READ the full ix35 car review here

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Mazda faced the best kind of car company predicament when it came to re-jigging the Mazda6 for its MY10 mid-life makeover: How do you fix a car that’s not broken … without breaking it?

In fact, the Mazda6 is so ‘not broken’ that it’s one of the best practical, affordable cars you’re ever likely to drive. It’s not an M3 killer, clearly, but it’s a car that won’t cost you the farm, that will do all the conventional running around, and which is also damn satisfying to drive – much better than a family hack has any real right to be.

If you punt it hard on a twisty, demanding back road, you could easily find yourself rounding up a bloke whose just paid twice as much for his BMW or Audi. It’s that good.

Brilliant steering and chassis feedback, high grip levels and a predictable transition from grip to slip – even under extreme pressure – are the 6’s signature strengths. If you’re a real driver, that is. If not, the 6 is just an elegant car that’s extremely well put together, capable and with high levels of equipment.

Fact is, buyers are running away from large cars in droves. (Ford, for example, has seen Falcon sales cut in half in the past 10 years.) And while it seems logical to expect people in this transition to segue into medium-sized cars, they generally don’t. Many jump into SUVs instead, thereby bypassing two of the best cars in the country – the Mazda6 and the Honda Accord Euro.

This pair have been keeping each other honest since their first-generation versions kicked off in the early 21st Century, and of the two, the Mazda6 is available in a significantly wider range of configurations – sedan, hatch and wagon body styles whereas the Euro is sedan-only, and the 6 also offers a diesel engine option, something the folks at Honda have looked into in the past, but haven’t carried across the line yet … at least not Down Under.

Deciphering the Mazda6 model range is at first a little like cracking the code on the Rosetta Stone. The options are: sedan, hatch and wagon bodies in ‘Limited’, ‘Classic’, ‘Touring’, ‘Luxury’, ‘Luxury Sports’, ‘Diesel’ and ‘Diesel Sports’ specification levels. It’s enough to make your head hurt at first glance, but once you come to grips with the caveats on those combinations it’s really not too hard to grasp.

Here goes: Limited is the entry-level trim, available in sedan only. Classic is next, and you can have that in all three body styles, but the wagon is auto only. Touring is a wagon-only, auto-only deal. Luxury is a sedan-only, auto-only deal. Luxury Sports is a hatch-only affair, but you can have either the manual or auto transmissions. Diesel – it’s wagon-only and manual-only, while Diesel Sports is also manual-only, but available only in the hatch.

If you inferred from this complex lineup that there’s no auto option for the diesel, you’d be correct, and that’s a pity because a diesel auto would rock. But the diesel was mainly conceived for Europe, where diesel manual is the flavour du jour, and an auto’s not in the wings for this engine any time soon. Also, the diesel engine’s not available in the sedan – it’s a hatch- or wagon-only deal.

The powertrains are simpler: the mainstay of the range is a 2.5-litre DOHC four cylinder petrol engine that makes 125kW @ 6000rpm and 226Nm @ 4000rpm. In a body that weighs between 1400kg and 1600kg, depending on model, it’s not the speediest option in the market from a standing start, but the performance is far from inadequate. (One of the bugbears with a really well-sorted chassis like this one is that you want more power. If they gave you that, some other weak link would rear its head – torque steer perhaps. There’s always a weak link with every car, dynamically, and with this one it’s outright power delivery.)

You can have a five-speed auto or six-speed manual transmission with the petrol engine – subject to the model-range caveats above. And if you drive like a half-cut psycho on a twisty mountain road you’ll discover that there’s a bit of a gap between second and third in the auto, which a six-speed auto would also fix. It’s not on the shopping list either in the foreseeable future – probably because 99.9 per cent of owners don’t drive like that. It’s absolutely fine for normal driving.

One of the really cool things about using the auto in manual mode is that the downshifts are achieved by nudging the shifter forwards, with the upshifts accomplished by dragging it back (think: BMW). Although this is opposite to the convention used by some other Japanese and Korean entrants, it gives the car even more European flair, as well as making better ergonomic sense.

The diesel is a 2.2-litre four cylinder that makes 132kW @ 3500rpm and 400Nm from 1800-3000rpm, and it comes complete with a catalyzing exhaust filter to trap the undesirable particles. Obviously the diesel’s the pick from an output perspective, provided you’re happy to shift gears manually and search every unfamiliar servo for the lone diesel pump hidden somewhere counter-intuitive…

The best petrol combination for fuel consumption is the Limited manual, which pulls a respectable 8.3L/100km in the ADR combined-cycle test, while the worst is the Touring auto on 8.9. The diesel represents a significant improvement – 5.9L/100km – but you have to offset that against the often-higher up-front fuel cost.

Mazda has done what most car companies do as the referee blows the whistle at half time in the platform’s life. It’s tarted up the car externally with additional garnish, different (lighter) wheels, etc. And the net result in this case is a minor improvement on a car that already ticked all the style boxes. On the inside, the plastics and fabrics are better, and the fit and finish is typical of the best quality the Japanese can achieve. And since the Japanese achieve the best build quality in the world…

The equipment levels are up there, too. In the absence of curing your insomnia by detailing the matrix of which bells and whistles go with each of the seven specification levels, let’s just say the equipment levels are high, considering the price. And it’s a very comfortable car with excellent control and instrument achitecture.

The price? In as much as you can tell these days – seeing as it’s all negotiable at the dealership – the Limited notionally kicks off at $27,310 plus on-roads while the Diesel Sports hatch tops the range off at $42,815 plus on-roads. Which is pretty sharp.

There are a few quirks, however: On the plus side, metallic paint is a no-cost option. So, in terms of the auto industry’s average Dickensian mindset of slapping you with a fee – often a fee you can’t jump over – for the silver (or whatever) paint, Mazda gets a big tick there.

Then there’s the sat-nav, however, which is (Are you sitting down?) a staggering $2800 option. And okay, it includes a seven-inch touchscreen, voice activation, Bluetooth (and Bluetooth music streaming) and Whereis Sensis maps (but isn’t hooked up to a reversing camera, which isn’t available even though many other Japanese cars offer this). Mazda says the high-priced sat-nav is available because some buyers demand it. And I guess if I could sell GPS to the public at 10 times the price of a Tom Tom, I’d probably leave journalism and do that all day long. From a base in Monaco.

The bottom line: Mazda6 V Accord Euro – a pretty tough call if you’re in the market for a sedan, but a no-brainer if you want a hatch, a wagon or a diesel. Drive one, and go figure that anyone still buys a Camry.

2010 Mazda6 Pricing & Specifications

Mazda6 Limited (sedan from $27,310*)

• 2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
• Six-speed manual or five-speed Activematic transmission
• Front-wheel drive
• Air-conditioning, cruise control, MP3-compatible CD-player with four speakers, aux-in jack for MP3 player, power windows and mirrors, remote central locking, tilt and telescopic adjustable steering wheel and variable intermittent wipers, 16-inch steel wheels with 205/60 tyres, chrome exhaust extensions, body kit with front and rear aero bumpers and side skirts
• Anti-lock Braking System (ABS), Dynamic Stability Control (DSC), Traction Control System (TCS), Emergency Brake Assist (EBA), Emergency Brake-force Distribution (EBD), Hill Launch Assist (HLA) (manual only), front, side and curtain SRS airbags, active front head restraints

Mazda6 Classic (sedan from $31,750*; hatch from $32,750*; wagon from $35,050*)

• 2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
• Six-speed manual (sedan and hatch) or five-speed Activematic transmissionMazda6 Limited equipment plus auto headlamps on/off, Bluetooth® phone connectivity, dual-zone climate control air-conditioning, leather wrapped steering wheel, wipers with rain sensing function, MP3 compatible six-disc in-dash CD player with six speakers, steering wheel mounted audio controls, trip computer with current and average fuel consumption, fuel range, average speed and speed alert
• Newly designed 17-inch alloy wheels with 215/50 tyres and front fog lamps

Mazda6 Diesel (wagon from $36,250*)

• 2.2-litre in-line four-cylinder 16 valve DOHC intercooled turbodiesel engine with 132kW and 400Nm
• Six-speed manual transmission
• Equivalent equipment level to Mazda6 Classic

Mazda6 Touring (wagon from $38,120*)

• 2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
• Five-speed Activematic transmission
• Mazda6 Classic equipment plus leather seat trim, seats (front) with three-position memory function and eight-way power adjustment (driver) and four-way power adjustment (passenger), parking sensors (front and rear)

Mazda6 Luxury (sedan from $40,905*)

• 2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
• Five-speed Activematic transmission
• Mazda6 Touring equipment plus: sports grille, blackout instrument cluster, leather wrapped gearshift knob, paddle shift gear control, power sliding and tilt glass sun-roof, rear view mirror with auto dimming function, premium Bose® 240 watt amplifier with eight speakers, LED rear lamps, xenon headlamps

Mazda6 Luxury Sports (hatch from $41,415*)

• 2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
• Six-speed manual or five-speed Activematic transmission
• Mazda6 Luxury equipment plus rear spoiler, aluminium pedals and footrest, bi-xenon headlamps with Adaptive Front-lighting System (AFS), updated 18-inch alloy wheels with 225/45 tyres

Mazda6 Diesel Sports (hatch from $42,815*)

• 2.2-litre in-line four-cylinder 16 valve DOHC intercooled turbodiesel engine with 132kW and 400Nm
• Six-speed manual transmission
• Equivalent equipment level to Mazda6 Luxury Sports without power sliding and tilt glass sun-roof

Satellite Navigation Option ($2800*)

• Available on Luxury, Luxury Sports and Diesel Sports models only
• Seven-inch touch-screen satellite navigation integrating Whereis® Sensis maps, Bluetooth (hands-free compatible), Bluetooth audio (MP3 player compatible)
• Controlled by either touch-screen or voice

*Pricing is a guide as recommended to us by the manufacturer and does not include dealer delivery, on-road or statutory charges.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

It’s certainly bigger, but is it better?

Models Tested:

• 2010 Toyota LandCruiser Prado ZR; 3.0-litre, four-cylinder, turbo-diesel; five-speed automatic; SWB wagon – $65,990*
• 2010 Toyota LandCruiser Prado Kakadu; 3.0-litre, four-cylinder, turbo-diesel; five-speed automatic; LWB wagon – $88,990*

Options:

• None fitted.

Off-road credentials, interior room, features.
Gearbox problems, nagging computers during off-road driving.

CarAdvice Rating:

Words – Paul Maric

The Toyota Prado has an illustrious history in the Australian market. It has become popular with city dwellers that need the flexibility of a part-time off-road vehicle, but don’t want the cumbersome size that is associated with the bigger LandCruiser.

Competing against the likes of the Mitsubishi Pajero, Nissan Pathfinder, Land Rover Discovery, Mitsubishi Challenger, et al. the Prado strikes a balance between driveability in the city and rock hopping in the bush.

It’s clear that Toyota didn’t need to do much with the Prado’s styling. The outgoing 120 Series was and still is quite a handsome vehicle. The 150 Series introduces a muscular grille, curved headlights and a new rear end.

The improvements to design are not only for styling purposes. The coefficient of drag has been reduced from .37 to .35, further helping reduce the Prado 150 Series fuel consumption.

The Kakadu model tested sits at the top of the Prado tree, priced from $88,990. The three-door ZR variant also tested is priced from $65,990.

As part of the price tag, the Kakadu features an all-new camera trekking system used in the Lexus LX570. The system uses one wide-angle fish-eye camera mounted on the front grille, along with two wing mirror mounted wide-angle fish-eye cameras and a reversing camera to help judge wheel position and objects in front and behind the car.

It’s inside the cabin that the Prado really shines. While some people won’t like the simplistic design Toyota has chosen, it is extremely effective with all controls in logical, easy to reach places.

Touch screen satellite navigation doubles as a touch screen for audio, climate and vehicle setup functions. The improved satellite navigation system has further refined the class-leading offering. The easy to use system is now faster and predicts street addresses intelligently.

Get used to stopping to type your address in though. The navigation destination entry only works when the vehicle is stationary, as it assumes the driver is typing the address, even if the passenger is controlling the screen.

Kids are kept happy with a roof mounted DVD player that comes with three wireless headphones and AV inputs. The DVD player is also linked to the car’s 14-speaker Pioneer sound system. The sound system is excellent and offers plenty of bass and very crisp treble.

New steering wheel controls now manage the selection of 4WD modes. The Multi-Terrain Selector on the steering wheel allows the driver to switch between four modes, ranging from Mud and Sand, Loose Rock, Mogul and Rock. Each mode can vary wheel slippage and cater the stability control to the driver’s needs.

Height adjustable suspension is also standard on the Kakadu model. The system increases the standard 220mm ground clearance and allows a maximum wading depth of 700mm.

Unfortunately, Toyota hasn’t improved the maximum power or torque output of its four-cylinder diesel engine. While Toyota has improved fuel injection and changed from a top-mount intercooler to a front-mount intercooler, the 3.0-litre turbo-diesel motor still produces 127kW and 410Nm of torque.

Fuel consumption has been improved by 8.6 percent, with the ADR figure now 8.5L/100km. This figure was hard to achieve on test, despite over 1400km behind the wheel. The best average I returned was 9.1L/100km, with the rest sat north of 10L/100km.

The diesel engine struggles to keep the Prado’s 2.4-tonne weight up to speed with traffic. Considerable throttle is required to keep the Prado moving with the flow of traffic – especially with a full load of passengers on board. It would have been nice to see some more torque out of this carry-over engine.

Transferring the power to the road is Toyota’s five-speed automatic transmission. The five-speed unit does a good job shifting cogs, but an extra gear could yield further fuel consumption reductions in my opinion.

Behind the wheel in the city, the Prado doesn’t feel anywhere near as cumbersome as it looks. While it’s a big unit to keep tabs on, the light steering and tight 11.4m turning circle make it easy to place in city traffic. Parking is also a breeze with the raft of cameras, including front and rear parking sensors.

Cabin comfort is exceptional. A third row of seats can be controlled electronically and accommodates kids in comfort and adults for short journeys. Front and second row leg room is very good, which can only be expected from a vehicle of this size.

Toyota claims to have improved handling with the new Kinetic Dynamic Suspension System (KDSS). KDSS claims to electronically modulate individual suspension members to provide a flatter ride through corners and to help absorb bumps off-road.

On-road, the Prado still carries a considerable amount of body roll when put through corners. Even in the Sport mode, KDSS seems to simply firm the dampers, opposed to improving body roll and ride quality. Off-road it’s a similar story. The system seldom reacts quick enough to prevent the body from crashing on the rebound.

To put the Prado through its paces, I ventured through a selection of off-road conditions ranging from mogul in the Grampians Nation Park, through to sand in the Big Desert, hoping to see just how good the Prado was off the beaten track.

It didn’t start well. Our first hill climb featured loose rocks and a considerable 400m long gradient. Around 1/3^rd of the way up the hill a warning light came on indicating the automatic transmission was getting too hot and that we should stop on flat ground to cool the system.

Unfortunately, stopping wasn’t going to happen as the end result would be far worse than a warning. Upon reaching the top of the climb, we pulled over and let the Prado cool down. It took around five to ten minutes for the warning to disappear and from the looks of it, it was all back to normal.

From there, a set of challenging mud ruts followed. The mud ruts were tackled with the suspension height fully extended. The lack of bumps and crashes from the undercarriage indicated the added ground clearance courtesy of the height adjustable suspension was worth its weight in gold.

The low range gearbox worked well during a very steep decline over loose rocks. Engine braking was sufficient to keep the car from running away. The hill descent control also worked well, but I didn’t choose to trust it when not slowing down enough meant going over the edge of a very steep drop.

It didn’t take long before the transmission warning popped up again. This time around it was on a relatively meagre climb up a gravel hill. High range was selected with all four-wheel-drive modes off.

After stopping to let the system cool down, we were off again. The final stint of off-roading was on sand. This is where the Prado really excelled.

With some pressure let out of the tyres, the Prado’s power delivery pulled it through flat and steep sand dunes. Although the sand mode selected via the Multi-Terrain Selector was useful in holding gears, it kept interfering during cornering. The stability control would continuously beep each and every time you turned the wheel to go around a corner in the sand.

It became so frustrating that I ended up disabling all the on-board computers and stability control. That move resulted in care-free driving, without the constant nagging of the computers.

Unfortunately, during the period driving on sand, another five transmission temperature warnings came up. Every time a warning came up we had to stop and wait for the system to cool down.

I wasn’t too impressed with the brakes on sand and loose gravel either. If you had to get onto the brakes hard, there would be a momentary lag between brake application and full brake intervention. It was almost as though the system had to think about how much braking force to apply before it went ahead and did it.

The braking anomaly is probably due to the onboard ABS that prevents the wheels from skidding.

As a 4WD, the Prado still ranks as one of the best. With the transmission issue aside, the Multi-Terrain modes generally worked well and helped assist during tricky situations. The front and side cameras were also a godsend in situations where it was impossible to see the other limits of the car.

My only real gripes with the Prado are the engine’s lack of torque when it’s needed on-road and the continuous issues with the transmission off-road.

Toyota was contacted in mid-January regarding the problems we had with the transmission. The vehicle is still being investigated and we will report back once we receive a definitive report with regards to the issue.

The Prado’s exceptional list of standard features, in addition to passenger comfort levels and interior room place it ahead of the field, certainly in this price bracket. While I wouldn’t hesitate recommending the Prado, I’d hold off until the verdict is out on our transmission issue.

If the problem is limited to the vehicle we drove, we will retest the Prado to ensure the issue can’t be replicated on other vehicles.

Ratings:

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

Road Test the Rivals:

• Mitsubishi Challenger
• Mitsubishi Pajero
• Land Rover Discovery4

Specifications:

• Engine: 2982cc four-cylinder turbo-diesel
• Power: 127kW @ 3400rpm
• Torque: 410Nm @ 1600-2800rpm
• Induction: Turbocharged
• Transmission: Five-speed automatic
• Driven Wheels: All-wheel-drive
• Brakes: Four wheel discs
• Top Speed: N/A
• 0-100km/h: N/A
• Fuel Consumption: 8.5L/100km (ADR)
• Fuel Consumption: 10L/100km (As Tested)
• Fuel Tank Capacity: 150 litres
• Fuel Type: Diesel
• ANCAP Rating: N/A
• Safety: ABS brakes with EBD, BA. ESP.
• Spare Wheel: Full size
• Tow Capacity: 2500kg/750kg (braked/unbraked)
• Turning Circle: 11.4m
• Warranty: 3-years/100,000km
• Weight: 2420kg
• Wheels: 265/60R18

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The Toyota Prius is as much a car as it is a symbol of the ages, its environmental credentials may always be under extreme scrutiny but the fact of the matter is, it’s by and large a brilliant car. It’s so much more than just a hybrid car to save the planet, its a showcase of the latest in technological innovations Toyota has to offer.

Given the number of electric cars joining the market, the Prius may indeed be an interim car, but so is every other car currently on the market. The technology is changing so rapidly that manufacturers have to pick and stick to one system to make it viable. Toyota arguably kick started the environmentally friendly vehicle crusade and it has picked the electric+petrol combination for its entire lineup.

One way to look at the Toyota Prius is to view it as the S-Class of Toyota. It comes feature packed with pretty much every single bit of technology the Big T has to offer at a reasonable price. If you haven’t done so already, read all the reviews on the Toyota Prius.

After three months and almost 5,000km of driving, any previous dislike that I had for the Prius is long gone. To put it simply it’s a package that comes together nicely. It does exactly as its told, it never misbehaves, it gets the job done and it does so whilst using a very reasonable amount of fuel. Plus, if there are Prius clubs popping around it certainly means there is some emotion attached to the car as well.

The Prius Club of QLD meets monthly in a local library, and no they don’t sit around discussing who had the better fuel economy or who saved more trees this month (I have been asked that far too many times). In fact you may be surprised that the majority of owners didn’t list the car’s fuel efficiency benefits as the main reason for their purchase.

Rated highly on the list of why they bought a Prius included: Comfort, solid feel, technological innovations, reliability, green-image and of course Toyota loyalty and eventually fuel economy.

It’s hard to argue with them on any of those points, the Prius is all those things and more. I was however curious as to why it was picked over other eco-friendly vehicles. When quizzed about swapping to diesel powered cars, many still had preconceived ideas about ‘dirty, smelly, noisy diesels’. It goes to show how much work diesel cars still have to do to gain acceptance.

What about electric cars? Of course, who wouldn’t want a full-electric Toyota Prius. Toyota is set to release a Plug-in hybrid version of the car later this year and that will no doubt pave the way for an eventual full-electric Prius in the future. As I said before, the current Prius is an interim car, so is the upcoming plug-in Prius and so forth until the technology hits a point which it no longer evolves as rapidly. This is still decades away.

If you’re in the market for a Toyota Prius don’t worry about waiting and waiting for newer generations, but perhaps a little consideration should be paid to the car’s resale value. Given the type of car it is and how quickly technology evolves, the Prius does not necessarily hold its value all that well. This is similar to the Mercedes-Benz S-Class or BMW 7 Series, both of which suffer from the same issue. However if you want the latest in car technology, you have to pay the early-adopters fee.

High on the list of “what would like to see in the next-generation Prius” current owners wrote:

• plug-in capability (coming)
• rear air-vents
• More noise – Too quite at low speeds in car parks, no one can hear you coming (interesting problem)
• Beeping – When reversing the Prius beeps on the inside, the driver knows they are reversing! Why not beep on the outside?
• New wheels – The car’s wheels can really do with an upgrade (17-inch alloys now available)
• A proper spare-wheel and not just tools to band-aid a puncture.
• Smart entry not to unlock all doors at once (possibly able to be set through the car’s ECU)
• Improve handling (bigger wheels will help eleviate this issue)
• Native iPod/iPhone support
• Improve Sat-Nav with ability to read out street names (should be simple)
• Voice activation (should be simple)
• Front camera (simple)

Many have argued strongly against the Toyota Prius on the basis of “you won’t get your money back on the fuel savings“, the Ford Fiesta Econetic which has recently taken the title of the most fuel efficient vehicle in Australia consistently has a go at the Prius.

I admire Ford for their efforts and I do think the Fiesta Econetic is a marvelous car, nonetheless no potential Prius owner is considering the Fiesta. From what I’ve gathered, a Prius owner spends considerable amounts of time researching their vehicle and makes an informed decision based on desire for the latest in car technology and a soft-spot for the environment.

Three months ago I wouldn’t have been sitting here writing an article in defence of the Toyota Prius, but times have changed. The Prius is quite possibly the most misunderstood vehicle on the market today, forget the fuel efficiency and green credentials for a minute and focus on the fact that it can drive itself, park itself and get you from A->B in comfort. Isn’t that what matters the most?

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Even as an entry level model, our Sorento Si comes with an adequate amount of features that would keep most punters happy. A cracker of a sound system and decent air conditioning make long journeys a breeze.

In terms of reliability and build quality, we are yet to find any issues with our car. Aside from noticing the suspension is firmer than I last recall, we have yet to run into any dramas with the car. It has been comprehensively driven through a wide range of high heat conditions both on and off-road.

The Koreans are also starting to recognise the concept of seat quality. After spending nearly 1000km in the Sorento, the one thing that stands out is seat comfort. The front and second row of seats have become quality places to be that don’t leave you aching after a long trip.

Unfortunately, the third row is an adult free zone. When erected, the third row caters mainly for children. Adults can squeeze in with a bit of effort, but won’t find it a comfortable place to stay for a great length of time.

The thing that impresses us with the Sorento is the placid fuel consumption. During my stint I managed to get our average down to around 7.1L/100km. It’s a commendable effort for a car the size of the Sorento, especially when you consider the performance punch on offer.

I can probably speak for myself and my colleague Matt Brogan in saying that the Sorento has really taken us by surprise. It’s testament to the effort and research Korean companies like Kia are putting into their new products. It’s a serious shift toward brand recognition and improvement.

If the Sorento is anything to go by, we can’t wait to get our hands on the new Sportage, which hits our shores later in the year.

If you have any questions to ask about our long term Kia Sorento, leave us a comment or send us an e-mail and we’ll do our best to respond.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

It’s not hard to see why the Range Rover Sport is still considered off-road royalty

Model Tested:

• 2010 Range Rover Sport 3.0 TDV6; 3.0-litre, six-cylinder, twin-turbo diesel; six-speed automatic; five-door wagon: $99,900*

Options (As Fitted):

• Metallic Paint $1800; Sunroof $3170; Powerfold Mirrors $900

Seamless power delivery; flawless fit & finish; polished driving dynamics; excellent fuel economy
Brake pedal modulation; transmission step between 1st & 2nd gear; optional Bluetooth

CarAdvice Rating:

Words by Matt Brogan | Pics by Brendan Nish & Land Rover Australia

At first glance the new Range Rover Sport might look suspiciously the same as the old one, but to dismiss the value of the technological improvements and increase in overall refinement found in this year’s model on appearance alone would be nothing short of injudicious.

Boasting a raft of changes from the superseded model, which has been with us since 2005, the amelioration of the Range Rover Sport sees a fresh engine line-up, new six-speed transmission, revised steering and ‘Terrain Response’ systems, an updated interior and, believe it or not, some modified exterior styling cues that make this year’s model unarguably the best one yet.

Testing the entry-level Range Rover Sport TDV6 this week, we find a leather-clad interior worth a million in prizes. It’s seamless blend of wood, aluminium and flawless hide is impeccably well put together, loaded with all the mod cons you’d expect at this end of the price spectrum, and as comfortable – and indeed as British – as a deep buttoned Chesterfield by the hearth of an open fire.

The captain’s chair-style front seats are the ultimate in off-road opulence offering a supportive and cogent driving position that is entirely electrically adjustable in all the usual directions. Console mounted controls for the smooth-shifting six-speed CommandShift automatic transmission, sophisticated Terrain Response suspension and all-wheel drive settings, and Electronic Park Brake all fall easily to hand from the comfort of a 110-degree adjustable arm rest.

All the technology in the world isn’t worth a cent if it isn’t a joy to use, fortunately Range Rover have made all the controls and functionality of its latest Sport model as straightforward as using the household fridge. The pellucid Harman Kardon stereo, concise seven-inch touch screen satellite navigation system and even the rudimentary layout of the dual-dial instrument panel enjoys simplicity of function even the most technologically challenged dolt could master in a heartbeat.

The large leather-wrapped steering wheel is adjustable for tilt and reach and offers thumb-operated controls for the Sport’s instrument panel-mounted multi-function display (which includes vehicle settings and trip computer controls), audio system, cruise control and (optional) Bluetooth operation.

With a standard feature list that reads like War and Peace, the Range Rover Sport includes such highlights as dual-zone climate control air conditioning, eight airbags, cruise control, single-CD tuner with iPod integration, auto headlamps and wipers, and keyless pushbutton start.

Beneath that vast clamshell bonnet lays perhaps the most impressive upgrade to lower-spec Range Rovers in years, an infallible twin-turbocharged 3.0-litre LR-TDV6 engine. Capable of delivering 180kW of power and a brawny 600Nm of torque, this is the engine low-end Rangey’s always deserved, and is an impressive 40kW/160Nm improvement on the out going model.

Power delivery is seamless, with absolutely no turbo lag whatsoever, and although it still feels like the runt of the litter compared to such offerings as the mighty 375kW supercharged V8, the 3.0 TDV6 tackles highway hills and the off-road obstacle course without raising a sweat. Best of all the LR-TDV6 uses a miniscule amount of fuel at 9.3L/100km (combined, as tested), a triumph considering the Range Rover Sport’s 2535kg tare weight.

In detracting from what’s otherwise a highly polished performance, the Range Rover Sport did stumble, if only very slightly, in a couple of areas.

The first was the obvious step between first and second gear when upshifting at low speeds. This small but distinguishable ’shunt’ came as an unwelcome recurring visitor to what otherwise proved to be a smooth and decisive transmission – so good we barely bothered with the manual (+/-) override (steering wheel mounted paddle shifts are also available as an option at $430).

Secondly the Sport’s brake pedal modulation is a little on the irregular side at very low speeds, meaning that achieving a comfortable soft stop of the meaty 360mm front / 350mm rear discs when approaching the lights is almost impossible.

While the low-profile hoops on the Sport’s stylish 15-spoke, 19-inch alloy wheels are not ideally suited to serious off-road use, they do offer an almost sporty feel on-road, bolstering the sharp steering and first-class chassis for a level of handling that is, on-road at least, the top of its class. Range Rover’s intelligent fully independent, air suspension makes the ride quality akin to that of off-road royalty and is adjustable through three self-explanatory height settings (Access/Normal/Off-Road).

The horizontally split, two-piece tailgate allows easy access to the 958L cargo area which can be extended to 2013L thanks to the practicality of split fold rear seats, and for those wanting to tow where no man has towed before, the Range Rover Sport offers a 3500kg braked towing capacity. A full-size matching alloy wheel is also included as standard equipment, slung beneath the exterior of the cargo floor.

Five-star ANCAP safety comes courtesy of front, side and full-length curtain airbags (for a total of eight), while electronic aids include ABS braking with Electronic Brake-force Distribution and Emergency Brake Assist, Roll Stability Control, Hill Descent Control, Dynamic Stability Control (which automatically compensates when towing) and Traction Control. All five seating positions offer adjustable head restraints and three-point inertia reel seatbelts with front seat passengers adding pyrotechnic pretensioners to their belts.

Optional equipment includes high-beam assist, surround camera system, reversing camera, front parking sensors (rear parking sensors are standard) and Adaptive Cruise Control with Advanced Emergency Brake Assist (a full option price list is included below).

The Range Rover Sport is a competent, comfortable and classy machine offering a true best of both worlds approach to the luxury SUV segment. Coupling excellent fuel economy with confident performance the Sport is very nearly a bargain at $99,900*, and would easily trounce any market-sector rival in an off-road arm wrestle.

Ratings:

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

Road Test the Rivals:

• Audi Q7 ($81,233 to $254,900)
• BMW X5 ($86,635 to $172,900)
• Lexus LX570 ($145,000 to $161,500)
• Porsche Cayenne ($100,500 to $281,400)
• Range Rover ($99,900 to $229,500)

Specifications:

• Engine: 2993cc DOHC V6 (24 valve)
• Power: 180kW @ 4000rpm
• Torque: 600Nm @ 2000rpm
• Induction: Common Rail & Twin Turbocharged
• Transmission: Six-speed automatic
• Driven Wheels: All (Dual-Range)
• Brakes: Disc 360mm (F) / Disc 350mm (R)
• Top Speed: 193km/h (Claimed)
• 0-100km/h: 9.3 seconds (Claimed)
• CO2 Emissions: 243g/km
• Fuel Consumption: 9.2L/100km(ADR)
• Fuel Consumption: 9.3L/100km (As Tested)
• Fuel Tank Capacity: 84.1L
• Fuel Type: Diesel
• ANCAP Rating: Five-star
• Airbags: Front, Side & Curtain
• Safety: ABS, EBA, EBD & ESC with Traction Control
• Service Intervals: 12 months / 15,000km
• Spare Wheel: Full-size matching Alloy
• Suspension: Fully Independent
• Cargo Capacity: 958/2013L
• Ground Clearance: 172/227mm (Normal/Off-Road)
• Approach/Ramp/Departure Angle: 34.6/25.0/29.0 (Degrees, in Off-Road mode)
• Tow Capacity: 3500kg (Braked)
• Turning Circle: 11.9m
• Warranty: 36 months / 100,000km
• Weight: 2535kg (Tare)
• Wheels: Alloy 19 x 9.0-inch

• To download a PDF copy of the new Range Rover Sport technical specifications, click on this link.

• To download a PDF copy of the new Range Rover Sport options & feature list, click on this link.

*Pricing is a guide as recommended to us by the manufacturer and does not include dealer delivery, on-road or statutory charges.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Doppelkupplungsgetriebe! New transmission sends 911 into overdrive

Stuttgart, Germany—Whenever the assignment is to drive latest generation Porsche 911, there’s no question over whether the car will be good or not. It will be good. It will also represent an incremental improvement over the previous model. So, for the most part, the story writes itself—plug in the new horsepower and torque figures, apply some superlatives and you’re good to go.

On the surface of it, this should have been the case with the 2009 Porsche 911 Carrera and Carrera S. Both have received a requisite boost in output, mainly due to the incorporation of direct fuel injection: the former’s 3.6-litre flat-6 delivers 254kW (345 bhp) and 390 Nm of torque, the latter’s 3.8-litre version produces 283 kW (385 bhp) and 420 Nm of torque.

The new Carrera 911 also sports some exterior changes to its still-iconic shape: a revised front bumper, larger air intakes, larger side mirrors, daytime LED running lights and a vastly different LED brake light treatment. Other revisions include larger standard disc brakes, wider rear tires, a revised suspension system, optional sports suspension with the Porsche Active Suspension Management adaptive damping technology, a touch screen-operated navigation system, a dedicated iPod interface and ventilated seats.

But all of the above pales in comparison with the key development in the new 911—the Porsche-Doppelkupplungsgetriebe, dubbed PDK for short, the company’s revolutionary new dual-clutch transmission.

Now, make no mistake: I’m as pure as a purist can be. I’m all about the manual transmission, particularly the type found in sports cars such as the Porsche 911. Six forward speeds, a weighty clutch, a short-throw shifter and the distinct pleasure of a well-executed heel-and-toe downshift. Magic, pure and simple. I love the manual transmission and I’m not yet prepared to mourn its inevitable demise (I give it five years, max.) But while I thoroughly enjoyed my time behind the wheel of the Carrera S fitted with the 6-speed manual, the optional 7-speed PDK, I quickly learned, is capable of whole new levels of trickery.

As with most things Porsche, this slick bit of tech has come straight from the track. First seen on their 956 race car in 1983, the PDK transmission has since been fine-tuned to suit the discriminating tastes of the average Porschephile and to deliver shifts in a fraction of a heartbeat.

In racing parlance, the term “shift without lift” means to change gears while keeping the accelerator pedal flat to the floor. This, in turn, means quicker acceleration and no hesitation between shifts—in other words, no punches to the kidneys every time you take the next highest gear while traveling at a real clip. In other words, the engineers at Porsche should’ve labelled their new transmission “PDQ” instead.

It’s pretty damn cool, too, apart from the shift buttons. While almost every other manufacturer opts for the de rigeur shift paddles—also derived from racing—Porsche is determined to try to convince people that buttons are better. Perhaps when minivans begin to sport paddle shifters, they’ll change their tune. Let’s wait and see.

Back out on the autobahn, the Carrera S lived up to its promise. Scrolling up through the gears, the flat-6 kept right on motoring towards its theoretical top speed. The digital readout set within the analog speedometer told the tale: 200 km/h… 220… 240.

Drops of rain appeared on the windshield, but the Porsche held fast to the surface of the smooth pavement. This served to highlight the reasons why cars like the 911 are so expensive: a shape that carves through headwinds and resists crosswinds, steering that communicates the slightest variances in grip, tricks like a rear spoiler that automatically deploys to increase stability. This all costs money—and so, too, does a sports car capable of venturing beyond 240 km/h to 260 and then 280. (You get the picture.)

At 280 km/h, 30 kilometres of road gets chewed up in a big hurry. So when a road sign warned that our exit was fast approaching, it was time to dispense with thoughts of hitting that theoretical top speed (300 km/h), bring the optional ceramic composite disc brakes into play (like pulling the rip chord on a parachute) and make a decisive move to the right. But when confronted with a long line of trucks all jockeying for position, it was also time to pull one last trick out of the PDK bag.

I slotted the central gear lever into the fully automatic position and the transmission duly picked seventh gear: overdrive. I pinned the accelerator to the floor and the transmission automatically dropped down to second in less time than it takes your heart to emit a slow beat, a process that takes as much as two milliseconds. Thus engaged, the Porsche sprinted ahead of the pack, merging into the exit lane with ease. (Now, it’s no huge feat to pass a line of trucks with a Porsche, it’s just the way this Porsche passed that line of trucks—so quick, so effortless.)

Whenever the assignment is to drive latest generation Porsche 911, there’s no question over whether the car will be good or not. It will be good. It will also represent an incremental improvement over the previous model—in the case of the 2009 edition, this means more power, more torque, better fuel economy and reduced emissions.

But every once in a while, the latest generation Porsche 911 will also represent a major leap forward from a technological perspective—this is that time and the PDK is that technology. All things considered, impressive is too tame a word.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

With a temper tantrum that erupts at 3000rpm, the RS Megane 225 is still a cracking good hot-hatch.

Model Tested:

• 2010 Renault Sport Megane 225; 2.0-litre, four-cylinder, turbo-petrol; six-speed manual; four-door hatch – $43,990*

Options:

• Metallic Paint $800 (Fitted – Deep Black)

Potent performance; tenacious handling; strong brakes
Cabin plastic rattles; ageing looks; fuel consumption

CarAdvice Rating:

Words by Matt Brogan | Photos by Brendan Nish

On paper the Renault Sport Megane 225 might seem a little down on power and torque when compared to some of its newer rivals, and considering this car has been with us since 2006, newer rivals are rather plentiful.

But despite the figures, and despite Megane’s ageing looks, this particular variant is still a cracking good drive – and in some ways, one that must be treated with just a little respect.

The RS Megane 225 is for the most part a no-frills package, though a keen eye will note the Brembo brakes and sports seats as a perspicuous sign a true hot-hatch lies beneath that somewhat jejune exterior.

Megane’s ungainly large posterior and box-like cabin do however lend the car a spacious five-seat interior with enough room to stretch out – even up back.

The cockpit presents enough amenity to be fitting of the $40K price tag – just – with single-zone climate control air conditioning, cruise control (with speed limiter function) and a six-CD tuner included as standard.

Sadly, and again due to the car’s age, new fangled gizmos like satellite navigation, Bluetooth mobile phone connectivity and a plug for your iPod are left looming on the wish list.

The interior might look the goods, and for the car’s orientation it’s considerably comfortable, but if you’re a stickler for quality, the plastic rattles in the dashboard and door trims will be enough to drive you to drink.

So it’s a good thing then that most of the time you’ll be having too much fun to care. The RS Megane 225 is one of those cars that just begs to be driven hard and is far better suited to a Sunday morning shellacking through your favourite section of deserted alpine road than it is meandering down to the shops – though it will do that just as well.

It’s electronics and differential are of a different age, and comparing the RS Megane 225 head-to-head with some newer models may reveal its uncouth, torque steer-side as an unwelcome predator, waiting to catch out the unsuspecting novice, but if you’re up for a little wrestle – or you’re the type who uses front-drive dynamics to your advantage – the temper tantrum that erupts just north of 3000rpm can be a thrilling way to spend a tank of fuel.

And spend fuel you will. Our week-long road test returning a thirsty 13.3L/100km, quite a stretch from Renault’s combined average fuel consumption figure of 8.4L/100km.

Under the bonnet – which you’ll have to open from the passenger side – is Renault’s turbocharged 2.0-litre DOHC four-cylinder engine developing a very hearty 165kW at 5500rpm and near-instant 300Nm torque hit at 3000 revs.

The turbo makes a curious, mischievous whistle when it comes on boost that sounds like a vacuum cleaner stuck in warp drive, though disappointingly, the exhaust note is rather inaudible – a shame given the obvious statement the placement of the outlets make.

Mated to a six-speed manual gearbox, the RS Meganne 225 offers a good spread of ratios for maintaining pace, and always feels like its in that ’sweet spot’, ready to pounce with just a touch more throttle. The shifter however is disappointingly long of throw, and lacks any precision to the touch, feeling more like a spoon in a tub of custard.

The pedal box is tight enough to heel and toe, and the usually slippery polished metal foot flaps offer enough grip for the enthusiastic driver – provided you can keep them dry.

Clutch feel is rather on-off in function, brisk and quite firm, while the brake pedal is tight, yet suitably progressive for a fine level of control over those big Brembo stoppers.

As you’d no doubt expect from the team at Renault Sport, handling is nothing short of exhilarating. The strut (F) / torsion beam (R) arrangement is tightly sprung, almost solid underfoot with tenacious grip allowing you to make the most of the car’s nimble size, once, that is, the tyres warm (this seemed to take a while).

Lift off the throttle as you poke the nose at the apex and the tail slides ever so slightly, deliciously drifting the back-end in to shape, just in time to take the next corner, and the next… it’s really quite addictive.

Like every car in the Renault range, the RS Megane 225 offers a well endowed safety package. The car boasts a maximum possible five-star ANCAP rating thanks to ESC with Traction Control, ABS brakes with Electronic Brake-force Distribution plus the reassurance of front, side and curtain airbags. All five seating positions offer head restraints and three-point inertia reel seatbelts (the front seat passengers also score pyrotechnic pretensioners on their belts).

Up back, that big butt lends the Megane a spacious 330-litre boot. The rear bench has a 60:40 split function for even more space – just in case you ever come down from the hills to to do the shopping.

While a week with this fast Frenchie is hardly enough, the ageing looks, annoying cabin rattles and menacingly close competition see the current RS Megane 225 score a well deserved three-and-a-half out of five.

A new Renault Megane is just around the corner, for more details, click on this link.

Ratings:

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

Road Test the Rivals:

• Ford Focus XR5 Turbo
• Honda Civic Type R
• Mazda 3 MPS
• Mitsubishi Lancer Ralliart
• Subaru Impreza WRX
• Volkswagen Golf GTI
• Volvo C30 T5

Specifications:

• Engine: 1,998cc DOHC four-cylinder (16 valve)
• Power: 165kW @ 5,500rpm
• Torque: 300Nm @ 3,000rpm
• Induction: Multipoint & Turbocharged (Intercooled)
• Transmission: Six-speed manual
• Driven Wheels: Front
• Brakes: Brembo 312mm Cross-drilled Disc (F) / 300mm Cross-drilled Disc (R)
• Top Speed: 236km/h (Claimed)
• 0-100km/h: 6.5 seconds (Claimed)
• CO2 Emissions: 209g/km
• Fuel Consumption: 8.4L/100km (ADR)
• Fuel Consumption: 13.3L/100km (As Tested)
• Fuel Tank Capacity: 60L
• Fuel Type: 98 RON Premium Unleaded
• ANCAP Rating: Five-Star
• Airbags: Front, Side & Curtain
• Safety: ESC with Traction Control, ABS and EBD
• Spare Wheel: Space Saver
• Suspension: Strut (F) / Torsion Beam (R)
• Cargo Capacity: TBC
• Tow Capacity: N/A
• Turning Circle: 11.3m
• Warranty: Three Year / 100,000km
• Weight: 1,361kg (Tare)
• Wheels: Alloy 18 x 8.0-inch

*Pricing is a guide as recommended to us by the manufacturer and does not include dealer delivery, on-road or statutory costs.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The pick of the CX-7 bunch

Model Tested:

• 2010 Mazda CX-7 Classic (FWD); 2.5-litre, four-cylinder, petrol; five-speed automatic; five-door SUV: $33,990*

Entry price, ride, equipment, practicality, style, quality
Handling at the limit, fuel economy

CarAdvice Rating:

Front-wheel-drive, all-wheel-drive, diesel, petrol, turbocharged, naturally aspirated – the four model CX-7 range literally has something to suit everybody. Don’t like the diesel clatter? Perhaps the turbo-charged petrol model is for you. Want to save some dollars at the bowser? Then your choice is the diesel. Want to save some money come purchase time? Then this week’s tester, the CX-7 Classic is perhaps the box you should tick.

Visually, the only way to pick it from its more expensive siblings is the smaller wheels, lack of front fog-lamps and the deleted Mazda badge from the tailgate. Really, trainspotters are the only ones who will realise that you’ve just saved yourself $5000 from the next model up the CX-7’s specification ladder. If you walked past the Classic in a carpark, you’d think it was just another CX-7.

But the real difference is under the skin. The Classic is cheaper by virtue of the fact it has two less driven wheels, and a larger, naturally aspirated petrol engine. Using the engine from the Mazda6 and Mazda3 SP25, the CX-7 Classic makes 2kW less power (120kW) and 22Nm less torque (205Nm), but still retains the familiar Mazda four cylinder sound.

It’s smooth and linear, making most of its grunt near the redline (at 6000rpm), but is quite flexible, too, with peak torque coming in at just 2000rpm – that’s diesel territory. It means it’s happy to amble along at low speed in a quiet and unfussed manner. It’s not the quickest soft-roader around, (0-100km/h in 11.1 seconds) but it responds to throttle inputs immediately and uses its five-speed box to select the best revs for the job, although fuel economy could be improved.

We managed 11.1-litres/100km for city only driving, which is still below Mazda’s urban-only ADR figure of 12.7L/100km; not quite good enough the compete with its diesel sibling (9.3L/100km) but still better than the quicker, turbo-charged petrol model (15.3L/100km). While rolling, the 2.5-litre Classic will overtake reasonably willingly, but this is no drag-race special. Rather, it’s a relaxed, average-paced performer, which relies more on smoothness than shear sprint performance.

Helping this is the automatic transmission which shifts with fluidity and only is really felt on full throttle applications. In manual mode, you push back to shift up and forward to shift down – the more natural way. Using manual changes, it will also hold gears at the rev limiter, but as this car is not designed for any off-roading, it’s hardly necessary.

Yes, unlike the Classic Sports, Luxury Sports and Diesel Sports which are all-wheel-drive, the CX-7 Classic is front-wheel-drive only. In normal day-to-day driving, most drivers would be hard pressed to notice the difference. Stomping on the throttle while turning a corner reveals a tendency to understeer, as well as the minutest amount of torque steer as it tugs at the steering wheel, but most drivers would never press that hard.

Higher speed cornering also produces some tyre squeal from the smaller 17-inch hoops, but steering feedback and appropriate lean means you know when the car is approaching its limits, so you’ll wisely refrain from pushing it that far. So sure, the smaller wheels don’t help it to handle as well as the more expensive CX-7s, but they also soften up the ride to make the Classic the more plush option of the range.

Another area that feels plush is the interior. With comfortable, body hugging front cloth seats, and equipment like auto-headlights, climate control, six-stack CD/MP3 sound system and reversing camera, the CX-7 Classic certainly offers a competitive amount of kit. The steering wheel has audio controls, settings menu access as well as cruise control, so from the driver’s seat you have complete control.

The rear seats are a little flatter and firmer than the fronts but you would never call them uncomfortable. There’s excellent headroom and decent legroom in the back, although you do miss out on air-con vents. You can, however point the centre vent on the centre stack toward the back, but on very hot days it takes a while to reach the rear.

Visibility is excellent all around (the standard reversing camera helps here) although if you sit very low in the driver’s seat the thick A-pillar and wing mirror can block a little of your forward right-hand vision. Best to sit a little higher and forward to account for this.

It’s the pricing, though, that really makes the CX-7 Classic an enticing proposition. The Ford Escape, Honda CR-V, Jeep Patriot and Compass, Mitsubishi Outlander and Nissan X-Trail all are positioned around the same price as the Classic. But none of them have the same edgy and modern styling as the CX-7, with interior quality (excepting the Honda) also nowhere near as good. The CX-7 Classic also has the best ride of the bunch, a five star safety rating and has an unlimited kilometre warranty too.

If you’ve got your heart set on a cheap soft-roader, but are never going to take it off road, the the CX-7 Classic is worthy of serious consideration. It’s smooth, has the quality, space and safety to house the family, and for a CX-7 is priced very keenly. In fact, it’s probably the pick of the bunch.

Ratings:

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

Road Test the Rivals:

• Ford Escape
• Mitsubishi Outlander
• Nissan X-Trail

Specifications:

• Engine: 2.5-litre, four cylinder
  
• Power: 120kW @ 6000rpm
  
• Torque: 205Nm @ 2000rpm
  
• Induction: Naturally aspirated, electronic port injection
  
• Transmission: Five speed automatic
  
• Driven Wheels: Front
  
• Brakes: Ventilated 296mm disc (front), ventilated 302mm disc (rear)
  
• Top Speed: Not tested
  
• 0-100km/h: 11.1 seconds (as tested)
  
• CO2 Emissions: 223g/km
  
• Fuel Consumption: (ADR) 9.4-litres/100km
• Fuel Consumption: (As Tested) 11.1L/100km
• Fuel Tank Capacity: 62 litres
  
• Fuel Type: 91RON
  
• ANCAP Rating: Five stars
  
• Airbags: Eight
  
• Safety: ABS, EBA, EBD, ESC
  
• Spare Wheel: Space saver
  
• Suspension: MacPherson strut front, multi-link rear
  
• Cargo Capacity: 400 litres
  
• Tow Capacity: 750kg unbraked, 1000kg braked
  
• Turning Circle: 11.4m
  
• Warranty: Three year/unlimited kilometre
  
• Weight: 1589kg
  
• Wheels: 17-inch alloy – 215/70R17 101H

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

It was the proverbial offer too good to refuse: Travel to Scotland for a scenic tour of Speyside, the historic region made famous by the many whisky distilleries situated nearby. During said visit, our small group would stay in a cottage situated at the Macallan Estate, the hallowed grounds where one of the world’s most prestigious single malts is produced. But this was just the start.

The icing on what promised to be a very tasty cake: The entire tour would be powered by three high-performance Bentley models, the Continental GT Speed, GTC Speed and Flying Spur Speed. More resolute men than I, those with a stronger will or those with something better to do perhaps—could there be anything better to do?—might have been able to turn this offer down. Me, I was counting the minutes until I arrived in the land of plaid and haggis.

The ride from Aberdeen airport set the stage beautifully: Still reeling from jet lag, I slid into the back seat of the Continental Flying Spur Speed and transitioned in and out of consciousness as the lush landscape of the Scottish Highlands rocketed past. Do I mean to imply that this particular Bentley is a dream ride? Well, let’s consider the facts.

The Flying Spur Speed is the most powerful sedan ever produced by the legendary British carmaker and the fastest production sedan in the world. Armed with a twin-turbocharged, 6.0-litre, 12-cylinder engine that generates 600 horsepower, this Bentley can sprint from 0 to 100 km/h in a scant 4.8 seconds. While that’s very impressive for a large 4-door, even more noteworthy is the car’s top speed: a jaw-dropping 322 km/h.

As one would expect from Bentley, all this performance is accomplished with complete ease and comfort. The Flying Spur Speed is equipped with all-wheel drive and 20-inch Pirelli PZero tires that combine to give the car supreme grip. And although this model is lowered and tuned for a sportier ride than the standard Flying Spur, passengers are still isolated from the road courtesy of sound-proof glass, thick carpeting and cushy leather seats with exclusive diamond-quilted pattern.

Of course, this trip was about more than just taking a passive approach to enjoying the latest offerings from Bentley; there was some serious driving involved as well. From the Macallan Estate in Craigellachie, we journeyed towards the Cairngorm Mountains, collectively the loftiest range in Britain and home to five of the six highest peaks in the nation.

For the opening stretch, a collection of tiny country roads that wound along the banks of the River Spey, I took the reins of the Bentley Continental GT Speed, my personal favourite of the three models. I wouldn’t classify the GT Speed as an outright super-sports car in the tradition of Ferrari or Lamborghini, but it’s not far off the pace either.

The same W12 engine found in the Flying Spur Speed is nestled under the coupe’s muscular hood and, in this application, both power (600 hp) and torque (553 lb-ft) are identical as well. But given that the GT Speed is smaller and lighter than the sedan, performance is even more eye-opening: 100 km/h arrives three-tenths of a second faster and terminal velocity is a truly astounding 326 km/h—the most ever for a production Bentley.

The GT Speed not only benefits from impressive off-the-line performance, it also handles incredibly well for a big grand touring coupe and offers dynamite braking performance to boot. As compared to the base Continental GT, there are many key differences: the self-levelling suspension ensures that ride height automatically lowers at speed (10mm in the front, 15 mm in the back), the suspension system itself is tuned for more dynamic handling and optional carbon-silicon carbide brakes have been fitted.

Sitting at the controls of the Bentley is a very reassuring place to be. The 2+2 layout gives the driver plenty of room to stretch out (although there’s little space for anyone in the back), the seats are infinitely adjustable and the Speed-exclusive three-spoke steering wheel with paddle shifters places everything important within relatively easy reach.

This final aspect of the GT Speed was very much appreciated as I roared along the narrow Scottish roads, encountering more than one extra-wide opponent (tractor, delivery van, service vehicle, you name it) taking up more than his fair share of the tarmac, an especially tricky situation when also navigating a blind turn. Steering: good. Brakes: better. Bentley: intact.

For the final stretch of the day, I moved into the Bentley GTC Speed, the convertible version of the GT Speed. This stunning drop-top shares the same components as the coupe, but gives away a bit in performance. The W12 engine has the same output here and acceleration is the same, but due to aerodynamics, top speed for the GTC is slightly lower—322 km/h with the top up, 312 km/h with the top down.

Nevertheless, what I learned from my drive of the GTC Speed is that the road is equally as important as the car. While the stretch from the Cairngorms to Nairn also consisted of largely narrow rural roads, traffic was much less of a factor. One section, the B9007 from Carrbridge to Furness, was like a lunar landscape: We were driving atop a rocky plateau with an expansive vista—and we were practically alone out there.

This is where the performance of the GTC Speed came into sharp focus. Top down despite a mild drizzle, the car roared out of slow corners at a rate of knots that belied its size, sport exhaust rumbling. The steering was precise, the all-wheel drive system showed no signs of giving up traction despite the damp surface, and the 6-speed automatic transmission kept pace the whole time. Meanwhile, the cabin remained a serene environment; the wind was buffeting all around us, but ensconced in the front seat, my navigator and I were completely unperturbed.

Although I failed to come close to the top speed on any of the three Bentleys on any of the roads, this quick trip to the Scottish Highlands proved endlessly entertaining nonetheless. The scenery was breathtaking, the experiences were unforgettable and the cars were dynamic: What more could one ask?

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

With more front than Elle and bigger balls than Rundle Mall, this is how Australia does Grand Touring.

Model Tested:

• 2010 HSV E2 GTS; 6.2-litre, eight-cylinder, petrol; six-speed manual; four-door sedan – $80,990*

Options:

• Six-Piston Brakes $3,790

Performance; exhaust note; strong braking; neutral handling
Cabin rattles; quality of some interior plastics; steering ratio

CarAdvice Rating:

Australia has quite the tradition of making a damn quick four-door sedan, in fact 40 years ago we famously produced the fastest four-door on the planet, and while our efforts may have grown more powerful since, with ever-growing output figures year after year, the excitement and the underlying appeal of such top-end offerings seemed to fall flat compared to the brutal power and garish styling offered in heady days of the early 1970s. Until now.

HSV’s new bold as brass GTS screams ‘fast’ – if that’s OK with you, and proves that when it comes to making a statement – or indeed to making some serious V8 mumbo – the lucky country hasn’t lost its Midas touch.

Like it or hate it, the angular, edgy looks of the new HSV GTS are as in your face as it gets, and while the standout appearance is truly better in the metal, even hardened HSV loyalists might find certain elements of the GTS’s new fangled styling a little over the top, as they don’t quite suit the familiar, more subdued VE contours.

But subtle simply wasn’t in the design brief, and that’s not altogether a bad thing, I mean who buys a GTS to blend in with the mob? If you ask me the ostentatious approach is a far better representation of the car’s true personality, and with its pumped muscular stance none-too subtly hinting at the enhanced performance credentials beneath, this bold approach is an apt way of showing the GTS rightfully retains its title as king of the Aussie muscle brigade.

Under that large, nostril-fronted bonnet lies the augmented 325kW heart of the new GTS – a ballsy 6.2-litre V8 engine with enough torque to ensure those huge 275/30 R 20 rear tyres will break traction wet or dry to deliver straight-line performance that would put the odd BMW M car to shame.

A ground pounding 550Nm of torque is sent to the rear wheels in shock-wave of grunt via a sweet, short-shifting six-speed manual gearbox with an involving mechanical feel to deliver 0-100km/h times HSV claims at 4.9 seconds. The best we could do after three runs was 5.3 seconds, according to VBOX.

Engaging launch control is the ctrl-alt-delete sequence from hell. But the result’s a jaw-dropper. With the car’s Traction Control set to ‘Competitive Mode’ it’s a simple case of selecting first gear, building the revs to a touch over 4000rpm (you’ll hear them hold at this point, any more and you’ve missed a step) and sidestep that meaty W427-sourced clutch, a move that takes immense faith because of the potential for mechanical destruction with that much shock loading underfoot, as you mash the throttle to the firewall. A flat change in to second gear will see the big V8’s revs climb quickly to redline for the second time in what feels like as many seconds and sure enough, 100km/h comes up as quick as silver.

It’s quick, bloody quick, and even if we couldn’t match HSV’s times, that isn’t a reflection on the car. Besides, there aren’t too many places you can try this on without being labeled a hoon.

Riding on a strut front / multi-link rear arrangement specifically tuned for those huge 20-inch rims, the GTS also includes HSV’s dual-mode (Normal and Track) Magnetic Ride Control system to instantly firm the dampers at the push of a button. The car handles like something half as heavy; a composed cruiser with oversteer on demand at the dab of the throttle.

The bus-like leather-clad steering wheel feels quite comfortable in hand with more than enough communication to keep you in the loop, though the ratio is a touch long for the car’s ability and intent.

Braking is strong enough to stop a Hercules with HSV’s optional six-pot yellow calipers well and truly worth the $3790 asking price. The pedal feel is firm, but suitably progressive and with late threshold ABS as standard, the GTS could comfortably tackle a track day without raising a sweat.

Completing the package, the GTS is also fitted as standard with HSV’s active bi-modal exhaust (a $2290 option on other HSV models), that according to HSV “manages back pressure and noise quality” for a real V8 bark over 4000rpm. The crackle on gear change is absolutely intoxicating on cold mornings, and once hot, makes a blissful deep burble and pop on overrun that is music to the ears of any bent-eight purist.

Although hardly a concern at this end of the performance scale, the GTS returned a combined fuel consumption figure of 15.7L/100km during our test, only half a litre more than the ADR result.

Inside, the GTS’s cockpit remains unchanged from its predecessor, but still does the job with minimum bother. The layout is rather straightforward and all of the features are easy to operate, but on the downside, some of the interior fit and finish is well below that of Japanese cars costing a third the price, and the car we tested boasted several niggling interior rattles that would disappoint if you had just forked over $80k for them.

The seating is generous in size, almost too generous, and while the larger framed person will no doubt feel comfortable, smaller adults and children may find the seats lack lateral support. Disappointingly for the price tag, the front seats are only of mechanical/electrical adjustment instead of being fully electric. The seats are adjustable in all the usual directions while the steering also offers both tilt and reach adjustment.

Standard equipment includes a six-CD tuner with steering wheel-mounted audio controls and a 3.5mm auxiliary input jack, cruise control, Bluetooth mobile phone connectivity, dual-zone climate control air conditioning, binnacle gauges, power windows and mirrors plus remote central locking. Satellite navigation, an electric tilt and slide sunroof, full-size matching alloy spare wheel and overhead rear DVD played are optional.

With all that performance on tap, HSV has still made certain the GTS is as safe as any offering in the current VE range. Standard safety equipment includes front, side and curtain airbags, ESC with Traction Control and ABS brakes. Head restraints and three-point inertia reel seatbelts are offered in all five seating positions while the front seat occupants get pyrotechnic pretenioners on their belts. The E2 GTS achieves a maximum possible five-star ANCAP safety rating.

At a touch over 80 grand, the new GTS is a cheap way to get yourself in to the performance arena of the six-figure European big boys, which you have to admit, makes the E2 GTS a Bathurst-flavoured bargain.

*Pricing is a guide as recommended to us by the manufacturer and does not include dealer delivery, on-road and statutory charges.

Ratings:

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

Road Test the Rivals:

• FPV Falcon GT

Specifications:

• Engine: 6,162cc OHV eight-cylinder (16 valve)
• Power: 325kW @ 6,000rpm
• Torque: 550Nm @ 4,600rpm
• Induction: Multi-point
• Transmission: Six-speed manual
• Driven Wheels: Rear
• Brakes: Discs with ABS
• Top Speed: Not Tested
• 0-100km/h: 4.9 seconds (Claimed)
• CO2 Emissions: TBC
• Fuel Consumption: 15.2L/100km (ADR)
• Fuel Consumption: 15.7L/100km (As Tested)
• Fuel Tank Capacity: 73L
• Fuel Type: 98RON Premium Unleaded Petrol
• ANCAP Rating: Five-Star
• Airbags: Front, Side & Curtain
• Safety: ESC with Traction Control
• Service Intervals: 12 month / 15,000 kilometre
• Spare Wheel: Space Saver (Full-Size Optional)
• Suspension: Sturt (F) / Multi-link (R) with Magnetic Ride Control
• Cargo Capacity: 496L (Approx.)
• Tow Capacity: 1,600kg (Braked)
• Turning Circle: 11.0m
• Warranty: Three-Year / 100,000 kilometre
• Weight: 1,718kg (Approx.)
• Wheels: Alloy 20 x 8.5-inch (F) / 20 x 9.5-inch (R)
• Wheelbase: 2,915mm
• Front Track: 1,592mm
• Rear Track: 1,590mm

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Open air motoring at its best

Palma de Mallorca, Spain—With the introduction of the 2011 Mercedes-Benz E-Class Cabriolet, the company’s revamped mid-size luxury line-up is now complete. The saloon bowed first last year, followed closely by the coupe and the wagon; all three continue a tradition of quality engineering, a wide range of hi-tech features and a decent level of driving satisfaction.

So the expectations for the soft-top version went something like this: more of the same, but with some added vitamin D thrown in for good measure. Fortunately, the weather for the launch event, held on the perennially sun-soaked isle of Mallorca, cooperated

The cabriolet versions of the E-Class will be available with a number of different petrol and diesel engines, depending on the market in question.

At the time of launch, the complete list of diesel engines is as follows: a 4-cylinder each for the E200 CDI (125 kW; 170 hp) and the E250 CDI (150 kW; 204 hp), as well as a V6 diesel for the E350 CDI (170 kW; 231 hp). The catalogue of petrol engines reads as follows: a 4-cylinder for the E200 CGI (135 kW; 184 hp) and the E250 CGI (150 kW; 204 hp), a V6 for the E350 CGI (215 kW; 292 hp) and a V8 for the top-of-the-line E500 CGI (285 kW; 388 hp), which is branded the E550 in certain markets.

Over the course of two days of driving, I had the chance to test three of these models: the E350 CDI, E250 CGI and E500 CGI. (Whew, that’s a lot of letters.)

First, let’s start with the gasoline engines. Here’s what I learned last year in driving the V6 and V8 petrol versions of the E-Class saloon back-to-back: The V6 is Dr. Jekyll, the V8 is Mr. Hyde. While there was only the opportunity to test out the V8 this time around, my educated guess is that the V6 will be best-suited to those who appreciate the cachet of the five-pointed star and all the cabriolet’s luxury amenities, combined with enough power so that you’re not completely embarrassed during stoplight getaways.

While the E350 CGI employs a 3.5-litre V6 that develops 292 horsepower and 365 Nm of torque, the E500 boasts a 5.5-litre V8, 388 horsepower and 530 Nm of torque. If that seems like a big difference…well, it is a big difference.

As a result, the E500 will clearly resonate with those who prefer their luxury family sedans to be a little more muscular. While this version isn’t quite as extreme as the inevitable E63 AMG Cabriolet (likely appearing later in the year), it does manage the sprint from 0-100 km/h in a scant 5.3 seconds. That’s pretty quick for a family car in anybody’s book.

Power is diverted to the rear wheels via a 7-speed automatic transmission—dubbed the 7G-TRONIC—that can be left in full automatic mode or shifted using the centrally-mounted gear lever or steering column-mounted paddles. While this unit isn’t as racy as some on the market, it’s certainly well-sorted and perfectly in tune with the nature of the car.

Out on the winding roads with the soft-top safely stored away, the E550 proved an entertaining ride. The dynamic handling package—standard in certain markets—provides the choice between two modes, sport and normal. This system automatically adjusts the amount of damping at each wheel when cornering or performing evasive manoeuvres, while the sport mode stiffens up the suspension accordingly.

The ride proved to be a great compromise between comfort and road-holding. And while the traction control system is a bit matronly, it does allow for the car to be thrown into corners with little concern for the repercussions. The steering isn’t as direct as I’d like, but, then again, this isn’t a sports car.

From an engineering standpoint, the highlight of the driving experience just might be the exhaust note. Top down, right foot planted: a little piece of heaven burbling forth from the trapezoidal tips. (And, again, a hint at what the AMG model might offer.)

Next on the desirability list came the E350 CDI. As the saying goes, there’s no sunstitute for displacement and the diesel just didn’t turn my crank as much as the big V8. Having said that, the 3.0-litre V6 oil-burner is definitely a handy motor that offers a decent level of acceleration combined with respectable fuel efficiency.

My issue with the E350 CDI (as with many diesels): It simply runs out of breath out on the open road—and when is that ever fun? Aided by a 7-speed automatic as well, this cab motors from naught to 100 km/h in 6.9 seconds. So the diesel does generate some fun, but a little bit more would be greatly appreciated.

Lastly, we arrive at the E250 CGI. This 4-cylinder isn’t for everyone… and it’s not for me, either. Saddled with an outdated 5-speed automatic transmission, acceleration is extremely mild. I would say that this engine would be best suited to taxi cab duty, but then why would you choose it over a 4-cylinder diesel that offered better efficiency and performance off the line? Motoring around the hilly terrain just outside Palma, the E250 struggled to catch its breath regularly.

In terms of comfort, luxury and convenience, here’s everything you need to know about the E-Class Cabriolet: It’s a Mercedes-Benz. With this statement alone, it goes without saying that the car will offer a ton of luxury amenities, heaps of technology and plenty of comfort for those fortunate enough to own one.

In the run-up to the introduction of the E-Class Cabriolet, the corporate spin doctors gave the car a fairly compelling tagline: Four passengers, four seasons. The reason for this is the introduction of the AIRCAP, a new system designed to reduce wind buffeting for rear-seat passengers when the top is down.

The AIRCAP comprises two parts: a spoiler with integrated netting mounted on top of the windshield and a mesh windbreak set between the headrests of the rear seats. Both, along with the soft-top, are power-operated through switches in a control panel just in front of the armrest. (The rear windbreak also automatically deploys when one of the rear seatbelts is used.)

While the system proved very effective at reducing airflow and noise in the cabin, there were two notable drawbacks. First, the front spoiler looks incredibly inelegant when deployed. Second, the netting draws insects like a moth to the flame, so when it’s tucked away after use, bug parts rain down on the front windshield like a grade school biology class.

Still, with the airflow managed, the climate control and seat heaters set on high, and the neck-heating AIRSCARF engaged (another bit of proprietary thinking from Mercedes), you could conceivably power along with the top down in the dead of winter. Maybe not at the North Pole, but you get the point.

Here’s another aspect of the Mercedes line-up that seems to go unnoticed too often: The power seats are some of the most comfortable and easy to operate on the market.

The seat controls are placed on the side of the door, right where you can reach and see them. They offer an iconic replica of the seat with clear switches for the headrest, backrest and seat bottom. Their level of adjustability is infinite. Why every manufacturer in the world doesn’t copy the Mercedes design for seat controls is a mystery.

The AMG sports package includes the even more delightful multi-contoured front seats; these give the driver and co-driver still more decisions to make, with extra side bolstering and lumbar support part of the equation. To top it all off, the versions tested included the optional “climate comfort” seats with heating and cooling switches. (I like to turn both the heating and the cooling on full blast and watch them fight it out.)

Elsewhere, the interior of the E-Class Cabriolet with AMG sports package boasts a number of other nice touches such as the sports steering wheel, brushed aluminum sports pedals, leather upholstery and very handsome black-on-black or two-tone interior treatments.

While some well-heeled sorts might describe the need to ride around in a Bentley or a Rolls or a Maybach, this Mercedes leaves little to be desired from either a comfort or luxury standpoint.

When you add in the aggressive outward appearance of the AMG sports package—including body kit, upgraded brake calipers and 18-inch wheels—you also have a drop-top that’s capable of turning heads for all the right reasons.

Lastly, the E-Class Cabriolet offers so many hi-tech features, it would take another complete article to describe them in full. (The Reader’s Digest version: adaptive high beams, adaptive cruise control with automatic brake assist, and attention assist to alert the driver if he seems to be driving erratically.)

As expected, then, the 2011 Mercedes-Benz E-Class Cabriolet is another worthy addition to the manufacturer’s potent line-up… as long as you opt for the proper engine.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

If there ever was a car you might seriously consider downsizing and selling your house for, it would be a Lamborghini Gallardo with the word Superleggera scribbled down the bottom of the door panels.

There will be few if any cars in the world today, that will come close to its breadth of capabilities on the road or track.

It’s the surgeon of all surgeons, when it comes to dissecting twisty mountain roads with scalpel like precision and poise.

Of course, we haven’t yet driven the LP 570-4 Superleggera but our undying passion for all things Superleggera comes from our experience behind the wheel of an LP 540-4 Supperleggera back in 2008, when we blew apart the Italian Alps in a couple of Lamborghini’s finest.

While the stock Gallardo LP 560-4 sits at the top of the supercar tree when it comes to all round driveability, the Superleggera is the weapons grade version.

And while it can destroy almost all other high performance machines whether that be on the Autostrada or the Stelvio Pass, it’s more about how easy it is to drive the Superleggera fast that sets it above any other supercar we’ve driven.

At this stage, we can only guess how good the Gallardo LP 570-4 Superleggera will be, but rest assured, it will raise the high performance bar even higher.

The “superlight” Gallardo from Sant’Agata Bolognese has had what little fat there is on the standard car, trimmed off to the tune of 70 kilograms. This highly focused machine now boasts a dry weight of just 1340 kilograms.

That’s good news all round. With a better power-to-weight ratio and reduced total mass, CO2 emissions have also been lowered to 319gr/km with the E-Gear transmission, slightly better than the manual version.

The 5.2-litre V10 powered Superleggera is good for a top speed of 325km/h and will rocket from 0-100km/h in 3.4 seconds. Moreover the zero to 200km/h sprint will take just 10.2 seconds and that’s important if you’re lucky enough to be on a German Autobahn in a derestricted zone.

When a Lamborghini V10 is spinning at around 8,000 rpm, there is no better sound in the world bar an F1 engine at maximum revs.

Its enormously powerful with 419kW (570 hp) and all of 540 Newton-metres of torque providing significant pulling power from low down in the rev counter.

There’s a lot of carbon fibre on board the LP 570-4, some 40 of the 70 kilograms in weight saving on board the car. Inside the cockpit, it’s carbon fibre and Alcantara almost exclusively. That includes the door panels, central tunnel cover including the E-gear transmission lever and both seat shells.

Alcantara (looks and feels like suede) is lighter than leather and is used for the seat inserts and headliner, providing a high quality look and feel, which is beautiful to touch.

But what sets the Superleggera apart from its Gallardo siblings are the little things, like the exotic exterior paint jobs such as Verde Ithaca, Giallo Midras, Nero Noctis and Arancio Borealis and the matching seat trims and stitching.

While power is only slightly up on its predecessor, the latest Supeleggera is considerably more efficient with fuel consumption down by 3.5 litres/100km. That’s due to the “intiezione Diretta Stratificata” or direct petrol injection, the process of which allows for a very high compression ratio of 12.5:1.

It doesn’t matter whether you like your six-speeds on the floor or not. Once you get a taste of Lamborghini’s super fast E-Gear transmission, there’s no going back to old favourites.

You simply cannot compete with the speed at which this gearbox shifts ratios and that includes Michael Schumacher and Jensen Button.

But more to the point, it’s easy. Hammering down the switchbacks near the Alpine village of Aosta and it’s a simple matter of flick, flick, from fourth down to second, as you dive into each hairpin with ridiculous ease before flooring the throttle again, as you blast out of each hairpin towards the next.

And then there’s the grip, the term prodigious, doesn’t come close to describing how planted this car feels. The Superleggera (and I’m talking about the superseded LP 540-4) is blessed with extreme levels of adhesion, which inspires unrivalled confidence through any degree of corner or when sitting on 300km/h plus, on the Autostrada.

It’s not just about the four driven wheels either, as denoted by the 4 in the model name although, clearly, that is a critical factor.

When you’re really on the right pedal, the Superleggera feels like a rear wheel drive sports car, which has a lot to do with the central viscous coupling and the 45 percent limited slip diff on the rear axle.

Power is distributed with a ratio 30:70 front to rear and allows the rear end to step out while allowing you to correct before the electronic nannies have woken up.

That said you simply can’t rate this car on any one particular component. It’s a perfect package which includes the world’s best steering set up, race quality fade free brakes (carbon ceramic) and a suspension system that makes this car an acceptable daily drive as well as a track day winner.

I would be remiss if I didn’t mention the Pirelli P Zero Corsa tyres, 235/35 ZR19 up front and sticky 295/30 ZR19’s on the rear. They may as well have been custom designed for the Gallardo LP 570-4 Superleggera, if our experience with its predecessor is any indication.

CarAdvice will bring you a full-length road test and video of the Lamborghini Gallardo LP 570-4 Superleggera later this year.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The Ford Fiesta, but better!

Model Tested:

• 2010 Ford Fiesta ECOnetic; 1.6-litre, turbo-diesel, four-cylinder; five-speed manual; five-door hatch: $24,990*

Great fuel economy; low CO2 emissions; nimble handling
No auto option; no spare wheel; manual rear windows

CarAdvice Rating:

Ford flaunts its eco-credentials in the greenest car of all, the Fiesta ECOnetic. It’s fuel efficient, environmentally friendly and boasts five-star safety. It’s the Fiesta we know, but better.

The Fiesta ECOnetic is the sixth model variant on offer in the Fiesta line-up and is available in one specification only, a five-door, 1.6-litre, turbo-diesel, five speed manual.

The 1.6-litre turbo-diesel engine is a beautiful match for this car. It produces 66kW at 4000rpm and 200Nm at 1750rpm. It does fall 22kW short of its petrol manual siblings – the Fiesta CL, LX and Zetec – but makes up for it with an increase in torque, an extra 48Nm to be precise. You’ll find the power output more than adequate for this light car.

The ECOnetic stands out for several reasons, most notably for the fact it trumps both the Toyota Prius and the Mini Cooper D for fuel economy, proudly claiming the hot seat as Australia’s most fuel efficient car.

With a combined fuel consumption of just 3.7 litres per 100 kilometres, the ECOnetic is incredibly frugal… the most frugal. The ECOnetic delivered impressive fuel efficiency on a city-based test route, averaging 4.7 litres per 100km. Based on this, the combined cycle claim seems easily achievable. If your daily commute is highway based, you could be achieving as low as 3.2 litres per 100 kilometres. Fewer trips to the bowser can only be a good thing.

The ECOnetic’s CO2 emissions are also very low, at just 98 grams per kilometer. It is the only non-hybrid vehicle to produce emissions sub 100 grams. The Mini D comes close at just 104 grams. Toyota’s Prius comes in at 89 grams per kilometer.

To compliment the efficient engine, a few design changes also come into play to deliver these eco-delights. The ECOnetic’s 14 inch wheels are fitted with low rolling resistance tyres to reduce drag and engine strain; a lowered ride height, air deflectors and unique wheel covers help aerodynamics; and weight is reduced by the use of a tyre mobility kit in place of a spare wheel. If you’re happy to partake in a more prescribed drive experience to maximize fuel economy, a green shift indicator light in the instrument cluster signals the optimal point to change gear.

On top of all of this, the ECOnetic gains a five-star rating from ANCAP. Driver and front passenger airbags, head and thorax front side airbags, driver’s knee airbag, anti-lock brakes with electronic brakeforce distribution, and dynamic stability control with traction control and emergency brake assist complete a good safety package.

The five-speed manual gearbox is very nice, with smooth power delivery. Gear ratios are well spaced and the throw between gears is short. Handling the ECOnetic is just as nice. Steering is light and precise and offers adequate feedback and the three-spoke leather-wrap steering wheel feels nice in hand. The Fiesta ECOnetic is a great city car thanks to its petite proportions and simple manouvreability. The ECOnetic is an enjoyable and satisfying drive.

I found it easy to get a comfortable driving position and everything is easily accessed from the driver’s seat, however overall levels of comfort seem to decline as the size of passengers increases! At over six-feet tall, my passenger struggled to get comfortable – there’s not a great amount of leg room.

Forward and side visibility is good, but poor rearward visibility is a challenge – particularly when parking.

Second row passengers are comfortable, but also a little tight for leg room – particularly the centre passenger position. All three passengers get three-point seat belts, but the centre passenger has no head rest. Second row passengers have manual only windows, which for kids is apparently a tedious chore and archaic design!

The centre dash display of the ECOnetic is the same as other Fiestas – angular shapes and lots of plastics. While it’s all nicely placed and very clear, I think it’s already starting to date a little.

The ECOnetic has a good audio system, comprising; AM/FM radio, single CD with MP3 capability, six speakers, Bluetooth hands free with voice control system, auxiliary and USB audio input. The Bluetooth system is very simple to connect and to use.

You will be hard pressed to find a worthy competitor for the Fiesta ECOnetic – they are, well, almost non-existent. A spritely 1.6-litre turbo-diesel engine, incredible fuel efficiency, the lowest CO2 emissions for a non-hybrid and five star safety – for under $25,000. The ECOnetic should be bolting out the door. If you’re simply after a light car, check out our light car comparison which includes rivals such as the Honda Jazz and Toyota Yaris. If you’re after fuel efficiency, the Toyota Prius or Mini D are clear competitors, but you’ll be forking out significantly more cash.

The ECOnetic shines in a league of its own, at least for now.

Ratings:

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

Road Test the Rivals:

• Hyundai Getz
• Mini Cooper D
• Toyota Yaris
• Toyota Prius

Ford Fiesta Econetic Specifications:

• Engine: 1.6-litre DOHC four-cylinder (16 valve)
• Power: 66kW @ 4,000rpm
• Torque: 200Nm @ 1,750rpm
• Induction: Turbocharged
• Transmission: Five-speed manual
• Driven Wheels: Front
• Brakes: Disc (F) / Drum (R) with ABS, EBA & EBD
• Top Speed: Not Tested
• 0-100km/h: Not Tested
• CO2 Emissions: 98g/km
• Fuel Consumption: 3.7L/100km (ADR – Combined)
• Fuel Consumption: 4.7L/100km (As Tested – City Cycle)
• Fuel Tank Capacity: 40L
• Fuel Type: Diesel
• ANCAP Rating: Five-star
• Airbags: Front, Side and Driver’s Knee
• Safety: ESC with Traction Control
• Spare Wheel: N/A
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 295L
• Tow Capacity: N/A
• Turning Circle: 10.2m
• Warranty: Three-Year / 100,000km
• Weight: 1,088kg (Tare)
• Wheels: 14-inch Steel

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The BMW Z4 is more than a car, it’s the ultimate driving experience.

Model Tested:

• 2010 BMW Z4 sDrive23i; 2.5-litre, six-cylinder, petrol; six-speed manual; roadster – $86,200*

Options (As Fitted):

• Metallic Paint $1,840; Sports Seats $1,330; Anti-dazzle Interior and Exterior Mirrors $700

Ideal power to weight balance; crisp handling; communicative steering; excellent fuel economy
Slightly awkward entry & egress; some rearward visibility issues with roof up

CarAdvice Rating:

If the MX-5 represents “Jinba Ittai” (horse and rider as one), then the engineers at Mazda must be riding side-saddle, for when it comes to offering driving dynamics and a sense of oneness with the car, the new BMW Z4 is as close to perfection as any road-going car can be.

Now sure, that comparison is a little unfair given the obvious, and rather vast, difference in price, and for the money the MX-5 does a bloody good job, but the picture I’m trying to paint here is that for the driver, a real driver, feeling that communication with the car, and the car with the road, is a long-lost art most modern vehicles have ignored in a blur of over zealous electronic aids, frugal fuel economy figures, weighty safety features and unnecessary cabin gadgetry.

Yet somehow, BMW have managed to combine the pleasure of driving with all the aforementioned mod-cons in to this exceptional little package, and should you be lucky enough to afford the asking price (which I actually consider very reasonable for what’s on offer), you will find the Z4 really steps the driving experience up a notch – or ten.

In the specification tested this week, the BMW Z4 sDrive23i, we find a 2.5-litre in-line six-cylinder engine that, although naturally aspirated, produces an impressive 150kW at a sonorous 6,500rpm, as well as 250Nm of torque from a low 2,750rpm.

The engine is a free-revving caterwaul of German precision, nearly orchestral above 4,000rpm, and coupled to a throaty exhaust note reminiscent of European GT cars of the 1960s, is pure bliss through winding country roads, an aural orgasm that even those passengers not in touch with their motoring-side seemed to openly appreciate over the course of my week with the car.

Mated to a fluid, short-shifting six-speed gearbox the Z4 sDrive 23i provides a purposeful feeling of acceleration managing the 0-100km/h sprint in just 6.6 seconds – and this from the lowest capacity engine available in the Z4 range. Fuel economy is impressive with this week’s combined figure of 8.7L/100km a true surprise given the car’s low kilometres and my enthusiastic driving.

Underfoot the Z4 feels beautifully balanced in terms of its front-to-rear weight distribution with a strut (front) / multi-link (rear) suspension arrangement that, although slightly firm over rough surfaces, compliments the car’s orientation hand-in-glove with tenacious grip and perfect poise. The Z4 also offers BMW’s Dynamic Driving Control electronic suspension setting selector as standard that allows the driver three levels of adjustment (Normal, Sport and Sport Plus) at the flick of a switch.

The electric power steering feel is sportingly firm and pin-point accurate with a near-perfect level of feedback offered when cornering. That said, and I’m being very picky here, it is a little light when it comes to on-centre feel.

Braking is strong, with a progressive pedal offering precise control over the large four-wheel discs. Electronic assistance over the stoppers includes ABS with Cornering Brake Control, Electronic Brake Assist and Electronic Brake-force Distribution.

The cockpit can be a little awkward on entry and egress, but it’s just a matter of adjusting your style. The large doors help the cause but will take some getting used to when selecting a parking space: bigger is better.

Once you’re in though, Z4 fits like an Italian shoe. The stylish black leather seating, which in this instance was of the optional ‘Sport’ variety, is perfectly supportive and suitably comfortable. The steering column is adjustable for tilt and reach while the gearshift and pedal box are perfectly placed for spirited driving.

While the interior may appear minimalist, there’s more than enough toys to satisfy the techno buff within. Features include cruise control, bi-xenon headlamps, rear foglamps, rain sensing wipers, automatic headlamps, Bluetooth mobile phone connectivity, auxiliary audio input, steering wheel mounted audio and vehicle setting controls, dual-zone climate control air-conditioning, heated seats, front and rear park assist, full-function trip computer, power windows, remote central locking (that also retracts the power roof on command) and power folding mirrors.

Space is rather accomodating, even for lanky passengers, with 1,354mm of shoulderroom, 1,439mm of elbow space and 992mm of headroom on offer. Cargo space is restricted to 180-litres with the roof down but can be extended to a surprisingly spacious 310-litres should you decide to drive in Coupe mode. A through-load feature also means there’s room for the skiis.

A number of small but handy concealed cubby holes are located around the cabin, ideal for storing all those odds and ends.

Safety features include front and side airbags, ESC with Traction Control, Tyre Pressure Monitoring, the aforementioned electronic braking aids, roll-over bars, anti-whiplash head restraints and three-point inertia reel seatbelts with pyrotechnic pretensioners.

In a job like mine I find the true test of any car’s worth is my reluctance to return the keys at the end of the week, and in this instance, that task was very nearly heartbreaking.

The Z4 is a triumph for the driver in all of us and a joy to the eye – and ears – as well. If you love getting behind the wheel for the sheer enjoyment of the open road, and love that quality feel of a well-built piece of German machinery, then the BMW Z4 is more than a car, it’s an experience truly worthy of your consideration.

*Pricing is a guide as recommended to us by the manufacturer and does not include dealer delivery, on-road and statutory charges.

Ratings:

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

Road Test the Rivals:

• Audi TT Roadster
• Mercedes-Benz SLK

Specifications:

• Engine: 2,497cc DOHC six-cylinder (24 valve)
• Power: 150kW @ 6,400rpm
• Torque: 250Nm @ 2,750rpm
• Induction: Multi-point
• Transmission: Six-speed manual
• Driven Wheels: Rear
• Brakes: Discs with ABS, CBC, EBA & EBD
• Top Speed: 242km/h (Claimed)
• 0-100km/h: 6.6 seconds
• CO2 Emissions: 199g/km
• Fuel Consumption: 8.5L/100km (ADR)
• Fuel Consumption: 8.7L/100km (As Tested)
• Fuel Tank Capacity: 55L
• Fuel Type: 98RON Premium Unleaded
• ANCAP Rating: Four-star
• Airbags: Front & Side
• Safety: ESC with Traction Control
• Service Interval: 12 month / 25,000 kilometre
• Spare Wheel: Sealant Type
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 180/310L
• Tow Capacity: N/A
• Turning Circle: 10.7m
• Warranty: 36 month / 100,000 kilometre
• Weight: 1,405kg (Tare)
• Wheels: Alloy 17 x 8.0-inch

Dimensions:

• Wheelbase: 2,496mm
• Front Track: 1,511mm
• Rear Track: 1,559mm

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The car that Top Gear couldn’t get

Here are some of the specs of Spain’s first ever supercar which we got to steer around Valencia’s Ricardo Tormo race circuit in what was the world’s first media track test of the only GTA Spano in existence at the time. The above photo shows one of two production cars which have just been built.

Powered by a GTA Supercharged V10 of 8.3 litres; 581 kW (780hp) or 626 kW (840 hp) using Bioethanol; 920 Nm of torque: Max speed is more than 350km/h, and acceleration from 0-100km/h in 2.9 seconds!

This is one seriously quick car built by the highly successful Valencia based Formula 3000 racecar manufacturer, GTA Motor.

The thought of a specially tuned 8.3- litre V10 mid-mounted supercar on a closed F1 test track, was well worth the budget induced but nonetheless torturous night’s sleep at a regional airport in Germany in freezing conditions wearing only a lightweight T-shirt.

The Spano weighing in at just 1350 kilograms (all liquids including a 120-litre fuel tank) is a different kind supercar, employing space age technology to create a brutally fast machine, which is also relatively user friendly.

I should add, the prototype car ran the Windows XP operating system and thankfully, it didn’t crash during our test.

That said it’s a stunning looker designed by GTA Motor’s engineering director, Valencia-born Sento Pallardo and exclusivity is guaranteed with just 99 examples to be built.

It’s all about airflow with the Spano, and there are multiple intakes front, back and sides, which are near perfectly integrated into the overall design of the car.

We were lucky enough to see another car under construction and it truly is a study in exotic materials. The chassis is made entirely out of carbon fibre, titanium and Kevlar for maximum strength and stiffness that is some four times greater than many other supercars on the market.

Even the wing mirrors are framed in carbon fibre with the extended arm, machined in aeronautical aluminium.

The roof of the car is just as interesting, and is more a large glazed surface employing a patented system of interior lighting and liquid crystal shading.

In other words, the driver can regulate the precise amount of light through the roof at any time. Moreover the unique sun visors are set into the actual glass windscreen and operate with that same light emitting technology.

And don’t bother looking in the rear view mirror (not that anyone will be passing you on the autopista) there isn’t one. Instead, there’s a rear camera that projects on to an LCD screen which to be honest, takes some getting used to. There’s also a second rear camera which assists when reverse parking.

Press the small company logo flush mounted into the carbon fibre B- Pillar and the doors, which fit perfectly into the air intakes, open up electrically.

The seats are more comfortable than in most of the supercars we have driven in the last 12 months although, more side bolster would be a welcome feature in the production models, two of which have just been completed.

Climb into the cockpit and you are confronted with a large race style manual sequential shifter with seven speeds and similar to that used in the V8 Supercars although, this particular version required Herculean effort on each shift.

Production models are also available with an automatic sequential with paddle shifters, or a manual in H pattern.

No problems with the stoppers though, as they are massive carbon ceramic six-pot calipers courtesy of AP Racing.

Ricardo Tormo is the kind of circuit that can deal heavy G-forces in several of its corners, accentuated by the prodigious grip of the super-sized 335/35 rear tyres.

It’s an exceptionally well-balanced car with near perfect poise through the turns at high speed.

It also doesn’t help matters when your second camera guy is of the large variety and trying to shoot without wearing a harness.

There are few user-friendly supercars these days, but the GTA Spano is one such vehicle. With a turning circle of 10.8 metres and an electronic nose lift system, which can raise the car by up to 8 centimetres, shopping malls are fair game.

The prototype we drove was also slightly down on power, but hopefully we shot enough action footage of the car to appreciate Spain’s take on the supercar.

Here’s a short teaser of the GTA Spano on Ricardo Tormo circuit in Valencia, Spain.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Understated, yet seductively powerful

Model Tested:

• 2010 HSV Senator Signature Series; 6.2-litre V8 LS3; six-sped automatic – $82.990*

Options:

• Bi-modal exhaust

Engine note; straight line acceleration; sedate styling
Sluggish gearbox; no interior styling changes

CarAdvice Rating:

Let’s be honest. When the first images of HSV’s new E2 were leaked onto the internet and posted here at CarAdvice, I thought it was the end for the Aussie performance workshop. Most of you guys agreed too, with comments varying in intensity.

It’s with little doubt that I approached this road test cautiously. I didn’t want to judge a book by its cover without giving the new HSV range a decent test.

The first thing I can say (in all honesty) is that the E2 range looks at least twenty thousand times better in person. While the ridiculous bonnet scoops of the GTS, Clubsport and Maloo don’t do it for me, the Senator’s sedate, yet aggressive styling strikes the right chord.

At the front end of the Senator, a Honda Accord Euro esque grille has been employed to draw attention, in addition to lashings of chrome and a dual strip of LED lights. The body kit has also been lowered to give the Senator a sweeping feel.

A more aggressive rear end has rounded off the Senator, giving it the mean looks it deserves, without the outrageous design elements of its more sporty siblings. The E2 Senator also features new wheels and performance options, jump starting the HSV range both visually and behind the wheel.

Inside the cabin, it’s hard to spot any changes. The same sporty leather/suede seats are used to carry passengers and differentiate the range from its Holden cousins.

All changes come in the form of technical advancements. Our Senator was fitted with bi-modal exhaust pipes – classed as a SV Enhanced Options. The bi-modal exhaust opens a set of butterfly flaps (one on each exhaust outlet) as exhaust pressure builds. The flaps open at around 3500rpm and give the Senator a thumping feel that is enough to tickle the fancy of any V8 diehard.

Even without the bi-modal exhaust, it’s obvious that HSV has beefed up the idle exhaust note. After the 6.2-litre V8 fires to life, the throbbing idle can be heard from blocks away. Inside the cabin, it’s loud enough to put a smile on your face but not loud enough to give you a headache.

Behind the wheel, visibility is much the same as a run of the mill Commodore. Visibility around the A-pillar is very average; it’s not hard to lose motorcyclists and bicycles in the A-pillar blind spot. Rear visibility is great, on the other hand.

Front and rear leg room is superb, clearly the main boasting point of this executive-express. Five adults will comfortably fit in the Senator, with the only issue coming down to ground clearance. With a full complement of adults on board, the Senator catches everything from speed humps to gutters, certainly unhelpful to both your ego and the undercarriage.

It’s behind the wheel that the Senator really starts making sense. Mash the throttle from a standing start – or pretty much in any gear – and hold tight as the force of all 317kW and 551Nm of torque is unleashed on your body. The loud V8 works up a sweat racing to the 6000 cut-out and starts becoming very sonorous from around 3500rpm courtesy of the bi-modal exhaust.

If you’ve ever heard an Audi RS 4 at full flight with the bi-modal exhaust active, it sounds very similar to the Senator. The engine note is very mechanical and deep, throbbing through the entire cabin.

Fitted with Magnetic Ride Control (MRC), the system is based on the magneto-rheological principle. Small iron particles (when in a magnetic flux) align themselves in the direction of the magnetic flux. An electromagnetic coil is integrated into each of the four damper pistons, so that when it is energised the magnetic flux runs crossways to the admission ports of the damper piston.

From there, if the piston moves, flow resistance is created by the aligned iron particles in the flowing suspension fluid. The more energy that is applied (and hence greater magnetic field), the more resistance applied to the damping power. The system can then adjust each individual suspension component automatically variable upon road conditions.

The driver can also select between two driving modes, Luxury and Performance. Both modes obviously vary firmness to accommodate for a luxury ride or a sporty ride.

The system works well, but is overly firm in Performance mode. When pushing through a corner, the car can sometimes skip over bumps in the road due to the suspension being far too firm. Over regular road surfaces in Luxury mode, the suspension is great and soaks up bumps with ease.

Under the bonnet, HSV’s 6.2-litre LS3 lives on. Producing 317kW and 551Nm of torque, the mammoth V8 officially consumes a combined 13.9L/100km with the six-speed automatic. The figure was close to the average consumption recorded by us at 14.3L/100km.

Pushing the Senator hard is often an easy task but extra attention needs to be paid to sudden direction changes and too much throttle out of corners. Unlike its FPV rivals, the HSV range is fitted with adequate 275mm wide rubber. Powering out of a corner is met with plenty of grip, giving the extra confidence required to keep the throttle buried out of a corner, but on occasions the rear end can skip if bumps are encountered mid-corner.

Along with the added firmness of the Performance suspension mode during rough corners, the steering rack exhibits considerable rattle if you find abrasions and bumps mid-corner.

Steering accuracy is impressive, but I felt the steering could have a bit more weight and the wheel itself could easily be reduced in size, it sometimes feels like you’re steering a bus opposed to a sports car.

As you could expect, the massive AP Racing 365mm slotted, four-piston front brakes and 350mm slotted, four-piston rear brakes bite with intensity. The brakes held up well during performance testing and are testament to the level of engineering that has been put into the HSV E2 series.

During regular driving, the six-speed automatic gearbox is okay. It shifts smoothly and keeps the whole package in check. It’s only when you begin pushing the big HSV that the gearbox begins showing its true colours. The often confused gearbox has a mind of its own and won’t kick down gears unless you bury the throttle.

The Sports mode is the only option left for people looking for sharper responses and an exciting driving experience. In addition to the Sports mode, the gearbox can be manually shifted using the tiptronic mode.

Unfortunately the only day left for us to conduct performance testing was a 36 degrees Celcius scorcher. The first three runs returned results between 6.5-seconds and 6.8-seconds over the 0-100km/h dash.

The slow times were all due to the gearbox refusing to change between second gear and third gear at any great pace. There was a half second lapse between the cogs swapping, which obviously slowed everything down.

After waiting for the weather to cool down, the car went for three more runs. This time, the fastest time posted was 5.37-seconds for the 0-100km/h dash. The gearbox behaved on the cooler runs, but was still short of HSV’s claimed 4.9-second 0-100km/h time, which has been impossible for any journalist to obtain.

The HSV Senator Signature is available in manual and automatic, priced from $82,990. The automatic gearbox is a no cost option.

The new HSV E2 series of vehicles is a big step up for HSV in terms of technology and design. While the Senator might be a bit expensive for some, it is a desirable package that gives you all the straight line thrills of more expensive European vehicles at half the price.

In terms of bang for your buck, it’s hard to look past the Senator if you’re after sedate looks and a heck of a lot of performance. You just have to find a way to fund its fuel addiction.

VBOX supplied courtesy of Applied Measurement

*Pricing is a guide as recommended to us by the manufacturer.

Ratings:

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

Road Test the Rivals:

• FPV GT E
• FPV F6 E

Specifications:

• Engine: 6162cc V8
• Power: 317kW @ 6000rpm
• Torque: 551Nm @ 4600rpm
• Induction: Naturally aspirated
• Transmission: Six-speed automatic
• Driven Wheels: Rear wheel drive
• Brakes: Four wheel discs
• Top Speed: N/A
• 0-100km/h: 5.37s
• CO2 Emissions: 329g/km
• Fuel Consumption: 13.9L/100km (ADR)
• Fuel Consumption: 14.3L/100km (As Tested)
• Fuel Tank Capacity: 73 litres
• Fuel Type: Petrol
• ANCAP Rating: Five stars
• Airbags: Six
• Safety: ABS brakes with EBD and BA. ESP.
• Spare Wheel: Full size alloy
• Tow Capacity: 1600kg (braked)/750kg (unbraked)
• Warranty: 3-years/100,000km
• Weight: 1806kg
• Wheels: 245/40R19

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

2010 Nissan 370Z Roadster Review

The Nissan 370Z Roadster is without doubt the best convertible sportscar under 100k.

When it comes to sportscars, Nissan doesn’t have much to prove, apart from decades of involvement in creating iconic cars, they are currently the only Japanese manufacturer that can legitimately claim to have developed a world class supercar that is capable of running rings around cars that are two, three or even four times its price. As you may have guessed I am actually talking about the Nissan GT-R, the cheapest supercar in the world.

However I am not here to review the GT-R, I am infact here to talk about the gorgeous Nissan 370Z Roadster, which does infact share DNA with the iconic GT-R. Having already driven and highly praised the Nissan 370Z Coupe,  the Roadster had to really impress me to make its mark.

In order to review and road test the new 370Z Roadster, Nissan Australia brought a group of car journalists to New Zealand, specifically to Queenstown in the South Island. If you’ve never been here, you must come. It’s one of the most beautiful places on our planet today.

In fact, it’s so beautiful that the island was used in the filming of the Lord of the Rings film trilogy as well as the last X-Men movie.

History lesson apart, my aim was to find out if the 370Z Roadster is all that it’s hyped up to be.

Before we go into the Roadster it’s worth having a quick look at the rich history of the Z cars form Nissan. Back in 1969 at the launch of the 240Z the then president of Nissan Motors USA, Mr Yutaka Katayama said:

The 240Z represents the imaginative sprit of Nissan. It meets all the requirements of sports-minded drivers, fulfilling their desire for superb styling, power and safety, and provides them with the most thrilling and enjoyable ride available in any car.

Over 40 years and 1.6 million Zs later and Mr Yutaka’s statement still holds true for the newest brother in the Z family.

The 370Z Roadster is powered by the same 3.7-litre VQ37VHR V6 engine as the Coupe, putting out 245kW and 363Nm of torque at 5,200rpm. This means it will go from 0-100km/h in 5.5 seconds (manual – 5.8 for the auto). However the Z Roadster is as much about sportiness, speed, handling and what not as it is about style, sophistication and providing a remarkable driving experience.

From the outside the Roadster is very similar to the Coupe, it has the same masculine boldness to it that screams for attention. It has the same front shark teeth look and if you want to be noticed, the Z is the car for you. It’s a modern day 240Z with all the bells & whistles.

Comparing it its predecessor the Nissan 350Z Roadster, the 370Z Roadster’s roof is 176mm longer,the rear glass is larger (but somehow 40mm shorter when stowed) and the overall length is 65mm shorter (it’s however wider and lighter).

Additionally it no longer requires any manual input to close and lock the roof, the entire operation is automatic. The roof fabric has changed to a higher quality fabric and makes use of interior lining to give it a more upmarket look and feel. The Roadster will also open it’s roof even if you’re not in the car, by pressing and holding the door open switch.

I don’t want to spend all the time on the technical details and the car’s specifications, you can find that all here. I’d much rather share with you my experience of the 370Z Roadster as a car.

We started our drive from Queenstown and headed through a series of mountain ranges and scenery which put the Great Ocean road to shame.

Nissan Australia has so far sold about 800 370Z Coupes in less than a year and it plans to do similar numbers with the addition of the Roadster. Interestingly the split between automatic and manual is expected to be around 60/40.

To start off with, let’s actually focus on the two different transmissions. The six-speed manual comes standard with “SynchroRev Match”, which according to Nissan is the world’s first synchronised rev matching system (in a production car). The general complaint here is the position of the pedals, which make heel & toe a little bit harder than it really needs to be, but that’s almost the point as you don’t need to heel & toe!

Other car critics may not agree with me here but I personally believe this is the best manual gearbox in any car south of 100g. Not only because of its rev-matching but because of the way it feels and the smoothness by which it all comes together.

That’s not to take anything away from the SynchroRev Match either, the system is far from being just a gimmick. For many the belief that they can do a better downshift than a computer is simply wrong. Even the Stig could not match the precision of a computer that works out the exact RPM at which to align gears with.

I believe the issue is mainly a result of arrogance, when I first spent a week with the 370Z Coupe I too felt as though I would never need a rev-matching gearbox, “what rubbish” I thought. However if you give it time and you believe in it, it will become a vital part of the car’s performance credentials.

You can fly into a tight corner in fourth gear, grab a hold of the gearstick and drop it instantly into third, it will rev match perfectly, then drop it down one further as you’re about to power out and yet again, the rev matching is done in pure perfection.

Some complain that it takes the ‘fun’ out of driving and perhaps that warrants some merit, however the system can easily be switched off so there is no real harm done.

Perhaps the only issue with the whole concept is getting used not going in for a heel & toe and learning to trust the car enough to instantly let go of the clutch once the gear is selected. It’s a scary feeling when you can simply yank fourth into third at 90km/h and instantly let go of the clutch and everything is still in perfect harmony.

It’s unusual that you can have the same car with a manual and automatic option and have the auto gearbox provide more gears. The $3,000 optional seven-speed automatic comes with Adaptive Shift Control (ASC) which works out what you like and adapts gear-changes accordingly. It also comes with a similar rev-matching technology as the manual box.

One criticism I do have to point out for the auto is that it can at times appear to misunderstand your needs, it will drop back a few gears when you’re giving it some but occasionally it gets caught out in the wrong gear (usually fifth). It also automatically goes back from manual mode into D if it thinks you’re not paying much attention or if you’ve backed-off the throttle for a period of time, I am sure this can be turned off but I didn’t work out how.

To get the most out of the automatic gearbox you have to make use of the beautifully crafted standard long-eared paddle shifters attached to the steering column, for those of you who are curious the paddles do not move with the steering wheel as no good driver should ever be changing gears mid-corner (of course if you’re a boring old person you have nothing to worry about as the traditional shift lever is still available).

The choice between the two gearboxes is a hard one as they are both brilliant, it would however seem that the Roadster market would be more skewed towards the auto simply because of convenience. I would recommend the automatic too as it makes more sense for everyday living and it doesn’t suffer any performance drawbacks.

When you sit inside the 370Z you realise just how far Japanese brands have come. Nissan says many interior design elements for the Z have come from Infinity, the company’s luxury brand and you don’t have to look too hard to notice it.

The 370Zs which come to Australia have every single option box ticked, so apart from the leather+ suede seats, Nissan’s satellite navigation system with 7-inch display is standard with support for touch screen functionality, DVD and iPod USB connectivity. In fact it can even play movies straight from your iPod or iPhone onto the screen (when the vehicle is still).

The interior is a comfy place to be and I for one am glad that the Roadster and the Coupe are both proper two-door sports cars, there is absolutely no need to put two useless rear seats in (such as those found in the Audi TT) as the vehicle works and looks far better as a true two-door sports car.

One very simple feature that was surprisingly lacking was the automatic windows up option linked to the car’s roof operation. In most convertibles the switch which can close the roof also brings up the windows if held long enough, this saves the driving have to use the window switches seperately to complete the roof operation, which is what you have to do in the 370Z Roadster.

As expected safety is paramount with dual stage supplemental front air bags; front seat-mounted side impact supplemental air bags, new door-mounted curtain air bags (similar to those found in the Volvo C70) and seat belts with pretensioners and load limiters all included in the package.

Now, the exciting bit. How does it drive?

Last year I likened the 370Z Coupe to the BMW M3 for its handling finesse, it’s one of very few cars that just feels right. Short wheel-base, lots of power going to the rear and a near-perfect 53:47 Front:Rear weight distribution. The Roadster is no different.

Missing  a metal roof means additional stiffening is required to maintain rigidity and Nissan has reinforced the A-pillar, front side member, front sill and seat cross members. All that means 40% more front body torsional rigidity, 10% more front body lateral bending, 45% more rear body torsional rigidity and 60% more rear body lateral bending. Sounds a little too technical? It means there is no body roll and its stiff enough that you won’t be able to feel the difference between it and the Coupe.

One of the common criticisms of the 370Z has been the road noise and unfortunately this has also been passed on to the Roadster. There is a fair bit of noise coming into the cabin when travelling at speed (echoed more when the roof is closed) but it’s partially due to the new massive 19″ Rays lightweight wheels wrapped in Bridgestone Potenza RE050A (arguably the best road tyre in the world).

The rear wheels measure in at an enormous 275/35R19 and the fronts at 245/40/R19. It’s a compromise of having lightweight construction with performance tyres and paying for it with a bit of excess noise.

After hours on the road and a short go at shooting some clay birds we finally arrived at our hotel in Wanaka. From here I decided to grab the keys to a blue automatic roadster and head up towards Makaroa and Hawea. Possibly the best scenic drive in the southern hemisphere.

Two hours of intense driving through twisty mountain roads at speed reaffirmed my belief that the 370Z both in Coupe and Roadster configuration is the best handling practical two-door sports car for under a 100g. So good is the driving dynamics of the Z that I do wonder if Porsche are worried their customers might find their way into Nissan dealerships (which given how many have switched from Porsche GT2s/GT3s/Turbos into Nissan GT-Rs, it seems likely).

As I blasted my way up the mountain with gorgeous scenery for company, it gave me an opportunity to understand the 370Z’s actual driving dynamics. Having driven the Porsche Cayman S in Germany I am not sure if it would be fair to say the Z handles better, but it certainly handles in the same level.

What is amazing is the phenomenal amount of grip from the bridgestones as the Z eats up every corner with ease. My particular vehicle appeared to have minor steering shake when braking heavily but this problem didn’t present itself in the other 370Z roadsters I drove. Speaking of stopping, the Brembo sourced brakes are top notch. With 355mm x 32mm four-piston for the front and 350mm x 20mm two-piston for the rear, the Z stops with intent and does so over and over again with little brake fade.

When you approach a corner you can leave the braking till the very last millisecond and then power out with precision and be confident in the cars turning ability.

Steering wheel response and precision is on-par with Porsche and I think it can serve as a good lesson in how to make a sports car feel connected to the driver for all other manufacturers.

There is absolutely no play whatsoever in the steering, every minor movement is communicated to the front wheels which results in a turning ability beyond what most would ever need.

The 370Z Roadster’s nanny controls can be switched off if the need to get the rear end out ever presents it self, however even when turned off at some very basic core level they will still be there to stop you from making a complete fool of yourself. As balanced as the rear end is, when you want to play, it wants to play back. Unlike a four-door rear-wheel drive sports car the Z’s short body means control, control and even more control.

It really is a baby GT-R as you simply have to point it in the right direction and it will work the rest out it self. It may be driven via the rear-wheels only but the level of grip will amaze you.

After driving the Roadster for over seven hours today I am confident in saying it’s in everyway my favourite sports convertible under 100g. I liken it to the BMW M3 Convertible and the Aston Martin Vantage Convertible in the way demands attention and oozes presence but also in its design philosophy and its marque’s commitment to sportcars.

If you’re after a genuine sports car from a manufacturer that has built its reputation on creating them, by all means get yourself into a 370Z Coupe or Roadster. The 370Z Roadster 6 Speed Manual will retail for $74,990 while the 370Z Roadster 7 Speed Automatic will be available for $77,990.

More details and specifications can be found here.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

On Track with the BMW 335is

Lisbon, Portugal—The 2011 BMW 335is is an interesting addition to the manufacturer’s justifiably popular 3 Series fleet.

Intended solely for the North American market—at least at this point in time—the new coupé and convertible will slot into the lineup above the 335i and below the M3.

Why did BMW decide that such a model was needed? Their research showed that people who purchased the 335i were soon visiting aftermarket suppliers in search of more performance.

Also, the recently announced all-new BMW 335i brought a slight change in direction for the 3 Series; gone was the award-winning twin-turbo inline six-cylinder engine, replaced by a new 3.0-litre inline six-cylinder equipped with a single turbocharger. But rather than consign the twin-turbo to the scrap heap of history, the brain trust at BMW elected to use this engine (boosted a bit more) to power the 335is. Smart.

Whereas the original 3.0-litre twin-turbo developed 300 horsepower (224kW) and 300 lb-ft (407 Nm) of torque, the new version slotted into the 335is produces 320 horsepower (238kW) and 332 lb-ft (450 Nm) of torque, a nice little increase. In addition, a temporary overboost feature of the engine allows it to create up to 370 lb-ft (502 Nm) of torque, a great boon when it comes time to overtake or merge onto a highway.

The 335is comes with a six-speed manual transmission as standard equipment, while BMW’s dual-clutch seven-speed automatic (DCT) is available as an option. In the DCT coupé, the run from 0 to 100 km/h is estimated to take a scant 5.3 seconds or one-tenth faster than the coupé with the six-speed manual. Over the course of a too-brief encounter with the coupe at the Estoril race track just outside of Lisbon, both versions were tested.

The day started out a little damp, the track a bit slick, so we were encouraged to take it easy with the fleet of eight pre-production coupés. We were also advised to leave the traction control engaged, a decision that nearly altered how this review would go. You see, the BMW is a fairly quick car and its power easily exceeded the traction available—at least according to the car’s on-board computer.

For five painfully frustrating laps, I attempted to maintain momentum through the technically challenging turns and put the overboost feature through its paces on the straight sections. For a good 85% of the lap, the traction control light on the instrument panel flashed, indicating that there wasn’t enough grip to allow for anything close to full power to be brought into play. The track surface seemed to be drying out, but the computer clearly thought otherwise and the 335is felt like it was boring through quicksand.

Convinced that the car had more to offer than those five laps would indicate, I swapped the 6-speed manual for a coupé fitted with the DCT. This was a wise move. Even before I cleared the pit lane, I could tell that this session would be a different story altogether: the engine revved more freely, the exhaust note reached its full glory, the car jumped ahead with more gusto and BMW’s reputation for creating ultimate driving machines was, happily, restored.

Still, there are some areas in need of improvement, particularly given that the 335is is supposed to dissuade buyers from replacing stock parts with more specialized equipment.

Issue one: the brakes. While an upgrade over the 335i might be expected, the 335is is equipped with the exact same braking system. Estoril is a fairly unforgiving racetrack that features at least three turns requiring incredibly strong brakes. In the BMW, one of those turns is taken at about 70 km/h, but on the straight leading towards said turn, top speeds hit 210 km/h. (You do the math.)

After seven consecutive laps and seven consecutive approaches to this turn, the brakes began to lose their edge: pedal travel increased and braking distances did likewise. Not fitting bigger and better brakes to the 335is is a missed opportunity, plain and simple.

Issue two: the suspension system. Although the 335is is fitted with a sport suspension system, a few high-speed transitions on the track left me wondering whether a more buttoned-down setting would’ve been a better fit, maybe something with a larger anti-roll bar. Make no mistake, the BMW is not an old-school Cadillac in this respect, it simply revealed more body roll than expected.

The 335is is well-suited to performance driving from a comfort and ergonomics standpoint, particularly the DCT version. While I find BMWs fitted with manual transmissions to have a slightly awkward driving position—the pedals are either set too far away or the gear lever is set too far back—the dual-clutch automatic puts an end to this criticism with the choice of a well-placed gear lever or shift paddles on the steering wheel.

A new development with this year’s model improves things even further: the push-pull paddle design from last year’s 335i has been supplanted by the more common upshift paddle on the right side and downshift paddle to the left. (A long overdue move.)

Inside the cabin, the 335is boasts some choice features including an M sport steering wheel, sport seats, a racier instrument cluster and steel pedals. The net effect is very positive; the car seems just a shade shy of an M3—exactly what it’s supposed to be.

In that the coupé and convertible are, of course, two-door vehicles, they are considerably less useful than sedans. But the 335is is, nevertheless, a very comfortable car with which to run local errands or cruise the countryside on a Sunday drive, particularly the DCT version. Simply slip the car into the fully automatic mode, resist the urge to hit the ‘sport’ button just below the shift lever, sit back and enjoy the ride.

The 2011 BMW 335is is a car that very nearly hits the intended mark. With a bit more attention to the braking system and (possibly) the suspension system, it would be the perfect middle ground between the sporty 335i and raucous M3. As it is, the 335is feels like a 335i with a slightly upgraded ECU—likely not the kind of impression BMW wanted to make with this new entry.

Nevertheless, it’s a very entertaining car that should meet with approval from the enthusiasts out there. When it arrives in North America this spring, the 335is will likely be priced at least $5000 more than the 335i (final pricing has not been set), but it’s important to note that the car will come standard with what is essentially the M sport package—including a special front fascia, side skirts and five-spoke wheels.

At this stage, there are no plans to bring the 335is to Australia.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

After nearly twelve months of planning, HSV has today launched two all-new entry-level variants to its E2 Series range with the introduction of the HSV ClubSport GXP and HSV Maloo GXP limited edition models.

Based on the highly successful Pontiac GXP, as sold in the United States, the new HSV ClubSport GXP (sedan) and HSV Maloo GXP (ute) will be limited to 400 and 350 variants respectively.

HSV Managing Director, Mr Phil Harding, said that a long list of standard features and exceptional value for money were the key aims of the two limited edition models, and that the GXP was designed to attract new customers to the brand.

“We believe the time is right for HSV to introduce two new cars at this competitive price point,” said Mr Harding.

“Importantly, the ClubSport GXP and Maloo GXP adhere to the HSV brand pillars of performance, handling and unique design.”

The models debut at a busy time for the Aussie performance marque with keen sales meaning some E2 variants are now experiencing a six month lead time. Today’s additions offers a whole new set of customers an affordable entry point to the HSV brand with prices now rivaling those of the VX Series ClubSport circa 2001-02.

HSV ClubSport GXP & HSV Maloo GXP pricing:

• HSV ClubSport GXP: $61,990* (M) / $63,990* (A)
• HSV Maloo GXP: $55,990* (M) / $57,990* (A)

* Pricing listed is the drive-away price and includes on-road costs, dealer delivery and statutory charges.

Highlights of the new HSV ClubSport GXP and Maloo GXP models include unique suspension settings, Brembo brakes, new rear fascia (on Clubsport GXP only), LED daylight running lamps, E2 front fascia, bonnet and vented front guards, plus the interior from HSV’s ClubSport R8 (on sedan models) and HSV Maloo R8 (on ute models) including binnacle gauges and sports cloth seats (leather is not available).

The distinctive looks of the new model see HSV’s twin-circle LED taillamps removed from the equation with units from the Holden Commodore SS-V now fitted. A unique lip spoiler adorns the bootlid while a revised rear fascia now includes a central air diffuser (finished in black) and quad-tailpipe assembly (finished in polished aluminium).

Riding on HSV E1 Series ClubSport 19 x 8.0-inch Alloy wheels, the HSV ClubSport GXP and HSV Maloo GXP limited edition models also feature exclusive “GXP” badging, plus chrome highlights on the wing mirrors, door handles and fender vents.

The HSV Maloo GXP also picks up a HSV soft tonneau cover.

The mechanical package of the new HSV ClubSport GXP and HSV Maloo GXP models remain nearly identical to their namesake derivatives with HSV’s stonking 6.2-litre LS3 V8 engine offered on both counts.

HSV ClubSport GXP & HSV Maloo GXP engine specifications:

• HSV ClubSport GXP: 6.2-litre V8 (317kW/550Nm) | 4.9 seconds | 15.2L/100km | 366g/km
• HSV Maloo GXP: 6.2-litre V8 (317kW/550Nm) | 4.9 seconds | 15.2L/100km | 366g/km

Six-speed manual and (optional) six-speed automatic transmissions are offered, though the latter attracts a $2,000 premium.

Stoppers come courtesy of Brembo four-pot calipers grabbing 355mm vented discs up front, and a single-piston unit on 324mm vented discs up back – both front and rear calipers are finished in silver.

To differentiate the HSV ClubSport GXP and Maloo GXP from the R8 models in terms of suspension, both new models feature a revised, slightly softer suspension set up on both counts. The ClubSport GXP uses the same specifications as the US-spec Pontiac GXP, the top-of-the-range model available, while Maloo GXP sees different rear bushes, damping and spring rates up back, as compared to Maloo R8 (as no GXP utes were sold under the Pontiac brand).

These changes, along with the slightly slimmer tyres (245/40/R19), also mean that GXP models feature unique ESP calibration.

Powering through central Victoria’s Macedon Ranges area yesterday it’s clearly evident how well the new arrangement works to create an ideal ride and handling combination that is not only very well suited to the car’s orientation, but similarly to country ‘B’ roads where firmer settings usually equate to a choppy ride.

Both the ClubSport GXP and Maloo GXP rides are very well sorted from a handling viewpoint with the compromise actually making the car easier to live with from a day-to-day perspective, without losing the highly favoured grips levels and handling typically associated with the HSV brand.

Safety equipment includes front, side and curtain airbags (curtain airbags not available on Maloo GXP), ESC with Traction Control and ABS braking with EBA and EBD. Headrests and three point seatbelts are offered in all seating positions with the front seats adding pyrotechnic pretensioners.

Optional equipment includes an electric sunroof, satellite navigation, rear park assist and a roof mounted DVD player (sedan models only). Colours available are Nitrate (Silver), Sting Red (Red), Phantom (Black), Karma (Grey), Heron (White), Voodoo (Blue) and Evoke (Charcoal – not available on Maloo GXP).

Expect to see both models in showrooms by mid-March, though with the HSV crew hinting that “quite a few” customer orders already taken, you’d want to be quick.

CarAdvice will bring you a complete review and road test of the new HSV ClubSport GXP and Maloo GXP over the coming weeks – stay tuned!

SPECIFICATIONS:

Click on this link to download GXP Specifications in PDF format.

HSV ClubSport GXP:

• Engine: 6,162cc OHV eight-cylinder (16 valve)
• Power: 317kW @ 6,000rpm
• Torque: 550Nm @ 4,600rpm
• Induction: Multi-point
• Transmission: Six-speed manual / six-speed automatic
• Driven Wheels: Rear (with LSD)
• Brakes: 355mm disc, four-piston (F) / 324mm disc, single-piston (R)
• Top Speed: Not Tested
• 0-100km/h: 4.9 seconds (Claimed)
• CO2 Emissions: 366g/km (Approx.)
• Fuel Consumption: 15.2L/100km (Approx.)
• Fuel Tank Capacity: 73L
• Fuel Type: 98RON Premium Unleaded Petrol (Recommended)
• ANCAP Rating: TBC
• Airbags: Front, Side & Curtain
• Safety: ABS, EBA, EBD & ESC with Traction Control
• Service Intervals: 12 month / 15,000 kilometre
• Spare Wheel: 19-inch temporary type (Black)
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 496L
• Tow Capacity: 1,600kg (Braked)
• Turning Circle: 11.4m
• Warranty: Three-Year / 100,000 Kilometre
• Weight: TBC
  
• Wheels: Alloy 19 x 8.0-inch

HSV Maloo GXP:

• Engine: 6,162cc OHV eight-cylinder (16 valve)
• Power: 317kW @ 6,000rpm
• Torque: 550Nm @ 4,600rpm
• Induction: Multi-point
• Transmission: Six-speed manual / six-speed automatic
• Driven Wheels: Rear (with LSD)
• Brakes: 355mm disc, four-piston (F) / 324mm disc, single-piston (R)
• Top Speed: Not Tested
• 0-100km/h: 4.9 seconds (Claimed)
• CO2 Emissions: 366g/km (Approx.)
• Fuel Consumption: 15.2L/100km (Approx.)
• Fuel Tank Capacity: 73L
• Fuel Type: 98RON Premium Unleaded Petrol (Recommended)
• ANCAP Rating: TBC
• Airbags: Front, Side & Curtain
• Safety: ABS, EBA, EBD & ESC with Traction Control
• Service Intervals: 12 month / 15,000 kilometre
• Spare Wheel: 19-inch temporary type (Black)
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 1,208L
• Tow Capacity: 1,600kg (Braked)
• Turning Circle: 11.4m
• Warranty: Three-Year / 100,000 Kilometre
• Weight: TBC
• Wheels: Alloy 19 x 8.0-inch

DIMENSIONS:

HSV ClubSport GXP:

• Length: 4,969mm
• Width: 1,899mm (Excluding mirrors)
• Height: 1,466mm
• Wheelbase: 2,915mm
• Track (F): 1,592mm
• Track (R): 1,608mm
• Legroom (F): 1,071mm
• Legroom (R): 1,001mm
• Shoulderroom (F): 1,501mm
• Shoulderroom (R): 1,450mm
• Headroom (F): 985mm
• Headroom (R): 965mm
• Hiproom (F): 1,439mm
• Hiproom (R): 1,472mm

HSV Maloo GXP:

• Length: 5,113mm
• Width: 1,899mm (Excluding mirrors)
• Height: 1,465mm
• Wheelbase: 3,009mm
• Track (F): 1,592mm
• Track (R): 1,608mm
• Legroom: 1,071mm
• Shoulderroom: 1,501mm
• Headroom: 985mm
• Hiproom: 1,439mm

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.