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Looks are always subjective, what looks good to some can be downright hideous to others, but I’m betting very few of you have a problem with the styling of the Jaguar XF.

Should you have such an issue, I can probably assist you with the proper medication.

For those in the know, Jaguar builds very reliable cars these days; in fact, more reliable than both Audi and Mercedes-Benz according to the massive 2009 Vehicle Dependability Study by the US based JD Power.

More importantly, they are dead even with Lexus across a range of ratings factors including, Overall, Powertrain, Body and Interior and Features and Accessories Dependability.

It’s a comprehensive study, involving thousands of vehicle owners, conducted in the United States each year, and one that you can pretty much bank on if you were shopping for a new ride.

Jaguar was also number one when it came to Sales Satisfaction, and that’s ahead of Lexus and Mercedes-Benz in the top five.

Try number two behind Porsche, when it came to Performance and Design and overall Service Satisfaction behind Lexus.

Jaguar is one brand on the up and up with more good stuff to follow.

So there, no need to worry about Jaguar dependability any more, the Americans have already put that to rest for you and you know what a critical mob they can be.

I could start with the exceptional XF Diesel S, but tradition seems always to give preference to the hero car in a model line up and that would be Jaguar’s hard charging, but impeccably mannered, XFR.

If you think you might require more grunt than 375kW and 625Nm of weapons grade torque in a luxury daily driver, then I can probably get my hands on more of that special medication I was on about earlier.

It’s a good thing that the Jaguar PR department had assigned specific cars to the collection of motoring journalists on this Australian launch, or I might have been trampled in the rush for the heavy hitter although, funnily enough, the XFR doesn’t look all that different to any other XF.

Its subtle, no really loud bit’s although there are some purposeful looking vents in the bonnet that help cool the beast within when you decide you’ve had enough of following an Audi A6.

There are a few other hints too, like the hardly noticeable lip on the boot lid and the nicely engraved supercharged on each of the 20-inch alloys. But you won’t have any trouble picking the quad exhaust tips or the distinctive red and green background letter “R” on the right hand side of the boot lid.

Inside, it’s more of that lavishly supple leather interior that we saw on the XF SV8. Contemporary English private club with minimal clutter, but with a few very cool XF features such as the alloy drive selector, which automatically rises out of the console in sync with the rotating air-conditioning vents when you hit the start/stop button.

I’d forgotten how comfortable the seats are in the XF but these are even better, more bolster and more comfortable than my overpriced leather lounge, and infinitely more entertaining.

At one point as we were performing some high speed surgery on a few very twisty sections in country New South Wales, I thought there could have been a tad more lateral support for the driver at least, but a quick left-right-left at full tilt in the XFR, and that issue was sorted, no need for more bolster.

Given that most of the time you’ll be sitting in peak hour traffic moving at less than 45km/h, it makes perfect sense to skew seat design more towards comfort, than a Recaro-style race shell.

Is it straight line quick? It’s the XF model flagship, so yes its quick, 4.9 seconds quick and speed limited to 250km/h.

But with a few aerodynamic additions, it will do so much, much, more than that.

Late last year, US driver Paul Gentilozzi from Rocketsport Racing, drove a prototype XFR across the Bonneville Salt Flats at speeds in excess of 362km/h and became the fastest Jaguar since the XJ220.

Jaguar appears to have benchmarked the XFR against BMW’s brilliant V-10 powered M5, itself a four-door tarmac stormer, but whereas the BMW has more aural satisfaction, the Jaguar is super smooth and arguably quicker through the bends.

Its also a more comfortable ride when you are charging along those patched up, truck trodden roads, which are all too common in this great wide country of ours.

You can’t hear the whine of the Roots-type twin vortex supercharger even when you bury the throttle and leave it there, that’s been effectively all but dialled out of the equation and frankly, I’m not sure if that’s a good or a bad thing.

But never mind that, I’m pushing the XFR relentlessly through some very fast bends via the quick shifting paddles, and it’s not moving a centimetre off line.

I’m thinking I could go even harder was it not for the dampness and poor quality of the road surface on which we were travelling.

I’ve got the Dynamic Mode lit up too (that’s the one with the chequered flag picture), which remaps the throttle response, alters the stability and transmission mapping and is essential for punting along this kind of terrain at these rather enthusiastic speeds.

What I’m most impressed with though, is the near perfect steering set up, it’s superbly weighted, particularly accurate and quick to respond. The XFR is fitted with a “fast ratio” steering rack, which is assisted by more aerodynamic balance through the deeper front bumper and boot lid spoiler.

If you take a peek behind those big 20-inch wheels, you won’t find any bright red, six-piston calipers with the word Brembo inscribed – this very British, public school boy doesn’t subscribe to such brashness.

What you get though are some of the best brakes in the business with perfectly balanced pedal feel and sure-footed stopping power.

On a dry road, the XFR will come to a dead stop from 100km/h in just three seconds or 38 metres and for a luxury car weighing in at 1891 kilograms, that is a remarkable result.

It might be big, it might be fast, and it might be heavy, but one thing the XFR isn’t is emissions heavy. Just 292 grams per kilometre is its combined CO2 output and that is less than many smaller vehicles, as well as satisfying Euro Five emission requirements.

After 200 kilometres in the XFR its time to swap into one of the most talked about cars of the moment, the Jaguar XF Diesel S.

Powered by a 3.0-litre, V6 diesel, jointly developed with PSA Peugeot Citroen, that produces a class leading 202kW and a whopping 600Nm of torque, I can’t wait to get behind the wheel.

I immediately punch it and frankly, I can’t feel a lot of difference between the two cars, I mean there is absolutely no lag, not even a millisecond, it’s jet like and effortless.

That’s the parallel, sequential turbochargers taking care of business in the proper manner; try 0-100km/h in a rapid 6.4 seconds. Impressed? Then what about from idle to 500Nm of torque in a mind blowing 500 milliseconds? That should grab your attention.

Its so petrol like in behaviour, that one of the journalists on the previous drive rotation stepped out of the car the day before, and proclaimed to the XF Chief Programme Engineer that he thought it was a brilliant V8!

Yes, it’s that quiet, I might just have to forgive this person for others will make the same mistake too, that’s a certainty.

Let’s hope that under the fuel filler lid that there is a great big flourescent “Diesel” sticker otherwise a catastrophe might occur.

Even more rewarding is the constant and smooth delivery of power (that’s both the XFR and XF Diesel S) there’s no power band or surge to speak of, just a relentless shove in the back as the car devours tarmac unlike any diesel powered vehicle I have ever driven.

More deserted twisty roads ahead, and I’m driving the Diesel S with the same voracity through the corners as I did the XFR. Again, there’s not a whole lot of difference when it comes to handling dynamics, but that’s not surprising, as the XFS is near enough to 70 kilograms lighter than the supercharged car.

Just don’t think of this car as a diesel and you’ll be fine. Like when you indicate and pull out to overtake, the response will be immediate and fast, try 80km/h to 113km/h in just 3.2 seconds fast.

And if we had German roads and German road rules here in Australia, the XF Diesel would blast on through to its top speed of 250km/h – if only!

Steering might be a tad less responsive but you’ll be hard pressed to call it.

All this and I still haven’t yet got to the best part, fuel economy and emissions.

Here at CarAdvice we think we can drive from Sydney to Brisbane and get 5.9 litres per 100 kilometres, so we’ll attempt that as soon as we can get hold of a car.

It shouldn’t be that hard, as the factory data for the XF Diesel S quotes combined fuel economy of 6.8 litres per 100 kilometres with CO2 emissions at a ridiculously low 179 grams per kilometre.

Normally, I would put my hand up and claim the hero car as my pick, but I am so blown away by the XF Diesel S package, that it may well become the hero car of the XF line up in double quick time.

The new Jaguar’s will be in showrooms from July and deliveries to customers are expected to begin in August, with the XFR costing $208,450 and the Diesel S $116,250.

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Perhaps what’s even more impressive is that the all new Zed is almost at a level whereby it will give a great many cars north of that figure a run for their money too. Yes, it’s that good.

Sure some will be bound to say it doesn’t look different enough, and at a glance that may well be true, but spend some time with the 370Z, and you’ll agree that these subtle styling differences have made the car far more formidable in pose, and not without good reason.

It’s smaller, wider, lower, and in my humble opinion, substantially tougher than the model it replaces.

Sure the 350Z went reasonably well, handled neatly and sold in droves, but when you drive the all-new 370Z you quickly appreciate just how far the development of the iconic nameplate has come in only a few short years.

Firstly, and most noticeably, is the increase in performance, and I don’t just mean the numbers. The whole car feels more alive. It accelerates more aggressively, is more responsive in both power delivery and handling, and best of all hasn’t become so perfect that it has lost its sense of humour.

It truly is a car you can actually enjoy driving again and again. The steering is positive with just the right amount of assistance to feel when you’ve reached the threshold of the front wheels’ grip. Turn in is quick, and sharp with the chassis reacting quickly to sudden changes in direction.

In fact it so rigid torsionally that to induce oversteer only takes a little feed in from the right foot, almost like the Z is a purpose-built drift machine.

To help that along Nissan has shoehorned its 245kW, 3.7-litre, V6 under the bonnet to provide scorching performance to the rear wheels through a new, and very sharp, seven-speed automatic transmission.

This gearbox likes to be driven on torque and makes good use of the 363Nm on tap from 5200rpm, which incidentally is just about where you should start thinking about pulling the + paddle.

The car is so quick to change in manual mode that the car almost feels asleep once back in Drive which let’s face it, will only be used in case of amputation or female company.

Braking is competent, but not as strong of feel as I’d have liked, though that said there are enough electronic nannies on board to keep you out of harms way with ABS, EBA, EBD, ESP and Traction Control all offered as standard.

The cockpit offers quite a list of goodies too with satellite navigation, Bose six-disc CD tuner, cruise control, heated and electrically operated leather sports seats, full trip computer, key-less entry with push button start, Bluetooth mobile phone integration, iPod connectivity, and of course the afore mentioned paddle shifts.

Dusk sensing xenon headlamps with washers, 18-inch alloy wheels and a centrally mounted rear fog lamp round out the kit list outside – just in case the jet fighter-like coupe doesn’t look good enough already.

It’s a touch concerning that there’s no barrier between you and your cargo, though I will admit, the ability to look through the rear glass and enjoy the sight of that polished strut brace does remind you that the family car might have done for the run to the shops, but then again, what would you rather be seen in?

That’s what so much of this comes back to, the Z makes you feel good about being seen in a sports car, and for all those environmental types, my argument is this: 11.4-litres per 100km real world average. Enough said!

If there has to be a downside to the 370Z, in addition to the copious road noise, it would be that the cockpit is a little on the compact side for taller drivers thanks to the high bonnet and dash forcing a less “legs-out” seating position.

Visibility through the “C” pillar and rear leaves you begging for parking sensors (or a camera as fitted in Maxima models) and there’s also a slight shortfall when it comes to options with extras like rain sensing wipers, an auto-dimming mirror and some form of rear park assist seeming like an accidental omission when you consider the rest of the kit inside.

That aside though, the 370Z remains a pretty well packed piece of kit for the money and despite the abundance of options doesn’t lose that sports edge so badly lacking in competitors of this price range, and even a few above it.

Yes for any one chasing that honest, undiluted feeling that can only come from a front engine, rear drive sports coupe then the 370Z is the only choice this side of $100K, or as I’ve come to think of it: Godzilla on a beer budget.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 3696cc DOHC V6 (24-valve)
• Power: 245kW @ 7000rpm
• Torque: 363Nm @ 5200rpm
• Induction: Multi-point
• Transmission: Seven-speed automatic
• Driven Wheels: Rear (LSD)
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: Not Tested
• 0-100km/h: 5.6 seconds
• 0-400m: 13.9 seconds
• CO2 Emissions: 247 grams per kilometre
• Fuel Consumption: 10.4 litres per 100km (ADR c0mbined)
• Fuel Consumption: 11.4 litres per 100km (as tested)
• Fuel Tank Capacity: 72 litres
• Fuel Type: 95 – 98RON petrol
• ANCAP Rating: TBC
• Airbags: Dual Front & Side
• Safety: ESP with Traction Control
• Spare Wheel: Space saver
• Suspension: Wishbone (F)/Multi-Link (R)
• Tow Capacity: N/A
• Turning Circle: 10.0 metres
• Warranty: Three year/100,000km
• Weight: 1532kg (Tare)
• Wheels: Alloy 18 x 8.0-inch

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Having driven supercar after supercar this year, it was time to slow things down and just glide.

The Rolls Royce Phantom range represents eloquence and class in spades, especially compared to its melted-plastic-looking Germanic competitor. With that in mind, we contacted Rolls Royce for a road test, it was time to find out if our expectations would be met.

Our original request to Rolls Royce was for a Phantom Drophead, but as you probably realise, Australia isn’t exactly a massive market, and so unlike Holden and Ford, there aren’t that many press cars running around.

Try one, in fact. Thus, by the time we had gone to pick up our test car, it was sold.

We were, of course, disappointed, but as they say, every Cloud has a Silver Shadow, or was that lining? Anyway, it gave us another opportunity for a story.

We were led to a Titanium Phantom, gleaming under the mercury vapour lamps of the garage. We cast our eye over it, and quickly realised that this, too, was not a press car – the Victorian registration gave that away.

“So, you can have this one instead,” said Bevin Clayton, Rolls Royce’s Australian representative. “It’ll be an interesting test.”
“Why is that?” I asked.
“Well, how old do you think it is?”
Alborz Fallah and I looked around, opened doors, inspected the interior, checked the wheels and concluded it couldn’t be very old at all. We had to be honest. “No idea. It must have been delivered recently,” I said.
“Well actually, it’s five years old,” said Mr Clayton. “And, it’s been driven more than most examples around its age.”
Alborz and I looked at each other, then back at the car.
“That’s…um…impressive,” we said, stuck for anything else to say.
“Wait until you drive it”, added Mr Clayton.

The necessary forms were signed, and we were handed the keys.

If you’ve never started a Rolls Royce Phantom, I suggest you try it at some point in your life. It’s possibly the most eerie feeling, this side of a Toyota Prius. There’s an age old adage about being able to place a cup of tea on top of the engine while it cranks over. The saying goes that if it’s tuned correctly, it won’t spill a drop.

It’s true, and five years from coming off the production line, this example still wreaks havoc with your mind, as it plays the “is it on, or is it off” guessing game.

The lack of sound and vibration when firing up 12 cylinders and 6.75-litres from a five-year-old car is like telling a calculator to divide by zero. It just doesn’t make sense. Neither does the fact that when the doors are shut, there is no way known of telling if the car is still swigging from its fuel tank. If you think I’m kidding, just try it.

See, we’re not usually into used-car testing here at CarAdvice, but the Phantom we were handed is part of a program called Provenance. What that means is the car was bought back from its owner by the factory, and is being sold as a completely refurbished unit. It then comes with a factory warranty, roadside assistance, servicing included and even emissions tested, if need be.

So what you’re getting is not like any other secondhand car; it’s basically a brand new one, but someone else has taken a massive depreciation hit for you. In this case, the car was listed for sale at $595,000. To my mind, that brings it down to a level of affordability that opens it up to a new market of buyers.

So, how does it drive in comparison to a brand spanker? One word – identical.

We headed out from the Rolls office in Darlinghurst toward Wollongong. Some of the lumpiest, most broken up bitumen in Australia was waiting for us, not to mention wide freeways, narrow laneways and every other sized ways in between. The five-year-old Roller’s suspension and build integrity had its work cut out for it.

But before we move on to that, there’s something I have to mention about the Phantom. Despite the sheer, colossal size of this beast, it’s a surprisingly easy car to drive.

With its parking sensors front and rear, you never are left in the dark about when to brake while parking. The folded ridges which run the length of the bonnet, also mark the outer perimeter of the car, meaning when you swing into small spaces, you can see exactly where you’re going.

The steering is also fairly light at low speed – perhaps a little too much – making twirling the wheel an easy affair for anyone older than three. Thankfully it firms up at higher speeds, with enough meat and feel to keep you well informed as to what’s going on. A slightly thicker rim would be good, though, even despite the elegance of the standard issue piece.

But it’s the way it soaks up the cracks and potholes with 21-inch wheels that left us truly impressed. Despite their massive diameter, the wheels, in concert with brilliant air suspension, manage to make the ride one of the most pleasant experiences in a car on sale today.

Wait on, it’s five years old, and the roads were rubbish!

Yes, on the huge, crater-like cracks in Sydney’s asphalt, you can feel something happening underneath the car. It’s just so fuss free, though, that you could be doing a Nullabor trek and clobbering a road full of kangaroos, but you’d hardly notice.

Think of it as a virtual steam-roller. Whatever bump you were going to feel has just been flattened out for you, which means that being a passenger is suddenly one of life’s pleasures.

As a motoring enthusiast, I’m all for hogging the driver’s seat. However, in the Phantom, I was happy to hand over the driving to Alborz for a while and just soak up the ambience of possibly the world’s best cabin.

After five years of use, I made it my mission to try and pick a fault with the interior. I was sure that there was some rattling, or creaking, or even scratches I could find, wrong! The leather was pristine, the wood was in perfect nick, and the chrome still glistened like it was plated yesterday.

Apart from a slightly outdated menu system (don’t call it iDrive – Rolls Royce gets mighty upset) the rest of the cabin was perfect. The Provenance programme really does make sure you’re getting the finest of the finest.

That annoys me. Not because a buyer is getting more than they pay for, but because I thought I could pick a fault with the car. I couldn’t and now I have to eat humble pie.

Here’s the thing: If you’re going to make a statement, then you need to have a Rolls Royce. Nothing screams wealth and good taste more than rocking up to an event in a Phantom. However, why pay full dollar?

Sure, you may not get the exact colour you wanted, or the particular walnut you might prefer, but you’ve just saved yourself over $500,000. With that you could buy a Lamborghini for the weekends, or even a Bentley GTC.

When you turn up to a function, how are people going to tell the difference between your Phantom, and the brand new one in the showroom?

Let me tell you, based on the time we spent in a Provenance car, they’re not.

If it’s the impression you make which you’re after, then well done Rolls Royce.

Provenance has proven its providence.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 6.75-litre V12
  
• Power: 338kW @ 5350rpm
  
• Torque: 720Nm @ 3500rpm
  
• Induction: Direct injection, naturally aspirated
  
• Transmission: ZF six-speed automatic
  
• Differential/Driven Wheels: LSD/Rear
  
• Brakes: 374mm vented front discs, 370mm vented rear discs
  
• Top Speed: 240km/h
  
• 0-100km/h: 5.7 seconds
  
• 0-400m: 14.2 seconds
  
• CO2 Emissions: 377g/km
  
• Fuel Consumption: 15.7L/100km combined
  
• Fuel Tank Capacity: 100-litres
  
• Fuel Type: 95RON
  
• ANCAP Rating: Not available
  
• Airbags: Eight
  
• Safety: DSC, TC, ABS, BA, EBD
  
• Spare Wheel: None
  
• Tow Capacity: N/A
  
• Turning Circle: 13.8m
  
• Warranty: Two years on Provenance program
  
• Weight: 2550kgs
  
• Wheels: 21-inch alloys
  

Road Test the Rivals: – Are there really any?

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However, I do harbour a healthy case of badge snobbery and an innate attraction to sports cars, so by no means was this love at first sight.

[Road test diary note: +30 seconds; what the…?]

In today’s market there are few cars that can truly lay claim to unique looks. The Soul can rightfully take this stance. Sure, it’s not for everyone; show me a car that is.

[Road test diary note: +10 minutes; it’s quite cute actually.]

It’s this car’s looks above all, that seem to polarise its audience. Mind you, nine out of 10 comments that have come my way have been fuelled by intrigue and interest, as opposed to those of disdain or the derogatory. It passed the 12-year-old girls’ test with flying colours – “that’s so cool” was the general consensus.

Likewise, the more senior citizens in the neighbourhood approached with great eagerness. “I’d drive one of those” said a gentleman neighbour who currently drives a Nissan X-Trail. Could it be that Kia has created a car that straddles the great divide, the generation gap?

[Road test diary note: +72 hours; what an easy car to live with.]

On road performance of the Soul however is a little less dynamic that its exterior.

Over two weeks we tested two diesel models; the Soul3, four-speed automatic and the Soul2, five-speed manual. The premium and mid-level spec models. The four-speed auto was my pick of the two.

The 1.6-litre turbocharged diesel engine has an output of 94kW at 4000rpm and 260Nm at 1900rpm. Whilst no greyhound, it delivers sprightly, more than adequate acceleration off the mark and a fairly smooth transition through the gears. The automatic transmission was also quick to drop a gear when under pressure.

I found the manual gearbox a little bit ‘notchy’ and ratios slightly mismatched, but it’s a short throw and effortless motion nonetheless. The clutch is light and the brakes waste no time in bringing you to a stand still. It really doesn’t require much effort to get from A to B.

The diesel engine is incredibly fuel efficient. Kia quotes a combined cycle fuel consumption of 5.2L/100km for manual transmission and 5.9L/100km for the auto. We achieved close to this claim in the manual transmission, travelling 397km on just 24 litres of fuel; 6.0L/100km. Carbon-dioxide emissions are 137g/km with the manual and 155g/km in the automatic; statistics that gain the Soul diesel a 3.5 from five-star rating from the Australian Government’s Green Vehicle Guide. The manual petrol variant boasts a five-star rating.

Light, direct steering makes the Soul very easy to manoeuvre at low to moderate speeds. However, there is a distinct lack of steering feedback, which makes driving the Soul feel a little basic and dull at times. It’s a very one-way relationship. Its responsiveness and obedience, on the other hand, is to be commended and it rarely got out of shape.

The Soul has a firm ride whereby the suspension (McPherson strut up front and coupled torsion beam axle in the rear) does a fair job of absorbing bumps, to keep the ride quite composed. It has a rigid build and suffers only from minimal body sway at moderate speeds, however, road noise is a little intrusive. Overall, its ride and handling are surprisingly refined.

The Soul’s Tardis-like cabin is an experience in itself. Without fail, every occupant commented on how spacious it is, and it’s comfortable space at that. A reasonably low seat-line (no leg-up required for the vertically challenged), coupled with considerable roof height produces a very spacious cabin.

A comparison of dimensions puts the Soul smack in the middle between the slightly smaller Honda Jazz and the slightly larger Dodge Caliber. Aside from height, where it trumps both models, standing 85mm taller than the Jazz and has 75mm over the Dodge. Inside, it feels bigger than both of these.

Luggage space is good in standard configuration, with a capacity of 340 litres. Make use of the 60:40 split fold seats – which are simple to engage – and this grows to 800 litres. Specify a roof-rack and you’re spoilt for luggage options.

There are few dislikes or disappointments from the Soul and it has to be said that rear visibility is poor, as a result of large rear pillars. It calls for more concentration, and considerable guesswork, than I care to give when reversing or parking. The reversing camera, a pricey option at $2000, would be money well spent and we think Kia could include parking sensors as standard.

There are no air vents in the second row. However, it didn’t seem to hinder adequate cooling or heating of the cabin. And, sure, there’s lots of plastic to be seen, but the interior has been well executed.

The cloth trim seats are large and comfortable and offer three-way manual adjust for driver and two-way for passenger. The leather-wrap, multi-function steering wheel (with tilt adjust only) feels sturdy and the centre console and audio display is simple but tastefully finished.

Three large dials form the instrument cluster – the tachometer, speedo and the temperature and fuel display – which are positioned within good view of the driver. There are also lots of handy storage compartments throughout the cabin (although some in alarmingly contrasting shades); in-door, centre console, glove box, in-dash and back of seat pockets.

Kia plays up to tech-savvy buyers and their need for connectivity. USB, auxiliary and iPod compatibility is standard across all three models, and the interface is seamless.

I plugged in my iPhone and its iPod function became fully integrated with the audio console. The audio upgrade in the Soul3 includes an additional centre speaker and sub-woofer. An eclectic playlist that includes artists from Moby to the Bee Gees gave these speakers a good test, and they passed with flying colours.

It would be remiss of me not to mention the front speaker mood lamps that come with the Soul3. They have the power to illuminate, both physically and mentally. I’m inexplicably happy when the speakers glow red to the beat of my music. Simple pleasures.

Using customisation as a key selling feature, the Soul offers eleven exterior and four interior colour options and a long list of accessories including: body mould sets, decals, spoilers, fog lamps, and multiple colour combinations.

The Soul2 diesel is priced at $26,690 for the manual transmission and $28,690 for the automatic. The range-topping Soul3 diesel model, in auto transmission only, is $30,890.

At nearly $10,000 over the entry level model, the Soul3 starts to push the value-for-money boundaries, straying into a seriously broad, competitive market in the mid $30,000 bracket; think entry level models of the Audi A3 or the Mini Cooper. It’s hard however to compare apples with apples when benchmarking the well-pimped Soul.

I approach most family vehicles, specifically SUVs, with a distinct air of disregard. I don’t want one because it will cramp my style, but the space and functionality they offer is undeniable. The Soul delivers this with a modern, quirky blend of non-traditional aesthetics – and it doesn’t scream ‘family’. I found this combination very appealing.

However, despite its unique looks and a respectable list of credentials, the Soul struggles to engage the driver. For this reason, it doesn’t feel like a serious, long-term buy, but a cheap and cheery run-about.

Having said that, add to its ‘cheap and cheery’ attributes the fact that it’s economical, fun and versatile, and it ticks a lot of the basic criteria on many shopping lists. So it comes back to design; the biggest differentiator for the Soul.

Confused? Me too.

I’m now on the home straight of what’s been a liberating two weeks testing the Soul. I’m approaching my late thirties; I have a baby on the way; no waistline; I’m wearing expandable pants; and, having recently parted with my beloved coupe and around 237kW, find myself faced with the prospect of buying an affordable, practical family car. It’s not a happy place.

The Kia Soul has been the saviour to my desperate need to not conform. It brought my badge snobbery into line, put a smile on my face and turned back the years. Don’t knock it ’til you try it.

Ratings

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 1.6 litre, VGT, CRDi, four-cylinder, 16-valve
• Power: 94kW at 4000rpm
• Torque: 260Nm at 1900rpm
• Induction: common rail direct injection, variable geometry turbocharger (VGT)
• Transmission: Five-speed manual/four-speed automatic
• Differential/Driven Wheels: FWD
• Brakes: 15-inch ventilated (f), 14-inch solid disc (r)
• Top Speed: n/a
• 0-100km/h: n/a
• CO2 Emissions: 137g/km(M)/156g/km(A)
• Fuel Consumption: 5.2L/100km (ADR combined) (M)/5.9L/100km(ADR)(A)
• Fuel Tank Capacity: 48 litres
• Fuel Type: diesel
• ANCAP Rating: Five-star EuroNCAP
• Airbags: six - driver and passenger, front, side and curtain
• Safety: ABD, TCS, ABS, EBD
• Spare Wheel: space-saver
• Tow Capacity (braked): 1100kg(M)/1300kg(A)
• Turning Circle: 10.5 metres
• Warranty: Five year, unlimited kilometre
• Weight: 1364kg
• Wheels: alloy

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Had I found myself in most family cars capable of seating seven people, I would have started looking for a new job in Abu Dhabi or gone for a surf and contemplated life, but here’s where diesel engines can literally save one’s career.

Even better was the fact that I was sitting in a Peugeot 308 Touring XSE HDi (RRP $$37,190) and apart from the V8-like velocity this thing delivers when confronted with any degree of incline, fuel consumption is downright miserly and 25 kilometres on a near empty tank, isn’t worth a mention.

You see, Peugeot do small capacity diesel engines better than anybody else on the planet, and so they should. They’ve been building them since 1928 and lead the way in diesel technology for the masses. They’re compact, powerful and sip diesel fuel at an astonishingly slow rate, despite the sports like performance across the range.

Take this humble 308 HDi compact family wagon that has joined the CarAdvice long term fleet, its 2.0-litre turbo-diesel produces just 100kW of power, which is less than many of today’s high-powered motorcycles, but with diesels, power is not so important. What we’re looking for here is that extra low down torque or pulling power, and this car has heaps of the stuff, 320Nm at 2000rpm to be precise.

This means that you can climb steep hills – fast, without the need to punish the poor thing, as you would need to do with many naturally aspirated cars of the same engine capacity. You might also need some noise-cancelling headphones just so that you could hear yourself speak above the wail of the engine.

However, this diesel is quiet too, once you get moving there is less noise than you would get from the 1.6-litre, turbo petrol unit, not quite as smooth, but honestly there isn’t much in it.

Acceleration off the mark is swift with just a hint of turbo lag, but once the rev counter nudges 2000rpm, progress is rapid and the 308 is hard to hold back and a lot of fun behind the wheel.

Put that down to HDi (High-pressure Direct Injection) and common rail technology, which offers a whole range of benefits including less noise and vibration.

After filling up with just on 53 litres of diesel I absolutely hammered the Peugeot to get an idea as to the worst consumption you could possibly get from a tank in a purely urban landscape, and I’m happy to report a range of 542 kilometres. On the next report, I will attempt to drive the car with fuel economy in mind and report the findings.

Peugeot have a long held reputation for building cars that drive well, and not just in a straight line. Its cars handle as well as anything on the road, and for a family wagon like the 308 Touring, that’s one hell of a bonus.

You can punt this diminutive wagon into a series of sharp bends, and there is absolutely no body roll, none whatsoever, and I pushed it hard. The car feels utterly planted, almost sportscar-like it its behaviour.  This is not how family wagons normally behave, but I for one, aren’t complaining.

The brakes are in keeping with the superb handling dynamics, perfectly progressive pedal feel and very little brake fade down the Kangaroo Valley decline, which usually has your brake discs on fire with some enthusiastic steering. You forget how good these things go until you get behind the wheel.

The six-speed automatic transmission is a smooth shifting unit, with plenty of ratios to ensure plenty of go in most situations. However, if you need to hold a gear for an overtake, you can flick the shifter to the left and engage the sequential mode, which I use quite frequently.

I suppose after the accolades for handling you’re expecting a harsher than average ride quality from this ‘big’ little Peugeot, but not so. In fact, even more praise must go to the suspension compliance. You barely need to slow down for those annoying speed bumps, and as for those evil little metal versions you find in your local shopping mall, which normally cause a violent reaction to anything but a Rolls Royce Phantom, the 308 Touring just soaks it up without even so much as a clunk.

Then there’s that perfectly weighted steering, a little less assistance than you will have been used to in anything from Asia (Hyundai i30 is the exception), but you’ll enjoy the driver feedback through the steering wheel, more than ever.

If anyone knows the importance of style in the consumer world, the French do. Standing out in the crowd is a prerequisite in France and whether we’re taking shoes, clothes or cars, they seem to blend style and function better than most.

French cars are almost always distinctive, and the 308 is no exception. I happen to like the shape of the Touring over the hatch, it looks more streamlined although, stylistically, they’re very similar.

The current Peugeot corporate nose has grown on me too, but the rear of the car, as on the previous 307 model, seems plain and lacks that same sassy look.

However, that may have something to do with everyday practicality, which this diminutive station wagon has got in spades.

For a start, those additional two seats, which make up the third row, are not only proper comfortable pews (for under 10 years only), but they can be removed in less than a minute.

With only two kids in our family, I have done just that, which has exposed an enormous luggage area, as deep as it is wide. A full size mountain bike and short board are easily consumed, when all rear seats are folded forward.

In fact, the press kit says that there are up to 50 different rear seat configurations and while I have little doubt about that, I won’t be doing a position-by-position audit.

Essentially, you can move or remove each and every rear seat (that includes second and third row pews) to suit any and every known luggage-carrying job you can possibly think of.

The beauty of this system is of course, if we occasionally have to collect my mother-in-law on the way to Sunday Yum Cha (baked beans at home can be the better option), it will take me seconds to install just one of these extra seats so that everyone is comfortable. It’s child-like easy and wonderfully convenient, although it is an optional extra but well worth the $1180 asking price.

Our test car has fabric seats and frankly, with the cold weather well and truly upon us, I’ll take these over the leather option. They’re comfortable, exceptionally supportive, and won’t scorch you in summer or freeze your butt off in winter.

Like most European small cars, the interior appointments have a quality feel and touch to them and Peugeot are ahead of the game in the small car class.

There are metal look highlights everywhere you look inside the 308 Touring, while the centre stack is nicely angled which provides a roomy cabin feel up front.

There are no remote audio buttons on the well-shaped steering wheel and unless the Peugeot salesperson shows you specifically where these oddly placed stalks are located behind the wheel, you simply won’t find them.

You get used to this peculiar design strategy after a while, and I’ve actually come to find it strangely liberating to have a clean and driver-focused steering wheel to grip rather than the overly cluttered variety, which is common place these days.

While the white-faced instrument cluster is a nice sports touch, they make for easy reading at night, which I consider a safety feature given the constant need for speed checks by drivers in Australia.

As for convenience, there are way too many storage areas to list, suffice to say that you will run out of bits and pieces to store in the endless cubby holes located throughout the 308’s cabin.

Winter days and nights are a treat with the standard fit panoramic glass roof, which is exactly as it says; the entire roof is tinted glass, which the kids (and you) will love.

And if the sun gets too hot, just hit the one touch electric button and presto, it’s completely covered in less than 10 seconds.

I can’t be so complimentary with the standard six-speaker stereo unit. I don’t mean the audio bass and clarity, that’s better than average, but in order to use your iPod, you’ll have to open the glove box and buy a special two-pronged RCA jack lead for $29 and that’s annoying in this day and age.

Safety wise, it’s all there, seven air bags, ABS, EBD, EBFD, ESP, automatic door unlocking in an accident, even activation of hazard lights under emergency braking.

I can’t think of a more complete family package than Peugeot’s 308 Touring, it’s a master of all trades and perfect for small families or sports minded singles who want something special.

You can actually climb into your own 308 Touring for as little as $31,590 for the 1.6 XS with automatic transmission but my suggestion is go for the 1.6 XS HDi for $33,590 as that will save you a trip or two to the petrol station while offering more torque than its petrol powered sibling.

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In those few weeks, more than 1000km have been added to the odometer, with the current count standing at 2197km. The fuel use has also gone up slightly, with the optimistic trip meter telling us 10.6 litres per 100km, but the real world usage equates to around 0.1L/100km greater than that. That’s not really of great concern, as city only trips can certainly cause the consumption to fluctuate.

In the not too distant future we will attempt a country run and see what we can get the big Hyundai down to.

Mostly the Santa Fe has been holding up well, but a couple of areas of concern are the cheaper plastics surrounding the ignition barrell, as well as the door handles.

If you are chatting while trying to put the key in, and miss the keyhole for the ignition when starting, it also can scuff the textured surround. Care is needed when dealing with the harder, black plastics. Long fingernails (no, not mine) also tend to scratch the door handles slightly.

The seats are still very comfortable, and are softening up now with a bit of use. The clip we spoke about in the last update is doing fine, too. The back of the passenger seat is also resisting the occasional size two boot that the little ‘un rests there during travel. Actually, in the accommodation stakes, the Santa Fe is one very good number.

We are going to keep an eye on the suspension though. My wife reported that there was a thumping sound when going over speed bumps and, sure enough, I was able to replicate it. Even at slow to medium speeds, the springs seem to “top out” which results in a thump through the cabin.

It’s not super alarming, but it is a little uncomfortable, and again, might be due to the Trek’N'Tow package. My first port of call will be to compare it with a standard Santa Fe, and we’ll know exactly what’s what.

We’re loving the parking sensors, and the convex mirror which helps keep an eye on activities in the rear of the car. I also love the towing capabilities.

We recently had to cart around some sand for Master Peskett’s sandpit. A cubic metre of the stuff was loaded up, and with nearly a tonne of weight in the trailer, the Santa Fe simply got on with the job; no hassles, no struggles.

The 2.2-litre diesel has plenty of torque, and even with that weight dragging behind, the auto didn’t flare, or miss a beat. The suspension also hardly moved, proving that the tow in Trek’N'Tow is certainly worthwhile.

You can’t fault the Santa Fe’s performance. So far, we’re fairly impressed.

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But before we get in to that, just what is an LRR tyre, and why is it so important to know that they have become the next big thing in tyre technology.

Well the answer in this case lies within the name “Enfren”. It’s short for Environmentally Friendly, and while this may not be an inherent character of a tyre as such, the improvement the technology within this tyre makes to a car’s overall environmental performance certainly is.

The way in which this is achieved, as you might by now have deduced, is to minimise the coefficient of the rolling resistance of the tyre.

Rolling resistance is created when, as a tyre rotates, vehicle weight and gravity combine to pull the car downward slightly deforming the tyre and creating heat.

To overcome this physical challenge Hankook have combined silica and rubber together – in specific quantities – along with a few other compounds to give the tyre less friction while at the same time redistributing the resistance forces within the tyre to reduce energy loss.

But don’t confuse friction with grip because, as we discovered yesterday, in designing the tyre’s compound and structure to behave differently in its correlation to ground contact has not only assisted in improving the rolling resistance of the tyre, but has also allowed a greater surface area contact with the road which has actually improved ‘grip’ as we know it.

To put this to the test we were given a number of Hyundai i30 and Sonata vehicles shod with Enfren tyres and put through a series of tests aimed at demonstrating the capabilities of tyre load, grip and traction in specific circumstances.

First up a wet slalom run at 80km/h allowed us to assess the tyre’s wet weather grip via sudden directional changes. The test proved conclusively that the Enfren LRR tyre performed just as well as the standard tyre in similar conditions with no discernible difference in grip noticed.

Next we accelerated hard through a corner with a tightening apex (Turns Two and Three) as we continued to increase speed. The aim here was to determine if dry grip, and the ability for the car to hold its line (i.e not understeer), was the same with LRR tyres, and again, there was no discernible difference.

By now I have to say the cynic in me was becoming a little displeased so on Test Three I was determined to try a little harder when faced with a corner slalom.

The idea here is to negotiate a slalom while travelling through a corner. As such the car is off balance at least half the time.

Again, the grip was as good as a conventional tyre and despite my best efforts I could not get the car to lose direction stability with only a hint of understeer detected.

Our next test involved progressiveness whereby a series of chicanes (placed strategically between Turns Seven and 10) were intended to unbalance the vehicle to the point of losing grip. Surprisingly the side wall carried the high lateral loads well with grip maintained well before any electronic assistance was required.

So by now I’ll admit I was just a little impressed. The tyres were coping well, at least as good as any conventional tyre, but I was keen to go one step further and assess wet weather braking.

As the track was damp, but not really wet, Hankook kindly flooded the skid pan area at the back of the circuit to allow one final test.

In completing an emergency stop from 80km/h the results show that the Enfren tyre actually stopped in a shorter distance than its conventional competitor proving that through each of our five tests I was left with no reason to doubt the tyre’s performance.

Unfortunately the day’s environmental undertones didn’t allow me to perform a “smoke test” but I’ve got to say I am sold on LRR technology and would be very keen to try them out long term. If all other indicators are the same longevity should prove equally impressive.

Interesting facts:

• Up to 20 per cent of the fuel consumed by your car is used to overcome rolling resistance
• LRR tyres alone can improve fuel economy by as much as five per cent
• In testing two identical Hyundai i30 CRDi hatches the LRR shod car achieved 47 kilometres more per tank
• LRR tyres are a “bolt-on” solution to a car’s fuel economy issues
• If every car in Australia had LRR tyres we’d save 1 billion litres of fuel per year and prevent 2 million tonnes of CO2 from entering the atmosphere

Enfren Low Rolling Resistance tyres are available in most popular sizes through Hankook stockists.

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Take it from me, this is a staggeringly low figure (Hummer H2 – 0.57, Ferrari F40 – 0.34, Chevrolet Volt – 0.30) and just one of the many reasons why Toyota’s latest generation Prius is said to consume a miserly 3.9 litres for every 100 kilometres travelled.

Earlier this week, CarAdvice was given a first look and brief drive of the latest Prius, and its hard not to be impressed by the evolution of this hybrid, especially one with 20 per cent more power and 10 per cent less fuel consumption.

Even better and worthy of three green stars, is its remarkably low CO2 emissions of just 89 grams per kilometre.

To put that into proper perspective, a Bentley Brooklands Coupe puts out a whopping 465 grams per kilometre, while the toy like smart fortwo (it can only seat two people with next to no luggage) just pips the new Prius by one gram only at 88 grams per kilometre.

At first glance, the new car looks much the same as the Prius it replaces. But as I do the usual walk around with the product planning guy, you realise that the new model is a vastly improved version of the car it will replace in July this year.

For starters, there’s a 1.8-litre, four-cylinder, Atkinson cycle petrol engine under the bonnet replacing the 1.5-litre powerplant in the current Prius. That means 73kW and 142Nm of torque, which is more than a 20 per cent increase, while the electric motor now produces 60kW, up from 56kW.

I punched the throttle once or twice and certainly felt the increased power and substantially quieter engine note. The current generation car is downright noisy under load.

The really interesting thing about this new Hybrid Synergy Drive is the complete and utter elimination of belts and pulleys under the bonnet. None, zilch, no belts to be seen in a thorough inspection of the engine bay.

That’s no crankshaft pulley (well there is for balance but no belt attached) and the water pump is electric, which means less moving parts and less maintenance, together as a further contributor to the new Prius’ ultra low fuel consumption.

And for all those scaremongers who have said the batteries in the Prius take up half the boot, you couldn’t be more wrong. It takes up less room than a full size Kookaburra cricket bat.

You don’t need to worry about the battery life either, there’s a fleet of second generation Prius taxis operating in Cairns in far from ideal conditions, some of which have done over 600,000 kilometres and still going.

In fact, out of the 12,000 or so Prius’ sold in Australia, there has been only 17 batteries sent back to Japan for analysis, and only three of those were distance related.

I’m told none of the owners have had to pay the current price of more than $3000 for a replacement battery.

Initially you’ll be hard pressed to pick the differences between the exterior of the current model and new Prius, they’re very subtle although, the overall shape is now wedge like and looks sportier.

Under the newly designed headlight covers you’ll find high-tech LED lamps for low beams and well as the tail and stop lights. They use far less energy than Halogens or Xenons.

The rear spoiler has also been extended as part of an overall aerodynamics package, which helps make this car so slippery when it comes to drag.

But inside the cabin is where you’ll find plenty of new technology and the most change.

New Prius drivers will be better able to focus on the road ahead with a head up display, which can also be raised or lowered at the touch of a button.

The really tricky stuff is in the form of the Touch Tracer system on the steering wheel. These are in the form of two touch pads, which allow the driver to access any and all information via the large display zone mounted on top of the dashboard.

Just move your fingers over the pad and the various information modes will appear on the screen ahead, very cool.

There’s a new centre console, which looks particularly futuristic and a new blue coloured drive mode shifter, which is far quicker to access than in the current model.

More headroom in the rear was obviously a concern for some buyers, so Toyota has addressed this by moving the highest point of the roofline backwards.

No matter where you sit in the new Prius, there is plenty of space. The car is a little wider and longer while retaining the same wheelbase as the current generation car.

No longer might you have to climb into a boiling hot car on one of those stinking summer’s days either. The car we drove had an ingenious solar-powered ventilation system that removes hot air from the car when it is parked.

And that’s not all, on your way back to the car, you can engage the air-conditioning system via battery power alone, to run for three minutes so that the car will actually be cool when you enter the cabin.

Provided the car has enough battery power, you can drive in EV mode or on electric power alone, but punch the throttle and the petrol engine will immediately kick in.

You can also select Power mode, Eco mode or just leave it in the default Hybrid Synergy Drive, as I tended to do.

That said, I have it on good authority that normal commuter driving in a current generation Prius can return up to 900 kilometres from the 45-litre tank, which I find remarkable.

Along with all the usual safety features such as airbags, ABS and Vehicle Stability Control, the new Prius will offer a Pre-Crash safety system that uses wave radar to scan the road ahead for obstacles.

If the system detects a high probability of a collision, the driver will be alerted and braking assistance will supplement the drivers own braking.

If there is no avoiding a collision, it will automatically apply the brakes even if the driver fails to do so.

Dynamic Radar Cruise Control, which also uses radar to maintain a safe distance from the vehicle in front, will also be available.

And if you opt for the Navigation system, a rear-view camera will assist you in those tight parking spots or you can go for Toyota’s latest Intelligent Parking Assist, which if you can be bothered, will virtually park the car by itself (some assistance from the driver is required).

While I have no doubt the new Prius will do everything it promises, the expected on road staring price of more than $40,000 will put it well out of reach of the average family, who may also want to help save the planet by driving one of these super green machines.

At least, that was the problem I put to the Toyota guys and their answer was that their goal was to have a Hybrid powered car across every model range in the not too distant future.

That process will start with the launch of the locally manufactured Hybrid Camry in 2010.

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It’s tiny. Parked in my garage, alongside our long term Santa Fe, the MX-5 is completely dwarfed. There are only a few cupholders, and the footwells are quite tight. For these reasons, Americans won’t be flocking in droves to lay down their hard-earned on the new MX-5.

The rest of the world (us included), however, might be more inclined to do so. There’s something about this little car that is enamouring. It’s not any one specific reason, and it’s more subjective than you’ll find written on a stats sheet.

Regardless of the model – we spent a week in the Roadster Coupe – the attributes which attract carry through the four model range. There’s a certain snugness about sitting in it, with its low-slung, legs ahead seating position. The steering wheel sits perfectly in front of you, very close, but without feeling uncomfortable. Your arms are bent, and the driving position feels quite old school.

Pedal position is perfect, although the dead pedal is a little close to the clutch for my liking. Heel and toe changes are possible, but only at 8/10ths and above, where your harder brake force aligns your heel with the accelerator. That means that only when you’re fully into it, the drive experience all comes together.

The gearbox is also a gem, with a stubby lever and short throws, which can be a little notchy when cold, but it always has a solid, heavyish feel. It’s the connection you feel with the car that draws you in. Nothing brings that to the fore more than the perfect steering.

The feel is brilliant, there’s a direct ratio when wheeling, and the weighting is sublime. For the price, there’s little else which feels this good on the road. Every rock and bump is transmitted through so you know how your sidewalls are coping, but it never is too much to wear you out.

It’s best on a cut and slice piece of road, where you hunker down and concentrate on the road, your apexing and your braking points. Find a mountain course somewhere, and you’ll be in seventh heaven.

There is, however a slight downside to the MX-5. It comes about every time your on one of those roads, too. The whole Jinba Ittai philosophy is more than just some clever marketing spin. The “rider and horse as one” mentality truly has been conveyed throughout this car. But the blessing and malediction comes with its suspension.

It has a beautifully judged ride – one of the best going around, in fact. But the slightly softer tune which enables it to soak up the bumps we have on our harsh roads means that in quick changes of direction, there’s an accompanying roll which doesn’t sit well with its sport-like pretentions, and excellent steering.

You get so wrapped up in the feel of things that you go blasting through the corners, and then the whole package wallows about, which is a little disconcerting. It’s not over the top, and really the limits are higher than it initally portrays. But a mid-corner backing off the throttle will unsettle the car slightly, though the seat of the pants feel is so strong you never feel the car will get away from you.

Still, a change of springs would be all that’s needed, and then you have such a fun little car, that you don’t care it only has two seats. It’s an enjoyable guilt, knowing you can’t carpool, but you’ll have fun every time you turn the key.

The interior build is first class, too, and there’s plenty of storage options around. Even the boot is usable and doesn’t lose any volume when you drop the lid. Just make sure you’re in neutral, and completely stopped when you do press the convert button or it refuses to budge.

The other annoying thing is the windows don’t come all the way up or down when the conversion motion has finished, like almost all other convertibles do. Bear in mind that it’s a manual unlock and relock of the roof each time.

But the windscreen is far enough forward to not impede your view, and you end up with one very good Sunday drive car. Actually, make that any day of the week. The 2.0-litre engine is free spinning, and linear in its power, and it sounds smooth and unfussed, so you’re happy to rev it out and make the most of it.

Even when you do, it’s pretty economical, putting away 8.1 litres for every 100km. And of course, there’s the full swathe of safety equipment with front and side airbags, DSC and traction control.

The MX-5 hasn’t really lost what it always stood for. A fun, two seat convertible that allows you to extract the most out of it, Jinba Ittai is still evident. But unlike sitting on a horse, in these winter months it’s a case of windows up, roof down, heater cranked, and you sit in a cocoon of warmth while the cold air rushes over the top.

Thank goodness it doesn’t rain a lot in Australia.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 2 litre 4 cylinder
  
• Power: 118kW @ 7000rpm
• Torque: 188Nm @ 5000rpm
• Induction: Multi-point
  
• Transmission: Six-speed manual
  
• Driven Wheels: Rear
  
• Brakes: Discs with ABS
  
• Fuel Consumption: 8.1 litres per 100km
  
• Fuel Tank Capacity: 50 litres
  
• Fuel Type: 95RON Unleaded
  
• ANCAP Rating: Four-stars
  
• Airbags: Dual Front & Side
  
• Safety: ESP with Traction Control
• Spare Wheel: N/A
  
• Tow Capacity: N/A
  
• Turning Circle: 9.4 metres
  
• Warranty: Three years / 100,000km
  
• Weight: 1152kgs (Tare)
  
• Wheels: Alloy 17-inch
  

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Perhaps by means of an explanation it is best to take a moment to understand where the brand is coming from.

Selling relatively small numbers in Australia each year leaves a manufacturer with only a certain amount of leverage in specifying what combination of model, engine, transmission and equipment it can order - especially in a RHD country such as ours.

And when you compare the annual quantities that Laguna’s nearest competitor would sell in a few months, it isn’t hard to see how getting this combination just right can play havoc when trying to reach a wider audience.

So, does that mean Renault has been doing things wrong in past? Does it mean the cars weren’t any good? Or does it mean our wants as consumers are too specific? Well it means none of these.

As I see it, a lot comes back to an individual’s perception of the brand – which is quite often a misconceived one. If you’re able to break away from past thoughts of quirky French engineering and convince yourself to jump in the driver’s seat, a lot may change your mind about the product as a whole.

But what about the Laguna Estate specifically?

This is were things start to get interesting, for on the whole the car is a terrific package.

With 120 prototypes preceding Laguna Estate’s manufacture, and over six-million kilometres of testing (30,000km of which was carried out in Australia), it’s not hard to see the car as a well put together kit.

Of course there’s Renault’s commitment to safety, which, like almost its entire range, sees the Laguna with a five-star European NCAP rating – a feat the nameplate was first to achieve in 2001 – scoring 36 from a possible 37 points.

There’s ESP, Traction Control, ABS, EBA, EBD and eight airbags standard across the line-up. Laguna also offers new generation side-impact sensors which deploy the side airbags in around half the time of other systems.

But with so many rivals able to almost match Laguna’s safety credentials, what else does the car have going for it?

Renault’s Managing Director, Rudi Koenig summed it up as follows:

“In addition to extremely high standards of safety and excellent equipment levels the Laguna range now offers even more value for money,” Mr Koenig said. “In a market where many vehicles are becoming expensive, the Laguna range offers the best in European technology at a very affordable price. The increase in warranty to include unlimited kilometres, over a three year period, shows just how robust the car is.”

So we have a safe car backed by a decent warranty, but what about the all important question of what’s under the bonnet.

Laguna offers a choice of two engines in both its Estate and now in its Hatch models.

Firstly, and the engine I believe to be the pick of the pair, the existing 2.0-litre turbo diesel – or dCi – four-cylinder engine which produces a maximum power output of 110kW @ 4000rpm and a comfortable 340Nm from 2000rpm.

Matched to a six-speed manual or six-speed automatic transmission the dCi model manages a combined cycle fuel consumption figure of 6.0-litres per 100km (158g/km of CO2) for the manual variant and 7.0-litres per 100km (185g/km of CO2) for the automatic.

Incidentally this engine also meets Euro V emission standards, two years ahead of their formal introduction.

In listening to what Australian consumers want, Renault now offers a Laguna in a petrol variant.

This 2.0-litre turbocharged four-cylinder petrol (16 valve) engine manages 125kW at 5000rpm and an ample 270Nm from 3250rpm.

It’s mated exclusively to the ‘Pro-Active’ six-speed automatic transmission which is capable of producing fuel economy returns of 8.9-litres per 100km (210g/km of CO2) on the combined cycle.

To better achieve the posted fuel economy returns, manual variants of the Laguna are equipped with a dash-mounted ‘Eco-Shift’ light to advise when best to change gear for optimum fuel efficiency.

Roll on acceleration is good at speed though slower maneuvering, such as roundabouts, does see both engines suffer a little from turbo lag. The only downside to an otherwise smooth and capable powertrain line-up.

Both engines now offer 15,000km service intervals.

Externally the car is one that I believe will strike a love/hate accord with potential buyers, if only from a visual standpoint, and I’ve got to say at this point I believe the Estate to be far more attractive proportionally than the Hatch.

Fluid lines, a long sloping bonnet, large low-mounted intake grille, plunging shoulderlines and a crease mid-way through the tailgate make the Laguna Estate quite handsome, particularly in the Dynamique (upper-spec) models with chrome highlights around the glass and larger diametre alloy wheels.

Inside too the cabin compliments the car’s exterior form in providing a smooth and ergonomic feel as well as a blend of textures and tones – even if the lower spec model (not shown) is a little gloomy in colour.

It is however a comfortable and rather spacious cabin with seating for five and the usual run of options (refer below). Of one small bother though, I did find the brake pedal to sit a little too far aftward for comfortable positioning.

The features line-up is as follows:

Expression (Hatch & Estate):

16-inch alloy wheels; dusk sensing headlamps; rain sensing wipers; “see me home” headlamps; cruise control with speed limiter function; automatic electric park brake; leather steering wheel and gear knob; integrated rear door sunblinds; dual-zone climate control; cloth trim; power windows and mirrors; smart card entry (key); and a single CD tuner (no iPod / auxiliary plug-in available).

Available in Hatch as a diesel manual, diesel auto & petrol auto or in Estate as a diesel auto or petrol auto.

Dynamique (Estate only):

As above but with 17-inch alloy wheels; rear parking sensors; tyre pressure monitors; chrome window surrounds; auto-folding wing mirrors; leather/cloth blend upholstery and aluminium dash and steering wheel inlays.

Available in Estate only as a diesel auto.

Privilege (Hatch only):

As above but with 18-inch alloy wheels; leather upolstery; eletrically adjustable heated front seats; auto-dimming rear view mirror; auto-directional xenon headlamps and a six CD tuner.

Available in Hatch only as a petrol or diesel auto.

Of note, the Laguna is not available with factory iPod/auxiliary connectivity, Bluetooth mobile phone interface or satellite navigation.

In terms of how the car drives, the Laguna is a bit of a mixed bag and will appeal to some more than others.

The handling for example is superb and with the steering ratio reduced from the previous model it means less work for the driver and more time to enjoy the car’s dynamics – which are well above ordinary.

A responsive chassis offers excellent grip for a front-wheel drive though the ride is a little firm, especially on Dynamic and Expression models where the subtle ride and lack of road noise suffers at the hands of larger diametre rims and low profile tyres.

Aside from that the car is settled on the open road and manages to cruise very comfortably provided the roads are well sealed.

Up the back the Laguna Estate offers 501-litres of cargo space with the seats up (loaded to window height) which can be expanded at the flick of a lever to 1593 litres.

With the recent changes in legislation regarding vehicle pricing it’s very hard for Renault and indeed CarAdvice to provide you with an accurate figure for your exact location.

But if we take the example of a Victorian buyer living in an urban centre then the Laguna recommended drive-away pricing is as follows:

• Laguna Expression (Hatch) dCi manual – $41,660.00
• Laguna Expression (Hatch) 2.0 auto – $42,685.00
• Laguna Expression (Hatch) dCi auto – $44,735.00
• Laguna Privilege (Hatch) 2.0 auto – $50,375.00
• Laguna Privilege (Hatch) dCi auto – $52,425.00

• Laguna Expression (Estate) 2.0 auto – $45,760.00
• Laguna Espression (Estate) dCi auto – $47,810.00
• Laguna Dynamique (Estate) dCi auto – $50,885.00

CarAdvice will follow-up with a full review of the new Laguna Estate in the coming weeks.

In the mean time, a review of the Laguna dCi Hatch can be found by clicking here.

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The Golf Mark VI takes everything we’ve come to expect from Volkswagen and polishes off a few rough edges to bring the car in line with the brand’s new design direction – which is clearly evident in both the Scirocco-esque front end and Tiguan-ish tail.

The result is an attractive, well sorted and dynamically enjoyable vehicle that boasts exceptional fit and finish, a quiet, balanced ride, as well as that all important high level of safety.

With a 1.4-litre turbocharged four-cylinder engine under the bonnet, the Golf is far more spirited than its 90kW output rating would have you believe, managing the 0-100km/h sprint in a touch under 10 seconds.

The six-speed manual gearbox too is an absolute delight; very smooth to operate with an excellent spread of ratios.

Plus, with 200Nm on hand from just 1500rpm, the Golf is an easier drive than most manuals in this class and seems to make shifting cogs a far less busy occupation than you would at first believe.

The clutch is light, but not devoid of feel, though I did find it presents a very late uptake point which isn’t exactly to my personal liking.

Despite this one small issue the Golf remains an extremely enjoyable drive with confident and balanced handling from the strut front, multi-link rear suspension arrangement and well weighted steering with just the right amount of feedback.

The ride too is very pleasant; settled and quiet, which is a very rare combination in cars south of the $30K price bracket.

In standard form (as tested) the Golf 90TSI offers: a single CD tuner; trip computer; flip key remote central locking; power windows and heated power mirrors; and air-conditioning, which is about what you’d expect for this kind of money.

But if you’re like me and need a little extra pampering, the Comfort Pack is probably the best value way to up-spec the base model, adding 15-inch alloy wheels, dual-zone climate, cruise control, MFD trip computer, and best of all a leather-trimmed steering wheel with audio controls – all for an additional $2200.

Staying inside you’ll find sensible utilisation of space for added storage, greater interior room and a plain yet logically formed decor which although a little dull, is certain not to age as readily as some of Golf’s more “funky” competitors.

Proportionally ample seating with comfortable cloth trimmed seats make longer trips a delight, while rear seating is roomy enough to comfortably seat three adults without a bother.

Inside the top-hinged hatch Golf offers an impressive 350 litres of cargo capacity with the seats and parcel shelf in place, though this can be expanded to a cavernous 1305 litres thanks to 60:40 split fold rear seats.

As we touched on earlier, safety is a well addressed concern in the new Golf with this base model featuring standard front, side, curtain and driver’s knee airbags; ESP with Traction Control; and four-wheel disc brakes with ABS, EBA and EBD.

So if you’re on a budget and find yourself shopping the mid-sized hatch market this is one car I’d strongly recommend taking for a test drive.

The driver in you will love the on-road athleticism on offer while your common sense side is certain to feel reassured after just one solid close of the door.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 1390cc DOHC four cylinder (16 valve)
• Power: 90kW @ 5000rpm
• Torque: 200Nm @ 1500rpm
• Induction: Direct Injection & Turbo Charged
• Transmission: Six-Speed Manual
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 200km/h (Claimed)
• 0-100km/h: 9.5 seconds
• CO2 Emissions: 149 grams per kilometre
• Fuel Consumption: 6.4 litres per 100km (ADR)
• Fuel Consumption: 7.4 litres per 100km (As Tested)
• Fuel Tank Capacity: 55 litres
• Fuel Type: 95 – 98 RON Unleaded
• NCAP Rating: Five-Star
• Airbags: Front, Side, Curtain & Driver’s Knee
• Safety: ESP with Traction Control
• Spare Wheel: Space Saver
• Suspension: Strut (F) / Multi-Link (R)
• Cargo Capacity: 350 / 1305 litres
• Tow Capacity: 1300kg (Braked)
• Turning Circle: 10.9 metres
• Warranty: Three Year / 100,000km
• Weight: 1302kg (Tare)
• Wheels: Steel 15 x 6.0-inch

Road Test the Rivals:

• Alfa Romeo 147
• Citroen C4
• Fiat Ritmo
• Ford Focus
• Holden Astra
• Honda Civic
• Hyundai i30
• Mini Cooper
• Mazda 3
• Mitsubishi Lancer
• Nissan Tiida
• Peugeot 308
• Renault Megane
• Subaru Impreza
• Suzuki SX4
• Toyota Corolla
• Volvo C30

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