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Day 1:

Whoever invented the snooze button on alarms was obviously an extreme optimist, ‘another 10 minutes won’t kill …’

Sure enough as I arrived at Suzuki headquarters near Brisbane airport, my fellow motoring journalists (all three of them) and Suzuki staff were all ready to roll.

Ten minutes later a taxicab arrived and rushed us to a private hanger on the outskirts of Brisbane airport. Secretly, I was hoping what ever plane Suzuki had acquired for the trip had at least two engines and that they weren’t the BMW emblem kind.

Thankfully Suzuki had full intentions of getting us to Ayers Rock/Ularu in one piece, which meant we had a Cessna Citation Bravo, the world’s most popular midsize business jet.

Despite the two Pratt & Whitney Canada PW530 engines strapped on for good measure, a headwind plagued us, which meant a two-and-a-half hour flight to Charleton, stop and refuel and then another two hour flight to Ayers Rock.

At a cost of $4000 an hour flying time plus $600 a day for each crew member, this wasn’t a cheap flight by any means. Eventually though, we arrived at Ayers Rock airstrip and headed for the Desert Gardens hotel.

Here we were greeted by a few other journalists from Australia and New Zealand, plus a large team of Suzuki engineers and designers and to our surprise, Mr Toshihiro (Ted) Suzuki, the son of the current Suzuki boss and a descendent of company founder Michio Suzuki.

Having met the local wildlife - everything from small lizards to big lizards and even a few Dingos - it was time to get serious.

Suzuki may be a relatively small brand in Australia, with only about two per cent market share, but in total, the Japanese manufacturer sold 2,405,000 units globally last year and in terms of volume, sits fourth in the Japanese rankings, behind Toyota, Honda and Nissan. Putting it ahead of the likes of Mitsubishi and Subaru.

The release of the third generation Grand Vitara marks 20 years of production for the popular SUV. Suzuki lays claim to the Vitara having invented the compact SUV segment, as it had no direct rivals back in 1988.

The biggest changes to the new model are by no means visible from the outside, design-wise, a new grille and wider fog lamps are about the most noticeable upgrades, as well as LED turn signal lamps.

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- words by Anthony Crawford. 

It’s not that Holden wanted to dump the Rodeo name and start again, that wouldn’t be the smart move. It takes many years and millions of dollars to build automotive brands and the last thing Holden needed, was to start again in the same category.

Rodeo paid dividends for Holden in Australia as a reliable and tough light commercial workhorse.

There was nothing wrong with Rodeo sales either. In 2007, Holden sold over 18,000 of them, skewed favourably toward the 4X4 variants.

Unfortunately for Holden, it didn’t own the name. That intellectual property belonged to successful Japanese truck company Isuzu, who’s relationship with Holden’s parent, General Motors is no longer.

The irony is, Isuzu Ute Australia is set to launch their own light commercial vehicle in Australia called, the D-Max which is sure to compete against Holden’s new model.

I’m not sure that Holden is too worried though, as the name change has forced the local operation to take a step back and look at the category with a fresh set of eyes and make some welcome changes.

For a start, Colorado is a global brand for General Motors light trucks segment, which could offer some economies of scale and subsequent pricing advantages over competitors.

You will be hard pressed to notice much of a difference between the Rodeo and Colorado, at least from the rear of the vehicle. Things are fairly similar down that end, so you need to look closely to spot the redesigned tailgate and taillight assembly.

Walk around to the front of the truck (Holden execs are using the term truck with increasing frequency when describing the Colorado) and you will be pleasantly surprised. The new grille is decidedly Chevrolet DNA and much better looking for it.

Engineering wise, not a lot of change here either. Three engines are on offer including my pick, the 3.0-litre four-cylinder common rail turbo diesel that pulls the Colorado along, effortlessly. It ought to, with 360 Nm of torque at 1800rpm with the manual and slightly less with the auto albeit, peaking at 1600rpm.

But I’m not sure how many of the 3.6-litre Alloytec V6 petrol engine variants Holden thinks they will sell, given the continuing petrol price crisis, but my guess is, not many.

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Both come with strong credentials from the European market and the Expert, which also masquerades as the Fiat Scudo and the Citroen Despatch, is the 2008 International Van of the Year, a lofty title indeed.

CarAdvice had the opportunity to look over both the new entrants and to take each for a short drive, we wouldn’t be so bold as to say we have a good understanding of the on-road dynamics of either van, but can say they seem to be up to the general standard of other European competitors on our market.

To a certain extent a van, is a van, and driving an unladen box on wheels is always going to be a compromising experience.

What we can say is the both the Expert and the Partner are well equipped with most of the required safety gear, they are reasonably well powered, with, in the case of the Partner, three diesel engines and one petrol and for the Expert three diesel engines and come in a range of short and long wheelbases.

The driving dynamics of both are well-balanced with a reasonable level of refinement given the intended purpose of each vehicle. Both are well designed in the cabin with good ergonomics and plenty of storage options for all those bits and pieces that a van operator seems to end up carrying around.

It is certainly the case that the Partner, being the smaller and more car-like of the two has driving dynamics very much like a car and would be ideally suited to a range of light commercial uses in and around the city.

The Expert, being more of a box-van, has a higher driving position but again the vehicle is light and easy to manoeuvre and can be driven by anyone on a standard car licence.

Both the Partner and the Expert have excellent load carrying capacities and even the Partner can take a standard Australian pallet through the rear barn-doors.

Pricing for the Expert starts at $36,990 fr the SWB and rises to $41,590 for the LWB with the 2.0-litre, 100kW HDi.

The Partner starts at $21,990 for the 1.6-litre petrol and rises to $25,490 for the L2 1.6-litre HDi.

PEUGEOT EXPERT – THE DETAIL

The 2008 Peugeot Expert is an all new model in which comfort, passenger and driver safety, respect for the environment and versatility have all been improved compared to the previous generation vehicle.

Taking its inspiration from its predecessor, the new Expert van maintains the original position of a “Van/MPV”. It now, however, has a more modern style, portraying a strong, durable and dynamic appearance, which will enhance the image of any driver through its bold stylish looks.

Peugeot Australia National Sales Manager Ken Thomas said the design of the sides of the vehicle provides owners with a suitable area for sign writing or promoting their companies etc.

The design of the bodywork, side protection mouldings, bumpers and door handles all create a real sense of quality, strength and durability.

The new Expert van is also equipped with door mirrors containing two individual adjustable mirror glasses - very useful for commercial use.

The Expert van comes in two wheelbases and two heights, and a new pneumatic rear suspension (standard on the L2 Professional), enables the rear load sill and the overall height of the vehicle to be lowered to 1894 mm.

The payload range has also been increased to 1188 kg (from 810kg or 930kg on the previous generation vehicle).

The two hinged, rear doors create a very wide opening space, due to the innovative 90° to 180° opening system which uses an adjustable “check strap” system.

Driver and passenger comfort and functionality remain the watchwords for the interior styling of the new Expert van. The interior of the vehicle has been designed to meet the requirements of a professional user and is both robust and comfortable.

Mr Thomas said active safety measures included on the new Expert van encompassed all the latest technology: Electronic Stability Program (optional), including an anti-roll feature (ROM) and traction control (ASR), while ABS and Emergency Brake Assist (EBA) are included as standard.

The new Expert van has a lot of convenience equipment more commonly seen on modern cars which can contribute to driver safety and comfort, such as: front electric windows, central locking, folding electric rear-view mirrors, fog lights, cruise control & speed limiter.

The new Expert van is fitted with electro-hydraulic power assisted steering on all models, which makes a huge contribution to driver comfort.
There are two versions of the 2.0-litre HDi diesel engine available for the new Expert van.

Developed in partnership between PSA Peugeot Citroën and Ford they produce either 88kW or 100kW and 300Nm or 320Nm of torque respectively. Perfectly capable of powering the van when fully laden, they also benefit from a high torque output at a low engine speed.

A significant development in the new Expert van range is the introduction of Peugeot’s ML6C 6-speed manual gearbox, which has a “finned” gearbox casing to help improve cooling.

PEUGEOT PARTNER – THE DETAIL
The Partner van range will go on sale in Australia in September, launched in conjunction with the new Expert. When it is launched it will introduce a number of innovative features not seen before in this market segment.

The new Peugeot Partner van will be manufactured in Vigo (Spain) on Peugeot’s number two platform, which it shares with the new Peugeot 308. It will be available in two body lengths (L1 and L2).

One very well equipped trim level will be offered, with two load volume and two payload options.

The Peugeot Partner van has been very successful over an extended period of time, and has proven itself in the very competitive European market. More than 1.3 million Partner vans have been manufactured since the vehicle was launched in 1996, with 155,000 of those delivered last year.

The new Partner is available in two body styles with a length of 4.38 metres and 4.63 metres, on a single wheelbase of 2.73 metres.

The load capacity of the new Partner van allows an effective load volume ranging from 3.3 m to 4.1 m3 with the Multi-Flex dual passenger seat; a payload of 750 or 850kg; an accessible load length of 1.80 metres (L1) or 2.05 metres (L2) which can be increased to 3.2 metres when the Multi-Flex bench seat is folded down; a maximum loading width of 1.62 metres; an effective load area height of 1.25 metres and a load sill height of 0.609 metres.

A new and unique feature, the innovative Multi-Flex dual passenger seat offers unrivalled modularity and enables the vehicle to carry two passengers, as well as the driver, a feature not previously offered in the small van market segment.

The new Partner van can be equipped with one or two sliding side doors. With an accessible width of 640 mm and an accessible height of 1100 mm, these doors create a wide opening directly into the load space. Sliding side doors are optional on all L1 models while the L2 model benefits from twin sliding side doors as standard.

All new Partner vans feature a driver airbag as standard and a passenger airbag is available as an option. All seats are fitted with three point inertia reel seat belts.
ABS with EBFD is standard, along with cruise control featuring a speed limiter. A passenger airbag as well as ESP (Electronic Stability Program) combined with a traction control system (ASR) are optional.

The four cylinder 1.6-litre, 16v petrol engine is equipped with indirect fuel injection and has a light alloy cylinder head with sixteen valves. It develops a maximum torque of 132Nm at 2500rpm and a maximum power of 66kW at 5800 rpm.

The entry-level offer in the diesel range is the 1.6-litre HDi 55kW engine. This aluminium based, four cylinder sixteen valve engine benefits from a second-generation common rail direct injection system, with a 1600bar high-pressure electronic pump. This engine owes its efficiency to its high torque output, which is available at virtually all engine speeds. Indeed, 90% of the maximum torque is available from 1250rpm. It also remains above 150Nm right up to 3500 rpm, improving overall driveability.

The 1.6-litre HDi 66kW engine is at the heart of the diesel range. Based on the 55kW version, it strengthens and further benefits this engine, namely its high torque output at low engine speeds, good in-gear acceleration, consistent performance when loaded and reduced running costs.

With a maximum torque output of 215Nm at 1750 rpm it offers an even broader operating range, since at 4000 rpm the available torque is still 158Nm. Fuel consumption in the combined cycle is the same as the 55kW version, namely 5.8L/100km, with CO2 emissions of 153 g/km.

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The standard across the range panoramic glass roof is huge and is even bigger than its predecessor’s, and the vehicle’s extra length means there is enough space for a pair of occasional seats in the back.

This optional third row makes the 308 a seven-seater, while the trio of individual seats that make up the second row are identical in size and are all easy to remove.

This provides endless seating combinations, meaning the Touring can be a two seater load-lugger a five seater, a six seater or a seven seater, you decide.

Without the third-row and with the modular second row in place, the 308 Touring can accommodate an impressive 674 litres of cargo under the load-bay cover.

Remove the second-row seats as well, and the spacious Touring can swallow a cavernous 2149 litres all the way up to the roof.

Compared to the 308 hatch, the Touring has its wheelbase stretched 100mm and the rear overhang has been pushed out by an additional 124mm.

Particular attention has been paid to the vehicle’s modularity so that it can be adapted simply and efficiently according to the requirements of its occupants.

Also in the 7-seat configuration two occasional seats are fitted in the third row. These seats, however, when required can be folded and with the second row seats folded as well, create a flat floor which makes loading of bulky items much easier.

Seating is theatre style, meaning each row is a little higher than the one in front, which helps to provide children with a much better travelling experience.

The 308 Touring is available with a range of two petrol and two diesel engines, comprising a 1.6-litre VTi engine that produces 88kW and 160Nm and a 1.6-litre turbo engine that produces 103kW and 240Nm, both coupled to a four-speed automatic gearbox, while the diesels are the 1.6-litre Hdi producing 80kW and 260Nm coupled to the 6-speed manual or the 2.0-litre Hdi producing 100kW and 340Nm coupled to either a six-speed manual or six-speed automatic gearbox.

Suspension setting and wheel size options are taken from the 308 Hatch but have been revised to suit the greater load carrying requirements of the Touring.
The electro-hydraulic power steering seems to give even better feel and precision than in the hatch, despite being the same.

Driving the Touring is an assured and pleasurable experience and the extra length in the wheelbase may account for a somewhat better feel on the road. In the past we’ve had mixed feelings about the 308 handling but the Touring definitely feels more planted and assured than its Hatch sibling.

At the front braking is taken care of by 283mm ventilated rotors, which are increased to 302mm on the 1.6-litre petrol turbo and the 2.0-litre diesel models.
The 308 Touring is equipped as standard with ABS that includes Electronic Brake Force Distribution (EBFD), Emergency Brake Assist (EBA) and automatic activation of the hazard lights during emergency braking.

Peugeot continues to make ESP either standard or optional, at a cost of $450, according to the model, despite the strengthening trend towards this life saving technology being considered an essential safety item.

The 308 Touring is available in two trim levels, XS and XSE, the latter offering a high level of luxury including leather upholstery and satellite navigation.

Prices start at $30,590 for the XS petrol 1.6-litre automatic and rise to $38,390 for the XSE with 2.0-litre diesel and six-speed automatic.

Combine that with the more aggressive styling of the new range and the 308 Touring shapes up to be a compelling package for European buyers looking for some extra versatility without losing the driving dynamics and economy of a conventional small car.

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Now its been joined by the Single Cab-chassis and King-Cab variants, both made a lot closer to home in Thailand, and both benefiting, price-wise, from Australia’s Free Trade Agreement with our Asian neighbour.
The utility market in Australia has been one of the sales strengths of our burgeoning vehicle market, with strong demand from tradesmen, industry and the mining sectors.
Despite essentially have only one model, it is available in 4×2 and 4×4 variants, the Nissan Navara Dual Cab has sold nearly 9000 units already this year and the 4×4 model is the second strongest selling utility in the market.

A trio of King Cab models is now available powered by a muscular 2.5-litre turbo-diesel engine delivering 126kW power and a superior 403Nm torque in 4×4 models.
Two transmissions are on offer, the standard six-speed manual and an optional 5-speed automatic. The six-speed manual has a ‘long’ overdrive top gear for better economy and quieter running.

At the same time Nissan is adding a Single Cab Chassis manual transmission model to the family that features a separate two-passenger bench seat and an even longer load bed for those who want the practicality of a tough, modern workhorse with the latest features.

The Nissan Navara King Cab offers seating for four, thanks to a pair of fold-down rear seats which, when folded, allow more than enough room for luggage or tools behind the front seats.

The King Cab allows easy entry to the rear of the cab thanks to a rear-hinged door on either side that opens wide. With no B pillar to impede entry or egress, occupants will find cabin entry and egress comfortably easy. Safety is also a priority with headrests and 3-point seatbelts for all four passengers.

Thanks to the longer load bed, compared with the Navara Dual Cab, the new King Cab ST-X Pick-Up can fit 1855mm long loads into its rear tub.

Three King Cab models are available; the RX King Cab Chassis, which along with the premium specification ST-X King Cab Chassis, can be fitted with a Genuine Nissan aftermarket tray; and the sportiest ST-X King Cab Pick-Up which comes with its own tub and integrated tub liner, sports bar, rear chrome step bumper and remote fuel release.
“The new Navara King Cab is destined to play an important role in tightening Nissan’s grip on the light commercial vehicle market,” said Dan Thompson, CEO of Nissan Australia.

“We see the King Cab models entering a growing market segment, where the need to balance a large load with the ability to carry four in safety and comfort, if only occasionally, will be greatly appreciated by our customers.
“Many Navara customers have something big to tow, and with a 4×4 class-topping 403Nm torque and a 3000kg towing capacity (equalling class-best) across the range, that should be no problem.”

We gave the Navara King Cab 4×4 a reasonably brief but fairly challenging drive across some forest tracks out of Canberra and the overall impression was one of considerable competence.
The vehicle, an automatic, which has a novel but quite useful side shift function between first and second gears, was able to cope with deep ruts, steep descents and some challenging climbs over rough and broke roads.

 It had more than adequate power from the very torquey diesel engine and with the added advantage of being able to carry two occasional passengers in the rear, should prove an appealing option for many tradesman who want to be able to run the kids to a sports event on the weekend, or other less work-like demands.
Equally it will appeal to businesses where the option of being able to carry more than just the two regular passengers is a worthwhile option.
Nissan Navara King Cab Range:
RX King Cab Chassis $38,160
ST-X King Cab Chassis $41,160
ST-X King Cab Ute $42,660
Five-speed automatic $2250
Nissan Navara Single Cab
RX Single Cab Chassis $33,660

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General manager marketing, Ross Booth, says he expects the diesel X-trail to add about 30 per cent to those sales – at least – so the contribution that this newest member of the X-Trail family should make the Nissan is not inconsiderable.

X-Trail comes under strong sales pressure from Honda CR-V, Subararu Forester and Toyotata Rav4, all of who top it in the sales stakes,  and we suspect in the future from the only other diesel player in this segment, the VW Tiguan, which has high sales ambitions once its gets unlimited supply from early next year.

The Nissan X-Trail dCi TS diesel is priced from $36,990 for the six-speed manual model, and $38,990 for the six-speed automatic.
The premium X-Trail dCi TL diesel is priced from $39,990 for the six-speed manual version and $41,990 respectively for the six-speed automatic.

Having spent a day driving both six-speed manual and six-speed automatic versions on the road and over some reasonably challenging forest tracks around Canberra, we can say that both cars acquit themselves quite well, although as the manual version has 17Kw more power than the automatic, it does feel a much punchier drive.

Nissan calls the 4WD system All Mode 4×4-I and it is exceptionally easy to operate. Controlled via a large two-position, three-mode rotary knob situated behind the gear lever on the centre console, the system allows the driver to choose between front-wheel drive or fully automatic four-wheel drive: the ‘AUTO’ setting is the default mode, while the third ‘LOCK’ setting is for use off-road.

Two further features of the new All Mode 4×4-i are Uphill Start Support (USS) and Downhill Drive support (DDS).

That said, when it came to the off-road section of our drive, both cars performed very well and were reasonably capable, despite a large up and over hump at one stage managing to remove a section of the under body protection – a gentle reminder that these are ‘soft-roaders’ and they just don’t have the ground clearance, not ramp-over angles of serious four-wheel drives.
With MacPherson strut suspension at the front, and a multi-link system at the rear, the Nissan X-Trail offers a more refined, comfortable ride, while efficiency and handling are assisted by the adoption of electric power steering.

The natural habitat of the X-Trail is much more likely to be the speed humps of suburban roads and the challenges of negotiating the supermarket car park, and these challenges it is sure to handle much better.

There are a myriad of storage options in the X-Trail, from cooled drink holders in the dash to clever slide-out second level bins under the rear cargo floor.

But what about the big change, that engine, well we can say from the start that not only is it a much cheaper option than from some manufacturers at just a $1000 premium over the petrol models, but it does a pretty good job to boot.

The 2.0-litre, four-cylinder engine, is essentially a Renault engine- Nissan people prefer to call it an ‘alliance engine’ - that has already seen service in a number of vehicles and has been available in the European version of the X-Trail.

It delivers impressive performance thanks to its powerful and torquey characteristics, but at the same time it is smooth, refined and environmentally-friendly, with CO2 exhaust emissions rated as low as 198g/km.

The engine sets a high standard in the compact SUV segment and offers a standard Diesel Particulate Filter and is Euro 4 compliant.
It is available in two guises, the 110kW version mated to a conventional six-speed automatic gearbox, and the 127kW version, mated to a six-speed manual.

In 110kW guise, peak power is available at 4000rpm, with peak torque of 320Nm arriving at just 2000rpm.

In 127kW manual transmission guise, peak power arrives at 3750rpm and peak torque of 360Nm is reached at 2000rpm.

The two different power outputs are necessary apparently because the automatic does not have a transmission cooler and cannot handle the higher power outputs of the 127Kw engine.

It’s a bit of a shame really as the more powerful engine feels a lot more responsive and while the majority of buyers will opt for the automatic transmission they will have to accept the lower power output.

Space inside is generous and the 4/20/40 folding rear seats means that load lugging space can be expanded to a maximum of 1773 litres.

Seating, and its luxurious leather in the top-spec TL, is for five, but the truth is that four adults are the maximum you would want to carry, although three children or teenagers across the back seat would be fine, provided you didn’t test their patience for a long period of time.

Standard in all new X-TRAIL models are a trip computer, exterior temperature gauge, cruise control, height-adjustable driver’s seat, air conditioning, power windows, keyless entry, 12-volt cargo area power outlet, cargo area tie-down hooks and roof rails.

And the X-Trail TL model has what must come close to being the largest sunroof in any car - covering 0.59m2, it incorporates automatic closing.

Nissan’s diesel-powered X-Trail is a worthwhile addition to the range that’s well priced, is a first amongst its competitors and is certain to appeal to a good number of compact SUV buyers who are looking for an alternative fuel option.

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GM Holden has taken a pretty bold move with the introduction of its new VE Commodore based Sportwagon. The previous VZ’s target market of commercial users saw the wagon stereotyped as a bland, boring ‘rep-mobile’.

Enter 2008 and the successful VE Commodore. Holden wants to clear that ‘rep-mobile’ image with a Chrysler 300C-esque station wagon that appeals to a broader market, including families and people with active lifestyles.

Speaking at Holden’s media launch of the Sportwagon, Chief Designer Richard Ferlazzo said the design philosophy was to create a vehicle that was tailored to those buyers considering an SUV. The Sportwagon is considered by Holden to be a compromise between function and form, with an emphasis on ride quality and design.

Holden’s Sportwagon is based on the Commodore short-wheel-base platform and not, as in the past, on the WM long-wheel-base platform. The Sportwagon maintains the same length as the sedan but still manages to be one of the most spacious wagons on the market.

The tailgate cuts into the roofline to allow easy access when parked against walls and other cars. The Sportwagon needs just 268mm of clearance to swing the tailgate open, meaning that hectares of room aren’t required to load the shopping or the kid’s soccer gear.

$110-million was poured into the development of the Sportwagon (on top of the $1.03-billion spent on Commodore and $105.1-million spent on the Utility program) with just over half a million kilometres spent on the road testing.

The sporty design comes at a cost to interior volume though. The outgoing VZ station wagon could house up to 1402-litres with the rear seats up, while the Sportwagon can facilitate just under two-thirds of that volume at 895-litres. The rear is more accessible though, with the load height being increased by some 36mm.

The drive route had the assembled journalists drive across a variety of surfaces including bumpy asphalt, gravel and twisty mountain roads.

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From the purposeful stance to the throaty note when you fire the engine, the Evo X – Mitsubishi’s 10th iteration of its rally-bred performance car – is something special.

Not that its humbler origins aren’t apparent in the neatly designed but still a bit too plastic interior that cannot be disguised by the leather and cloth Recaro seats.

But let’s cut to the chase, fire the 2.0-litre, twin cam, four-cylinder engine with its twin-scroll turbocharger that generates an impressive 217kW of power at 6500rpm and 366Nm of torque at 3500rpm, slip the gear lever into first and if you’re lucky enough to have the all-new Twin Clutch Sport Shift Transmission (official acronym TC-SST) at your disposal, simply nail the throttle pedal and hang on – because all hell is about to break loose.

With everything in the right setting performance is quite literally shattering, Mitsubishi is coy about 0-100km/h times but we believe they’ve recorded something close to 5.6 seconds and we also believe that under optimum conditions this car could go close to or under the 5.0sec mark.

Stopping is equally improved with huge Brembo brakes front and rear. Both the Lancer Evolution and MR models employ the same size rotors (350mm diameter in front and 330mm diameter in the rear), and the MR uses new two-piece rotor construction to reduce weight. Both use four-piston callipers in front and two-piston callipers in the rear.

There is so much in this car that is new, innovative or just a little bit exotic – like the aluminium roof, bonnet and front guards - that it’s hard to know where to start.

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It’s been a while since l attended the Australian launch of Hyundai’s (pronounced – hee-unday) own smart car – the i30, and I had forgotten just how good this car really is.

When you add a common rail diesel with an automatic box to the range, what you get is an incredibly attractive proposition for new car buyers looking for the most complete four-wheel package available today in the small car segment.

And I’m not talking about the tricked up, top end SLX CRDi auto, which retails for $27,990, just the base model 1.6 SX CRDi auto at $23,490.

However, there is still a $2000 premium over the manual transmission diesel with the same spec, and frankly, it’s about time that all manufacturers selling cars in Australia, got with the program (as has the been the game plan in the US for the last thirty-five years) and provided an automatic transmission as a no cost option. The economy of scale would have to favour the auto box these days and therefore, make this possible.

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This is a car with a starting price of $32,990 for the six-speed manual that offers a host of standard features including front, side and curtain airbags, active front head restraints, ESP, dual zone air-conditioning, and a host of other convenience and usually luxury features.

The five-speed automatic gearbox adds $2000 to all three models, which include a leather upholstered Luxury at $39,990 and a rather curiously named Luxury Navi that throws in satellite navigation and a reversing camera for $42,990.

At the recent launch of the Honda Accord Euro in Adelaide the assistant project leader on the Accord Euro project, Toshiro Morita, said the benchmark car for the Euro was BMW, because its cars had outstanding features.

He also said the new Accord Euro set out to address criticisms of the previous car by adding more character and making the car both smart and agile.

Honda has sold more than 45,000 Accord Euros in Australia since the model was first introduced in 2003 and the car has helped the company lower the average age of its buyer to 40+ years, in fact most buyers of the Accord Euro are in the 35-50 years-old bracket, married, with a high income and are generally very tech savvy, according to Honda Australia senior director, Lindsay Smalley.

According to Honda the Euro is significantly wider, slightly lower and longer, the styling adopts a more chiselled design, with pronounced muscular wheel-arches that emphasise the car’s wider track and gives the Euro a distinctive, strong stance with a solid, planted feel.

It adds that the distinctive nose and more flowing lines deliver a tauter, more athletic shape.

In our opinion none of this is untrue, the only criticism would be that the new design is a little too derivative of the previous car.

That said the new Accord Euro has real presence – especially from the front, where the aggressive headlights and wide stance give a far more muscular appearance than the previous model.

Climb inside, and things look even better. The front seats – upholstered in leather on the Luxury version, fabric on the base model – are supportive and supremely comfortable. We can’t think of a better place to sit on a long journey.

The 2.4-litre engine, which is described as Euro Four compliant but in fact meets the Euro Five standards that do not come into effect for another two years, is more powerful, delivering 148 kilowatts (up from 140kW) at 7000rpm and peak torque of 234Nm (up from 223Nm) at 4400rpm (manual transmission).

Its sporty performance is all the more remarkable given the improved fuel economy - now just 8.9l/100km (down from 9.1l/100km manual transmission and 9.4l/100km automatic transmission).

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These models, priced at $44,490 and 50,690 respectively, will be joined in September by the rest of the range, which will start at $41,990 with an Expression 2.0-litre diesel with six-speed manual gearbox.

There will also be an Expression 2.0-litre turbo petrol model with a six-speed auto at $42,490 and a Privilege petrol powered model at $48,690.

In addition in September the Laguna Estate, only available with the six-speed auto, will also arrive with Expression petrol costing $45,490, Expression diesel $47,490 and the Dynamique diesel costing $50,690.

The new Laguna, which still uses a refined version of the previous Laguna’s chassis, is a natural competitor amongst the Euros for the likes of Volkswagen’s strong selling Passat range.

The styling is all new – although a little bland – but on the up side there’s a totally new, and quite nicely crafted interior, and impressively, the car is 15kg lighter, on average, than the old model despite being bigger, stronger and better equipped.

The 2.0-litre diesel engine currently on offer produces 110kW at 4000rpm and maximum torque of 340Nm at 2000rpm. It’s a new generation of engine for Renault which was first seen here last year in 1.5-litre guise in the Kangoo van.

The hatch’s diesel engine offers very good fuel efficiency of 6.0L/100km for the six-speed manual and 7.0L/100km for the automatic.

Fitted with a variable-vane geometry turbocharger (VGT) and diesel particulate filter, emissions are 158g/km of CO2 for the manual and 185g/km of CO2 for the automatic and the engine is compliant with the Euro 5 standards, which don’t come into force for another two years.

In the driver’s seat, initial impressions were promising. The cabin is clearly laid out and the car rides well, dealing with uneven Australian road surfaces capably. It’s more luxurious and refined than before, and there is little in the way of engine noise, even under full throttle.

We were less than impressed by the steering, however. It not only lacked feel, but was also imprecise.

Driving on some excellent roads outside of Adelaide we soon found that when changing direction quickly, the Laguna proved clumsy – a surprise given the composed ride. Thankfully, the brakes are far better, bringing the car to a halt quickly and without fuss.

Starting, using Renault’s (in)famous card key and a starter button, certainly reveals oil-burning activity up front, but the 2.0 dCi is pretty subdued, even if the noises it makes are distinctly diesel.

It’s quiet overall, and impressively so at high speeds, where it feels reassuringly well-planted too. It should make a great long distance tourer.

Also good is interior space, up front, in the rear and the boot (it’s a bit shallow but long), the control layout, the infotainment system and its pleasingly clear control cluster.

The attractive, business-like cabin, the space and high-speed quiet are all strong suits, as is the engine’s solid urge and the promise of economical operation – we averaged 8.4L/100km over our short-ish but reasonably brisk drive route.

Potential buyers may also be attracted to the hatchback facility that’s not universal in this class, but seems to be making something of a revival.

Renault expects to sell a relatively modest 450 new Lagunas a year, made up of 300 hatchbacks and 150 Estates, although Renault Australia spokesman, Craig Smith, admits that the company is not sure of the final mix between Estate and hatch and also between petrol and diesel.

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