Maxima TI, Volvo 850 and 940, Audi 100, and so on.The extra features and dynamic advantages of the Calais make it exceedingly good value - in fact, it can match any other upmarket sedan in the world in this area.Holden Calais 1994Body: SedanTransmission: ManualEngine: 3 - 4Fuel: UnleadedSeries: VRPower: 80 kW - 150 kWVehicle Segment: LARGETorque: 295NmCountry of Origin: Australia

...of handling this lot: two adults, five children, enough luggage for a long weekend (with plenty of room to spare), food and drink to sink a fleet, and a 2000km trip.  We had a Volkswagen Caravelle which gave the children the initial impression that they were about to enter a school bus.But the comfort, space and nimbleness of the van soon won them over - and happy children on a long trip is any parent's priority.  Volkswagen's Caravelle, which returned to the local market last year with a seven-seat capacity, does not have the highest profile among the so-called people movers.But it proved ideal for the purpose, with children and adults appreciating the space for themselves and their assorted gear as well as the easy access from the huge sliding door.  Caravelle is derived from Volkswagen's worker Transporter van, a heritage that immediately conjures up thoughts of a few seats bolted into a commercial vehicle.FeaturesDriving 2000km requires more than big seats and electric windows to keep everyone happy.  The seats, arranged in a 2-2-3 pattern, are comfortable. The layout allows passengers to walk through the vehicle.Standard equipment also includes central locking, cruise control, power steering and electric mirrors.  The Caravelle has had the benefit of the 2.5-litre engine since its introduction. Unlike its predecessors, the engine is now mounted transversely at the front, driving the front wheels.You can choose a five-speed manual gearbox or, as with our vehicle, a four-speed automatic transmission. A trick with the auto gear lever is that you cannot select lower gears if you depress the button in the normal way.Appointments for the driver are also good. The gear changes are smooth, the engine is refined and provides plenty of power to carry seven people and their gear.  Negotiating city traffic and twisty country roads is easy, and a bit of planning has the Caravelle overtaking easily.It was also a hit on the Hume Freeway, eating up the kilometres with much of the time spent in the outside lane passing slower traffic.  Cruise control is ideal on a trip like this: you maintain the speed you want and don't spend the whole time worrying that a momentary lapse will land you with a big fine.  Build quality and attention to detail are admirable, but the lasting impression left by the Caravelle is the space. Glorious space.The competitionCompetitors in the people-mover segment range in price from less than $30,000 to almost $60,000.  The cheapest entrant is the Mitsubishi Starwagon with the 2.0-litre four-cylinder engine at $29,575, or an extra $5000 for the 2.4-litre engine.Toyota's Spacia wagon is also under $30,000 (by $10). The new name attempts to disguise the fact that the vehicle is the old-model Tarago with some improvements.  Mitsubishi has another entrant with the Nimbus which starts at $32,625 - a truly car-like vehicle with seating for seven.While the seating arrangements are varied, its main drawback is that it is too small, and there is little luggage space with seven occupants.  Nissan's Serena wagon, while being taller than the Nimbus, suffers from the lack of luggage room and is not a great handler, especially with cross winds.Starting at $34,435 for the ST and $39,435 for the TI, there are better vehicles for the money in this group.  Toyota's Tarago remains the trend-setter among people-movers offered in Australia with its modern shape, high seating position, roominess and ease of driving.But the strong yen has caught up with the Tarago, and the GLi starts at $39,633 while the GLX auto is $47,915 and the Ultima auto is $58,803.A final contender is Mazda's MPV which has the most powerful engine in this class, a 3.0-litre V6, for $42,990.  But the MPV's auto transmission lever is tricky to operate, the luggage area is not big, and the vehicle is showing its age.

The cab interior and self-levelling air suspension seat were superb. The cab was also very quiet inside and spacious, a very good workplace with plenty of places to stow things. The standard AM/FM radio had a very good sound and a scan button located on the dash close to the steering wheels to save fiddling with the dial while driving.  On the road, I found the new naturally aspirated 9.8-litre engine was quite a lot stronger than the one it replaced in the Hino GS221, but still well below American competitors.  The loaded test truck took 19 seconds from a standing start to reach 40kmh, 39 to reach 60kmh and 75 to reach 80. The old-fashioned Fuller RT6613 gearbox was very busy with the full load in the tipper.  The little box shifted beautifully, but the 6613 would be a challenge for many of the young players currently driving that class of vehicle. Steering and maneuverability were excellent around town but a bit light on the open road.  The cabin was hard to lift I raised it to check maintenance access. Hino (and other manufacturers) have put sound shields around the engine to reduce noise. There were panels under and at the sides of the engine and even under the gearbox. The side panels inhibited access to the engine and would probably end up being discarded after getting in the way several times.  Manufacturers are going to have to learn to design sound and splash shields that are easily removable or that are attached to the cab rather than the chassis rail so they get out of the way when the cab is raised. In summary, the Shrike is a good around-town truck that is quite pleasant to drive and well made.  It is a big improvement over the old GS221 which it replaces but is still down on power compared with its Cummins powered American competitors.

VOLVO'S 440 is the Swedish carmaker's newest yet oldest car on the Australian market - it was on sale in Europe for five years before its recent introduction here.  Built in Holland, the 440 was desperately needed to fill the gaping hole caused by the demise of the 240, which was finally retired last year.Importantly, the 440 gives Volvo a hatch to sell in the popular $35,000-$40,000 range, which is dominated by the Japanese.  While there is no mistaking the familiar shape, Volvo has used some styling tricks to give the impression the 440 is a scaled-down version of the 850.  But it's almost half a metre shorter than the 850 and has less room than the 240, although there's only a hair's breadth in it. Volvo offers two versions of the 440 in Australia starting with the GL from $34,790 and the GLT, which I tested, from $37,290. Automatic transmission is an extra $2000 on each.  The optional airbag ($1200) and anti-lock brakes ($1500) can lift the price of the manual GLT to $39,990 before  on-road costs.EquipmentStandard equipmenton all 440s includes air-conditioning, central locking, power steering, tacho, four-speaker sound system and disc brakes.  The 440 GLT, in addition, has electric front windows and door mirrors, leather upholstery, reading lamps, sports suspension with rear anti-sway bar, alloy wheels, rear spoiler and front fog lights.Volvo's seats are comfortable and supportive, showing up its Japanese competitors.  Driving position is also excellent, with adjustable steering wheel and driver's seat.  My only gripes with the interior are that the clutch pedal is set too far to the left, and you need to spend some time working out the radio controls which are not obvious at a glance.Under the bonnet is a peppy 2.0-litre single-cam engine which has its origins at Renault.  The fuel-injected in-line four develops plenty of power for a car this size.  But the engine's excessive noise is not helped by its needing 5200rpm to reach its 80kW peak.  It is a relatively thirsty engine, consuming almost 15 litres for every 100km of hard testing.On the roadThe 440 engine's strength is its mid-range torque, with 90 per cent of the 165Nm maximum being available from about 2500rpm to more than 5000rpm.  Such healthy pulling ability surprises passengers and other drivers who might expect sluggish performance from a Volvo.The 440's agility also comes as a pleasant surprise to those who have unfavorable pre-conceived notions about Volvos.  Putting any bias aside, the front-drive 440 performs adequately on most roads with predictable understeer and plenty of grip through its 185/65 rubber.Undulating or potholed roads tend to upset the car's composure more than necessary, underlining the car's age when compared with its more recent rivals.  Overall, the 440 is a solid performer although not as up-to-date as its rivals. But you always have the comfort of knowing you're surrounded by one of the best crash-protection cells available on the market.The competitionVolvo's 440 - slotting between $35,000 and $40,000 - is competing in one of the toughest segments of the market.  The Mazda 626 from $34,405 and Ford Telstar from $35,721 are offered as a five-door hatch with a twin-cam 2.0-litre four-cylinder engine producing 85kW.Dynamically superior to the Volvo, their specification is comparable but a driver's airbag is not even an option and the Ford does not offer anti-lock brakes.Mitsubishi's Galant SE hatch from $34,384 also offers better driving from its 77kW four-cylinder engine but lacks an airbag and anti-lock brakes even as options.Citroen's BX hatch comes with a 88kW 2.0-litre four-cylinder fuel-injected engine from $32,290 or a 108kW 16-valve version with manual transmission only at $38,990.Sedans in this price range include the $37,990 Audi 80 2.0E, the $32,650 Honda Accord and the $32,495 Peugeot 405 SRI - all of which have the power, ride, handling and equipment to match or better the 440.