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There’s good reason for this too - and the 1.3 million examples manufactured since 1996 all point to the fact that the Spanish built, 308 based van is an above average representation of its kind - for not only does Partner offer a generously accommodating payload area, but decent capacity too, and perhaps most importantly, a comfortable and commanding driving position that sets the Partner apart from the rest.

With one trim level across the Partner range, two load volume and two payload options are available to best configure the van to individual needs. Additionally two body lengths are offered to afford buyers between 1800 and 2050mm load lengths (which can be expanded to 3250mm with the Multiflex seat option).

Barn type rear doors allow for easy access (1620mm maximum loading width), and given the smart design, Partner will take a regular 1200 x 800mm sized pallet between the wheel tubs.

A sliding door is available for an extra $490 (fitted to our road test model) to make for safer curb side loading and unloading for courier or delivery drivers (while LWB models pick up dual sliding doors as standard) but entry and exit is a little tight.

Offering an effective load volume ranging from 3.3 to 4.1 square metres, Partner boasts a 1250mm load area height, which coupled with a payload of up to 850kg, immediately places it as the market leader.

The compact exterior dimensions make for an easily maneuverable van that is reasonably attractive thanks mostly to a front end not dissimilar to the remainder of the Peugeot family. The lateral perspective and rear end view is not entirely unlovable either and makes for an excellent vehicle from a visual marketing standpoint, without being quirky or tacky (think Nissan Escargo).

Inside Partner can be optioned with modular (or Multiflex) seating that enables the vehicle to carry one or two passengers in either the outboard or middle seating position, as well as the driver, and provides ample proportions, ergonomic positioning and, perhaps most surprisingly, a very comfortable ride. Our test vehicle however only had a standard console.

The dash layout and clever use of otherwise wasted space as storage makes the Partner a practical and livable mobile office and even offers an optional middle seat, which can used as a desk or raised to provide access to the cargo area. When you’re finished, the middle seat can be stowed (using a padlock) for additional security.

While it can be slow going on the open road when packed with a bit of weight, the Partner is effective in maintaining pace around town thanks to a 55kW, four-cylinder, turbo-diesel engine that produces a solid torque curve, in fact over 90% of the available torque delivered from just 1250rpm.

The aluminium 16-valve unit manages 185Nm of torque all up and uses 5.8-litres per 100km (combined). Like I said, it’s a touch lazy, and were I to make one recommendation out of driving the Partner it would be to opt for the higher output 66kW variant of the same engine for just $500 more. Oh, and forget the petrol.

Gearing comes compliments of a five-speed manual unit that offers a suitable ratio spread for commercial purposes whilst still delivering economic highway travel. First can be a little brief when unloaded but you’ll be thankful for it once there’s a bit of weight on - especially when starting up steep hills.

The Partner tops out (eventually) at 150km/h and can complete the 0-100km/h stroll in a leisurely 19.6 seconds - if you try - though given the purposes of Partner’s intended use these figures are best thought of as curious trivia.

To keep the OH&S team happy, Partner is fitted standard with a driver’s airbag (passenger airbag is a cost option), three-point inertia seatbelts, ABS brakes with EBD and cruise control with speed limiter function. Electronic Stability Program (ESP) with Traction Control can also be fitted for just $450 - well worth the investment.

Given the amount of hours likely to be spent behind the wheel, Partner offers a considerable range of standard interior kit including air-conditioning, power-steering, single MP3 compatible CD tuner (which can be combined with Bluetooth handsfree integration), power windows and mirrors - also heated, remote central locking, trip computer, load restraint hooks, multiple storage compartments and the afore mentioned cruise control.

With a starting price of $21,990, three year/100,000km warranty and 15,000km service intervals, the Partner offers good peace of mind for the hard working trades or delivery person - plus it won’t break the bank. It’s a good deal, a pleasant drive and given how much time you’re likely to spend on the road, is well worth the look in if you’re in the market.

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Specifications:

• Engine: 1560cc four-cylinder (16 valve)
• Power: 55kW @ 4000rpm
• Torque: 185Nm @ 1750rpm
• Induction: Turbo & Direct Injection
• Transmission: Five-speed manual
• Driven Wheels: Front
• Brakes: Disc with ABS & EBD
• Top Speed: 150km/h
• 0-100km/h: 19.6 seconds
• 0-400m: Not Tested
• Fuel Consumption: 5.8 litres per 100km (Combinded)
• Fuel Tank Capacity: 60 litres
• Fuel Type: Diesel
• ANCAP Rating: Not yet available
• Safety: Driver’s airbag
• Spare Wheel: Full size steel
• Towing Capacity: 750kg (Braked)
• Turning Circle: 11.0 metres
• Warranty: 3 year/100,000km
• Weight: 1411kg (Tare)/850kg (Payload)
• Wheels: 15″ Steel

Pricing:

• L1 66kW 1.6 litre petrol - $21,990 (RRP)
• L1 55kW 1.6 litre diesel - $23,990 (RRP)
• L1 66kW 1.6 litre diesel - $24,490 (RRP)
• L2 66kW 1.6 litre diesel - $25,490 (RRP)

Road Test the Rivals:

• Citroen Berlingo
• Holden Combo
• Renault Kangoo
• Skoda Roomster
• Volkswagen Caddy

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The new 2.0 TDI model which complements the existing 2.0 TFSI engine, features 125kW of peak power with 350Nm available from just 1800rpm.

The engine complies with EU4 standards and is fitted with a Diesel Particulate Filter.

The Octavia RS TDI is available with a six-speed DSG transmission and features 18-inch alloy wheels, lowered sports suspension and rack and pinion steering with electro-mechanical assistance.

Inside, the new model boasts body-hugging heated front seats with sports trim, alarm system and sports instrument panel over the Octavia’s impressive list of standard features.

Most importantly, active passenger safety is abundant with ESP, ABS, Traction Control and Engine Braking control as standard whilst six airbags and active safety headrests protect occupants during an accident.

Full pricing and specifications will be released at its launch later this month.

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The first of these changes applies to the Q7 SUV which now boasts 7-seats as standard at no extra cost although customers can still op for the 5-seat layout at no charge.

“The majority of customers were ordering the Q7 with a third row of seats, and as part of our desire to maintain strong growth in Australia, we were able to negotiate the inclusion of this feature at no charge for all model year 2009 vehicles,” Mr Hofmann said.

Audi has also officially confirmed the arrival of the new V12 TDI variant which is due to arrive locally by the first half of 2009 to become the brands most powerful TDI production car and the most powerful production diesel SUV in the world.

The new Audi A5 range is also set to expand next month with the addition of a new high-performance 3.0 TDI V6 engine.

The new A5 3.0 TDI quattro tiptronic variant boasts a very impressive 176kW and peak torque of 500Nm, yet still manages to return excellent fuel economy of just 6.9 litres per 100km.

Mated to a 6-speed tiptronic transmission, the sprint to 100km/h takes just 6.1 seconds from a standstill and onto a top speed of 250km/h.

The 3.0 TDI quattro tiptronic is priced at $93,894 and comes with a high level of standard equipment including 17-inch alloys, acoustic parking, Xenon headlights with LED daytime driving lights, Bluetooth mobile phone preparation and voice control.

The 3.0 TDI engine has also found its way into the Audi A4 range boasting an identical 176kW of power and 500Nm.

Priced from $85,806, the new A4 3.0 TDI also qualifies under the Federal Government’s new ‘green threshold’ amendments thanks to its excellent fuel economy of just 6.9 litres per 100km.

A new 2.0 TFSI engine is now also available in two new A4 variants, the multitronic and quattro manual.

Priced from $58,537, the A4 2.0 TFSI multitronic develops 132kW and features 17-inch alloys, rear acoustic parking system, MMI, Symphony sound system and mobile phone preparation with Bluetooth as standard.

With 155kW and 350Nm, the Audi A4 2.0 TFSI quattro arrives with Audi’s class-leading all-wheel drive and a 6-speed manual transmission and is priced from $70,189.

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Operating solely on battery power at lower speeds, the rear wheels are driven by an electric motor, while at higher speeds, a five-cylinder turbo diesel drives the front wheels (much the same as any FWD car), which can also be employed to take care of harder work as required (such as hill starts and towing).

A plug-in variant is also in the pipeline and Volvo’s Magnus Jonsson says this technology will arrive “very quickly” after the initial hybrid and will use household current to recharge the battery eliminating the need for petroleum based fuel.

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As a result, this new concept uses just 3.99 litres of fuel per 100 kilometres and CO2 output of only 105 grams per km, figures usually associated with ultra-efficient diesel-powered small cars.

The A4 TDI Concept e is powered by a 2.0-litre direct injection diesel engine which develops 88kW and a constant 290Nm.

This engine features a comprehensive list of additional efficient technologies - from soft springs on the intake valves to a new thermal management system – to optimise fuel consumption.

Whilst not exactly brisk, the A4 Concept e still manages a modest 0 to 100 km/h time of 10.7 seconds and tops out at 206 km/h.

Not to be mistaken for a hybrid, it also features an energy recuperation system which stores power from braking into an absorbent glass mat battery.

This in turn is then used as part of the stop/start system which also reduces the load placed on the alternator.

Audi plans to expand its ‘e’ model line in the near future and start putting further technologies from its modular efficiency assembly into production.

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Peugeot’s new LCV (light commercial van) range takes all these tragic ideals and completely destroys them. In fact were it not for the simple fact that this is so very obviously a white van, you would almost think that I’d muddled up my reviews. It really is that good, in fact the Expert may just change “white van” thinking for ever. Seriously!

Expert shown in ‘Bianca White’

OK, that’s a big claim, and as someone who has spent a great deal of time in white vans in my formative years I can tell you that seeing this on my schedule list did nothing to thrill me. But after five minutes behind the wheel I was forced to eat my hat. The Expert makes driving a commercial van easy, almost relaxing and very nearly pleasurable.

But before we jump in to all that, let’s kick the tyres and take a quick look around outside. From the front Expert is car-like, very Peugeot-esque (naturally), and the big mouth certainly bears an unmistakable family resemblance. It’s more aerodynamic than is usually the case for a box van and even from the rear remains crisp and taut with all lateral lines following aftward in a uniform fashion.

Once behind the wheel a couple of nice surprises lay in store. For starters it’s quiet, the driving position is actually comfortable, neutral and it remains that way even after hours and hours of sitting there. I dislike the word ergonomic, but that is exactly what this is.

I drove through heavy peak hour traffic (which is 6am ’til 7pm in Melbourne), the demanding warrens of various industrial estates and wiggled down tight inner city lanes for the best part of a week and still jumped out at the end of each day surprised at just how good I felt. What’s more it’s easy to jump in and out of. There are no grab handles, you don’t need them. Just pop the door open and step in. Simple! Courier drivers will love this van.

Surprise number two was just how well the Expert drives. It’s a breeze. The clutch may be a touch heavy for some, but it’s certainly not burdensome. All the controls are light, obvious and fall readily to hand which leaves your focus where it is meant to be - on the road ahead.

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Whatismore, they could be right, the Koleos is keenly priced and extremely well equipped, offering a range of two-wheel and four-wheel drive models, with either petrol or diesel engines and starting from a very sharp $29,990 price point.

Renault Australia Managing Director Rudi Koenig says the company expects to sell at least 150 a month of the EuroNCAP Five-star safety rated Koleos.

He said the company was in a position to capitalise on greater sales demand and it expected the Koleos to become the top-selling Renault model in Australia.

In a novel attempt to focus on the “real-life” use of such vehicles Renault’s launch of the Koleos was billed as an “outback adventure”, which began with a five-minute helicopter ride from Melbourne Airport to one of the city’s premier private schools Xavier College, where the assembled media boarded a fleet of Koleos’ for a short drive through the “urban jungle” to nearby East Camberwell Tennis Club, which was followed by more trekking through the “urban jungle” to Donvale Pony Club.

A bit gimmicky you might say but the truth is, and Renault is pulling no punches about this, these cars will spend a lot more time trekking from school, to tennis club, to pony club than they ever will confronting the rigours of outback Australia.

In intrepid “Mum” style we confronted the rigours of mid-morning traffic, the demands of speed humps and the challenges of roundabouts and the Koleos tackled them all with assurity, quietness and comfort.

However, Renault wasn’t going to let us get away without proving some of the very real off-road capabilities of the Koleos and at the Pony Club, had laid out an off-road course that was reasonably challenging and certainly proved that in four-wheel drive form the Koleos can handle modestly rugged countryside.

It certainly won’t leave you stranded when confronted by steep inclines or declines, offering both Hill Descent Control and Hill Start – both of which worked very well, and can make it’s way over grassy knolls and muddy tracks.

Having handled the most rugged of “urban jungle” challenges we headed out of the city into the hills for the chance to experience the Koleos on the highways of Melbourne Yarra Valley wine country, another challenge the Koleos and its ilk must regularly deal – the “Sunday drive”.

Here it became apparent that the range-topping Koleos Privledge, with its 2.5-litre petrol engine coupled to a CVT gearbox, was a quite, smooth and very peaceful place to be, unless you turned the volume on the premium Bose sound system up too far.

What it also showed was that presented with a few substantial hills, and only two people on board, the Koleos petrol engine was a bit challenged, needing to hunt downwards for another ratio to maintain a reasonable amount of forward propulsion.

It wasn’t a huge problem but it left us looking forward to trying the Nissan-sourced 2.0-litre dCi diesel engine in the lower spec Dynamique.

When we later got into this car we weren’t disappointed and although the vehicle was the six-speed automatic, which get a 110kW engine rather than the 127kW engine that’s fitted to the six-speed manual, it was as we expected a much strong performer.

The drive back to Melbourne across rising and falling country roads was again smooth, quiet and this time not plagued by a need to drop down a gear, making our progress just that little bit more relaxed.

We also spent some time on dirt roads on the way back to Melbourne and again this proved that the Koleos, was reassuring competent on surfaces with less than optimum grip, never once feeling anything but confident.

Launched in Europe in June, the Koleos is the first 4WD crossover vehicle to be produced by Renault and will be sold in over 40 countries around the world.

Renault says the lines of Renault Koleos were designed to be both distinctive and expressive.

The front-end of Koleos features the grille-mounted Renault logo flanked by air intakes and modern elliptical headlamps.

The side aspect of the Koleos betrays its 4WD calling and ruggedness.

Renault says the arrow that flows from the rear lights along the car’s flanks to the front gives Koleos a particularly assertive character. The distinctive lines of its hatch form a movement that spills from the bottom of the rear window to converge on the rear logo which sits on a gloss black finish plaque.

It adds that the elegant exterior is enhanced by practical features such as a split-opening, ‘clamshell’-type tailgate to assist cargo area access and more.

The upper part of the hatch permits access to the boot in cramped spaces and allows items of more than one metre wide to be carried. When lowered, the bottom part of the tailgate serves as a handy seat for two adults (up to 200kg) and we can attest to that having used it for just such a purpose.

Standard exterior features include: body coloured bumpers, chrome-effect front and rear skid plates, 17-inch alloy wheels, satin chrome door handles and aluminium roof-rails.

The exterior differences between the entry-level Dynamique and top-of-the-range, Privilege, are subtle. Both models are fitted with 17-inch alloy wheels (with differing designs) and the Privilege is fitted with front and rear parking sensors as standard.

There are no styling, or badging, cues to differentiate between 4×2, 4×4, petrol or diesel models.

We’d agree with Renault that the driving comfort, noise levels and interior design of the Koleos interior set it apart from most compact SUV’s.

All controls fall easily to hand and the flowing dash design is finished in soft touch materials. A leather-wrapped steering wheel (height- and reach-adjustable) and gear shift is standard on all models.

A raft of equipment aimed at taking the stress out of motoring includes the Renault keyless card and start button function, automatic handbrake, headlamps and wiper activation, dual-zone climate control, satellite audio controls, cruise control (with speed limiter), power windows, roof-mounted child-minder mirror, electronic child locks and adjustment of the exterior mirrors.

The comfort of rear seat passenger is enhanced by two, b-pillar mounted, air vents with fan speed controls located on the back of the centre console. Folding tables are also integrated in the back of the front seats.

The Dynamique interior is finished in dark charcoal with cloth trimmed seats, complete with satin cabin highlights.

The Privilege is trimmed in beige leather and fitted with heated front seats with electric controls for the driver, and perimeter entry is also standard.

The ‘Modularity Pack” (standard on Privilege, optional on Dynamique) includes an ‘easy estate’ system which enables the 60/40-split rear bench seat to be folded away at the flick of a lever.

The pack also includes a forward folding front seat back which allows items up to 2.6m long to be transported, adjustable incline on rear seat backs, a removable centre console insert, rear armrest storage and a 12-volt outlet in the cargo area.

An optional electric panoramic sunroof is also available.

In typical Renault fashion there is plenty of storage all around the cabin and the dashboard includes an air- chilled, 15-litre glovebox, while the storage space in the centre console is extremely large. Extra space is provided in a drawer located beneath the front passenger seat, door bins will take a 500ml bottle and the lidded stowage space incorporated in the armrest is ideal for CDs.

The Dynamique is equipped with a single CD, AM/FM audio system whilst the top-of-the-range Privilege is fitted Bose® developed audio system which comprises a digital amplifier, seven loudspeakers and a sub-woofer.

All Koleos models are fitted with an auxiliary audio input for MP3/iPod connections. Particular attention has been paid to effective damping of both mechanical and road noise. Effective use of balancer shafts and a twin-mass flywheel damper has been made to minimise cabin intrusion from the diesel engine along with engine subframe filtering and soundproofing materials.

Electronic Stability Program is standard on all models and in emergency braking situations, drivers can count on ABS with electronic brakeforce distribution (EBD), emergency brake assist (EBA) and ESP with understeer control.

Even before the latter kicks in, the all-wheel drive transmission control system intervenes to adjust the front/rear torque split as soon as the first signs of oversteer or understeer are detected.

Koleos will be available in 2WD petrol and 4WD petrol and diesel powered variants.
The 2WD Dynamique is powered by the 2.5-litre petrol engine and is available with a six-speed manual or CVT.

The 4WD Dynamique is a powered by three engine/transmission combinations. The 2.5-litre petrol is fitted with a CVT and two variations of the 2.0-litre diesel engine are available. The six-speed manual dCi is produces 127kW while the six-speed adaptive automatic transmission is mated to a 110kW engine.

The top of line 4WD Privilege is only available in petrol/CVT format.

Both engines fuel economy is equally impressive with the 2.0-litre dCi manual version returning a combined useage of 7.9L/100km and the automatic 8.3L/100km. CO2 emission for both models are 209g/km and 221g/km respectively.

The 2.5-litre Euro4-compliant petrol engine delivers peak power of 126kW at 6000rpm and maximum torque of 226Nm at 4400rpm. On the 2WD Dynamique models the engine is paired with a manual six-speed gearbox or a continuously variable transmission (CVT). The 4WD Privilege comes standard with CVT.

The 2.5 engine is extremely fuel efficient with the 2WD manual version returning 9.6L/100km while producing 230g/km of CO2.
2008 Renault Koleos Model Range:

Dynamique 4×2 2.5 petrol, 6-spd manual $29,990
Dynamique 4×2 2.5 petrol, CVT $32,990
Dynamique 4×4 2.5 petrol, CVT $36,990
Dynamique 4×4 127 kW 2.0 dCi/6-spd manual $39,990
Dynamique 4×4 110 kW 2.0 dCi/6-spd auto $39,990
Privilege 4×4 2.5 petrol/CVT $41,990

Options:

Metallic Paint $800.00
Modularity Pack (Dynamique Only) $650.00
Panoramic Glass Sunroof $1890.00
Bi-Xenon Headlamps (Privilege only) $1950.00

The Koleos will go on sale in first week of October.

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Chrysler Australia Managing Director, Gerry Jenkins, was being a bit coy about sales numbers at today’s launch but admitted he expect at least 100 a month from the seven-seater that will be classified as a People Mover in Australia.

The Journey is called a crossover-SUV in other countries, including its home in the USA, but that’s because those markets also get a four-wheel drive version.

In Australia the Journey will be restricted to just two-wheel drive, but to be frank that’s no great concern as most people who buy it will never take it anywhere they are likely to need more than two driven wheels.

Mr Jenkins said the all-new Dodge Journey was engineered to meet life’s changing demands by offering a unique combination of versatility and flexibility in a sporty design package.

He added that it took on the practicality of a people mover, the flexibility of an SUV and the overall efficiency of a passenger car.

“Active life styler’s expectations will be exceeded with so many user friendly amenities on the all-new Dodge Journey.”

“This is a unique vehicle that will appeal to a crowd of consumers who want a reasonably priced, fuel efficient vehicle with seven seats today - not tomorrow.”

Mr Jenkins said the power-train choices for Dodge Journey have Australian customers in mind - a 2.7-litre V6 petrol engine linked to a six-speed automatic transmission, which is standard across the range.

Also on offer is a 2.0-litre turbo diesel engine, sourced from Volkswagen, that’s matched to a Chrysler-Getrag produced six-speed, dual-clutch automatic transmission.

“Offering Journey to the Australian market was an easy decision - seven seats, six airbags, ESP, automatic transmission and Dodge good looks are all standard across the range,” said Mr Jenkins.

Clever, flexible seating and storage combinations include standard seven-passenger seating with spacious cargo room and all the safety equipment consumers expect from Dodge. Spacious storage bins, hidden in the floor and under the front passenger seat cushion, combined with two fuel-efficient power-train options, make Dodge Journey flexible and functional.

The Journey features two engine and transaxle combinations that are aimed at meeting the needs of a diverse group of buyers. These include a quite fuel -efficient and powerful 2.0-litre turbo diesel engine – sourced from VW, plus Chrysler’s 2.7-litre V6 engine, coupled to a six-speed automatic transaxle.

The 2.0-litre turbo diesel engine is available on the range-topping Journey R/T and Chrysler Australia says it positions the Journey competitively in its class for power, torque, acceleration and fuel economy.

Maximum power is 103kW and peak torque is 310Nm. The 2.0-litre engine achieves fuel consumption ratings of 7.0 L/100km with the all-new six-speed dual-clutch automatic transaxle.

It’s certainly the engine of choice in the Journey and on our 300+ kilometre launch drive we averaged a credible 8.4L/100km.

The diesel engine and dual-clutch gearbox combination could become available in the entry level SXT if there is sufficient demand, according to Chrysler Australia MD, Gerry Jenkins.

Currently the Journey SXT and R/T arrive with a 2.7-litre, V6 engine as standard. The 2.7-litre engine comes coupled with a six-speed automatic transaxle, and produces 136kW and 256Nm of torque.

The 2.7-litre petrol engine delivers useful performance and a fuel consumption rating of 10.3 L/100km (combined), which was close to what we achieved on our introductory drive.

Storing things “under the front seat” takes on an entirely new meaning thanks to the Dodge’s innovative Flip ’N Stow in-seat storage. The front-passenger seat cushion is hinged and, when flipped forward, reveals a bin that is large enough to store a purse, umbrella, PDA or MP3 Player when the seat cushion is down.

The Dodge Journey rear doors open 90 degrees, making it easier for people to get in and out of the second row and gain access to the available third-row seat.

The Journey also features stadium seating, which gives passengers in the second and third row the ability to see outside the vehicle, which is especially helpful for keeping young passengers entertained on long drives. The second-row is 40 millimetres higher than the first row. The available third row sits another 17 millimetres higher than the second row and 57 millimetres higher than the first-row seats.

Located in the floor behind the front-row seats are two standard under-floor storage bins that are designed to hold drinks plus ice or other items, conveniently out of sight.

For added convenience, the bins feature latching lids and removable, washable liners, so they are easy to clean. The second row also slides rearward 60 millimetres, for 120 millimetres of total seat travel, providing extra legroom for taller passengers.

The available third-row seat is easy to operate and get into thanks to Dodge’s Tilt ’N Slide second-row seats.

With the push of a single lever on the side of the seat back, seat cushions easily fold upward and the seat slides forward. The 50/50-split-folding third-row seat provides enough room for two passengers on an as-needed basis and the seatback reclines six degrees to make the ride even more comfortable.

A rear in-floor hidden storage bin located behind the third-row seat is standard on all models.

The Dodge Journey also features two types of seat upholstery, Chrysler’s ‘YES essentials’ stain-resistant, odour-resistant, anti-static seat fabric is standard on the SXT, while leather trim is standard on R/T models.

At the media launch Chrysler made much of the fact that it was the first non-European carmaker to offer dual-clutch technology, which it sees as providing much improved fuel efficiency and light overall weight, both commendable features in any vehicle, and especially one that weighs in at over 1700kgs.

Interestingly the Journey is larger than both the Ford Territory and the Toyota Kluger and is just a little shorter than Holden’s new Commodore Sportwagon.

Chrysler Australia definitely sees the Journey as a competitor to both the Territory and the Kluger.

So what’s it like? Well there’s still that impression that the American’s have yet to discover the tactile interior finishes that the rest of the world has known for a long time but the improvement is very noticeable.

The trim and quality of fit and finish is a major step up for a US product, although the Journey is actually built in Mexico, and the R/T in particular looks very stylish with attractive chrome bezels on the audio and air-conditioning elements of the centre console.

The R/T we drove also featured the latest version of Chrysler’s MyGIG entertainment system, which now features a 30-gigabyte hard-drive plus Bluetooth phone connectivity, IPod integration and 360-watt Infinity audio system.

On the road the petrol-engine SXT we drove was quiet and refined in its ride and handling, which unfortunately only served to highlight the slightly thrashy nature of the V6 engine’s operation.

It struggles when presented with hills and immediately wants to drop down a gear and start revving to keep the Journey up to speed.

In the diesel engine R/T there was no such problem and the additional torque of the engine meant it cruised along happily in top gear, without the need to hunt for lower ratios unless the inclines were substantial.

Even then it was a strong pull from the diesel that meant the overall progress was a much quieter affair and we’d have to say that this combination is the preferred option.

The dual-clutch gearbox is a very smooth operator that gives the feel of an automatic, rather than the automated-manual feel that Australia’s have become accustomed to from the likes of VW’s similar DSG gearbox.

That said it is refined and pleasant to use and works well.

Overall the Dodge Journey is a well priced and well presented addition to the family vehicle market in Australia and we would think it should be on the shopping list of anyone looking for a multi-purpose family orientated mode of transport.

Model line-up
Dodge Journey SXT - 2.7L petrol V6 and six-speed automatic
Dodge Journey R/T - 2.7L petrol V6 and six-speed automatic
Dodge Journey R/T CRD - 2.0L turbo diesel and DCT six-speed auto-manual

Options
MyGIG Entertainment system $3250
Power sunroof $2000
Second row video screen $1500
Rear park assist $400
Premium paint $300
Sunscreen glass (SXT only) $300

Pricing
Dodge Journey SXT $36,990
Dodge Journey R/T $41,990
Dodge Journey R/T CRD $46,990

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From the outside, the Scout gets plastic clad wheel arches, along with full under body protection from the elements. The Scout’s main intention is to go anywhere with the family and their belongings in tow.

It’s a bit of a far fetched statement, but in the grand scheme of things, how many people actually go off-road that often? The Scout offers enough clearance for a bit of bush bashing and enough protection from the odd rock that’s lying about.

It’s certainly not a serious off-roader, but seems to cope well enough with regular and typical conditions we face in Australia.

The cabin’s sturdy design ensures that it will cope with kids and other nasties for some time to come. Rear leg room is quite impressive, even for an adult.

There was some intrusion from the driveline though which ran through the centre of the cabin floor.

The cup holders in the centre console weren’t big enough to fit the regular sized water bottles supplied with the cars for the launch. Seeing as they aren’t typically oversized bottles, we were a bit confused as to what bottles or cups would actually fit inside them.

RNS510 is now also offered across the Skoda range. If you’re not familiar with the system, it’s Volkswagen’s all new multimedia system which uses a hard drive to store navigation data, along with music and video. The touch screen also facilitates an SD card reader, along with a reversing camera (although no launch cars were fitted with one).

The boot’s many anchorage points and cargo blind offer peace of mind, while a 580-litre storage capacity with seats up and 1620-litres with seats down eclipses the competition.

Subaru are the only manufacturer that offers a competing vehicle in this price range. The Octavia Scout sits in between the base model Outback and the luxury version. It out-specs the Subaru both in terms of features, torque, acceleration and luggage carrying capacity.

Our test route from Albury to Mt Buller allowed us to cross a number of roads of varying condition. This included a section of frightening looking mud ruts which had one set of journalists stuck (it wasn’t me either - for a change!).

After attacking the ruts with a bit of speed and vigour, the Scout ploughed through without a worry in the world. Not bad when you consider our road biased tyres.

The twisty road based stretch of the launch drive allowed us to see how versatile the Scout was through a typical country winding road. The steering is accurate and responsive, allowing enough feedback for the average punter.

Body roll is good at the best of times but sometimes catches the car out when changing direction in a hurry. Row through the cogs and the easy going clutch and rather tight gearbox offer no resistance.

The brakes were tough enough for a brisk dash up Mt Buller and offered great feel and impressive stopping power on sealed surfaces.

After passing through Mansfield, we drove up Mt Sterling, which allowed us to try the Scout on a selection of snowed-in roads. Although the road biased tyres were a bit fussy at times, the all-wheel drive system coped well with power delivery and torque.

We lined the Scout up on a section of snow covered grass and tried a number of tests to see how well the all-wheel drive system reacted. Using a Haldex coupling, the system can begin sending torque to the rear axle in a fraction of a second.

Even slight levels of acceleration, which caused the front wheels to slip immediately, brought the rear wheels into attention. The ESP system coped well on the snow, allowing enough slip to get moving, but not enough to start hanging out the rear end.

One point of concern – not only with the Scout – is the ABS calibration. It works well on dried tarmac but on both dirt and snow, the system doesn’t operate dynamically. Jam the brakes on in the snow and the car takes an eternity to come to a stop.

Sure, you’re not meant to use your brakes aggressively in the snow, but you would have thought adequate adjustment would be required to tailor the system for the snow. Likewise with dirt roads, the system doesn’t allow the tyres to dig into the dirt to slow the car up enough.

Powering the Scout is a four-cylinder, 2.0-litre, diesel engine that produces 103kW of power and 320Nm of torque. At this stage, there is only a six-speed manual gearbox on offer, but Skoda is hoping for an automatic version in the future.

The engine’s power delivery is brisk and precise, but it runs out of breath pretty early on. Expect to see combined fuel consumption figures of around 6.1-litres/100km.

Only one grade of the Scout is on offer and priced at $39,990, it slides in to compete with Subaru’s Outback.

Standard features include: dual-zone climate controlled air-conditioning; central locking; power mirrors; power windows; heated seats; heated external mirrors; auto dimming rear vision mirror; rear parking sensors; six-stack CD-player; cruise control; automatic headlights; automatic windscreen wipers and cargo blind.

Standard safety features include: six-airbags (two front, two side, two curtain); Electronic Stability Control (ESP ); ABS brakes with EBD and BA; engine immobiliser and anti-hijack protection.

The Skoda Octavia Scout is an interesting one. It’s versatile enough to go camping, but also practical to tootle around the city. It’s big in room, yet small in size. It wins my vote. Don’t take my word for it though, take one for a test drive, you may be surprised at this frugal all-rounder.

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When most car companies say “power upgrade” it’s essentially to the tune of 5-10kW and not much else, using a new 2.2-litre turbodiesel, Mazda has increased power by a massive 31kW (compared to the the 2.0-litre engine found in the previous generation) to 136kW and squeezed out an additional 40Nm of torque to hit 400Nm (from 1,800 rpm).

Meanwhile the new 2009 Mazda6 MZR-CD is expected to maintain a similar fuel economy figure of 5.9L/100km to its predecessor.

“This spirited and economical new-generation engine will further cement Mazda’s leadership as the only Japanese brand offering diesel-powered passenger cars for environmentally conscious Australians. This new diesel engine will deliver on the seemingly conflicting attributes of robust and refined, powerful and efficient. And we’re confident it’ll arrive with a compelling sub-$40,000 price.” Mazda Australia Managing Director Doug Dickson said,

The new Mazda6 diesel’s power and torque will be managed through a six-speed manual transmission, once again the biggest complaint will remain. Where is an auto option for the diesel?

The Japanese giant says the company is committed to improving fuel economy by at least 30 per cent across the range by 2015 and the new Mazda6 MZR-CD is one of the first steps towards that goal.

Expect the new 6 in Australia by around December alongside its smaller brother the Mazda3 MZR-CD diesel ($29,500).

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I’d like to call myself a fair-dinkum Aussie but this was going to be my first trip into proper ‘Outback OZ’. It’s absolutely shameful that I’ve driven cars all over the world but never once gone walkabout in my own backyard.

I urge all of you who are planning to eat snails in Paris or gnocchi in Rome, to pack up the family and head north, to one of the most incredible places on earth, outback Australia.

Colleague Paul Maric and the guys who had just completed the relatively short but tough going first leg from Birdsville to the Alice, said to pack for cold nights and hot days. Like any weather report, from any source, they’re only ever half right.

The vastness of this huge continent is magnified tenfold, when you’re on cruise control at 11,000 metres. Bone dry stretches of dead flat land, as far as the eye can see. It’s an absolute frontier, much the same way as Alaska is to the US.

It just looked hot down there. T-shirt weather for sure, maybe even shorts, I thought.

When the plane hit the deck at Alice Springs airport and the rear door opened up – it must have been all of 12 to 14 degrees, with a stiff breeze. The T-shirt thing wasn’t going to cut it here in the outback, not on this particular day, anyway.

There were only four of us who had signed up for this journey across the Tanami, so I figured there was no chance of being left behind in some secluded gorge or worse still, Wolfe Creek with a madman.

The itinerary supplied by the Land Rover PR department stated there would be four nights at various camp sites along the way, and that the single man G4 tents would be erected and waiting for us, after each day’s driving. To think I actually believed that!

I wanted to believe it too. Those torturous nights camping in the bush near Singleton during school cadet camps in water logged, one-man tents had put me right off the camping scene from that moment on. Hotel rooms, a stocked up bar fridge and spa bath is where I’m at these days.

Lunch was back at Voyages Alice Springs Resort where I was keen to try some crocodile, any way I could get it. No such luck, but fresh Barramundi spring rolls, hit the spot nicely.

Although we were not due to get under way until the following day, we saddled up in the Land Rover convoy (two highly visible G4 prepped Discovery TDV6, one Freelander 2, one Range Rover Sport TDV6, one Range Rover Vogue TDV8, one Defender 110 and one Defender 130 crew-cab with tray, and headed out to attack the sand dunes south of Alice Springs.

I was a little slow off the mark when we were told to grab a vehicle and ended up behind the wheel of Land Rover’s baby, the Freelander 2 with Camel Trophy guru and leading Land Rover dealer, big John Ayer, riding shotgun.

John has Land Rover running through his blood. He has been a dealer in Melbourne since 1972 and has vast four-wheel drive experience with his Camel Trophy expeditions to outback Australia, Madagascar, Sulawesi, Siberia, Guyana and too many other godforsaken places to list. He’s a regular Indiana Jones, just as handsome but not quite as slim as Harrison Ford, so I was in good hands.

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