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.

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.

Style and substance in the one package

Model Tested:

• 2010 Mitsubishi Lancer Sportback VRX; 2.4-litre, four cylinder, petrol; CVT; five door hatchback – $32,490

Options:

• Mitsubishi Multi-Communication System $2200; Metallic Paint $450

Styling, handling, CVT, bluetooth, stereo
Fuel economy, some cheap plastics

CarAdvice Rating:

It’s amazing what a set of wheels and tyres, plus a few bodykit additions can do to the look of a car. Take the Mitsubishi Lancer for example. This week’s tester was a cherry-red VRX Sportback and compared with the base model just a few additions can really change its styling.

The larger, wider wheels fill out the arches more effectively, and the side skirts, rear roof spoiler and front lip additions lend a sports feel without looking too riced up. Based on looks alone, the VRX has it all over the ES. However you get much more than just asthetics for your extra $8000.

Under the bonnet lies a larger, 2.4-litre four cylinder MIVEC engine, capable of producing 125kW and 226Nm, substantially more than the lower specced 2.0-litre with its 113kW and 198Nm outputs. You can really feel the difference, too, despite the Continuously Variable Transmission (and its usual sluggish behaviour) which sends the power to the front wheels.

Normally, I’m not a fan of CVTs, as their obsession with keeping revs as low as possible means they need a fair prod to realise you’d like some power underfoot. This one actually works quite well and responds with a reasonable degree of enthusiasm, giving you brisk acceleration if needed, or just a leisurely pace, depending on your right pedal’s position. Off the line it takes a moment to wind up, but for overtaking and passing manoeuvres it keeps the engine right in its sweet spot.

The result is a 0-100km/h time of just over nine seconds, which you expect with the ‘lacky band transmission, but once rolling it feels a lot quicker. There are paddle shifters, too, which do their best to imbue an air of race-inspired driving, but it’s a tenuous link, and let’s be honest – who is going to use them?

Fuel economy is nothing to write home about, given the ADR test figure was 8.9-litres/100km and we ended up with 10.3-litres/100km. It is a large four cylinder, after all. The engine itself can be a little thrashy at the top end, but low to middling revs are fairly quiet, being drowned out more than anything by road noise from the 18-inch tyres. On coarse-chip surfaces the constant thrumming can be a little wearing, so it’s a good thing that Mitsubishi has equipped the VRX with a thumping Rockford Fosgate stereo.

With a 10-inch subwoofer and a combined 710 watts, it’s bowel-shakingly powerful, as well as being fairly clear, too. For a standard stereo, you can’t complain with its performance. Optioned on our test car was Mitsubishi’s Multi Communications System (MMCS) which uses a touch-screen to control the sat-nav, stereo, telephone and other settings. Although the graphics are of a medium resolution, the system is very quick and easy to navigate.

Buttons on the lower half of the steering wheel also allow for quick phone answering as well as voice commands, such as pairing your phone, dialling numbers and accessing your phone book. The Bluetooth voice-activated system is also very quick, with spoken numbers able to be rattled off at a rate of knots and being understood and actioned just as quick.

Then there’s the excellent climate control, unique trim to the VRX, plenty of space and fantastic seats. It all adds up to a very decent interior. The only area which is a let down is the size of the Sportback boot. At first glance it looks a lot bigger than the on-paper figures suggest, but when you consider the angle of the rear glass, the 344-litres makes a bit more sense. And yes, there could be less joins on the dashboard, and some of the plastics are a bit cheap, but on the whole, with the amount of kit included, the VRX Lancer impresses. It also impresses with its drive.

The steering is superb, with quick response and plenty of feel. The handling is also very good with a neutral stance not only on turn it, but also mid corner. There’s the expected firm ride, courtesy of stiffer suspension than the lower specced models and a strut brace features under the bonnet; a pointer to its handling prowess.

Braking is effective, and since I last tested a VRX, it seems some work has been done on the ABS, which now holds off later and hauls up sooner. Add to that the stability control, the seven airbags and excellent crash-test results and you can see why ANCAP awarded the Lancer with five stars – it means you’re buying a very safe package.

It’s also a more engaging drive than its more expensive sibling the Lancer Ralliart. Part of it is the fact that you know it’s not a turbocharged all-wheel-drive WRX competitor, so the involvement, grip and handling balance comes as a pleasant surprise. The other part is the fact that it’s over ten thousand dollars cheaper, yet is also available in a manual version.

Mitsubishi’s Diamond Advantage warranty is also not to be sneezed at. Five years bumper to bumper and ten years on the drivetrain, all with five years of roadside assistance and the first four years of servicing capped. As far as value goes, you can’t argue with it.

Asking over 30 grand for a small car is always going to be a challenge. However it depends on what you want out of your car. If you want fuel economy, a comfortable ride and a light and breezy interior then may I suggest you look elsewhere. If it’s driving involvement, an excellent sound system, impeccable safety rating and good looks, then the Lancer VRX Sportback may be exactly what you’re after.

Ratings:

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

Road Test the Rivals:

• Mazda3 SP25
• Subaru Impreza RS
• Volkswagen Golf 118TSI

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

Specifications:

• Engine: 2.4 litre, four cylinder
• Power: 125kw@ 6000rpm
• Torque: 226Nm @ 4100rpm
• Induction: Multi-point injected
• Transmission: Continuously variable transmission (CVT)
• Driven Wheels: Front
• Brakes: Ventilated front discs, solid rear discs
• Top Speed: 200km/h
• 0-100km/h: 9.2 seconds
• CO2 Emissions: 213g/km
• Fuel Consumption: (ADR) 8.9 litres/100km
• Fuel Consumption: (As Tested) 10.3 litres/100km
• Fuel Tank Capacity: 59 litres
• Fuel Type: 91RON
• ANCAP Rating: Five stars
• Airbags: Seven
• Safety: ABS, EBD, BA, ESC, TC
• Spare Wheel: Space saver (full size optional)
• Cargo Capacity: 288 litres – 344 litres (floor up/down)
• Tow Capacity: 550kg unbraked, 1000kg braked
• Turning Circle: 10.0m
• Warranty: 5 years/unlimited
• Weight: 1435kg
• Wheels: 18-inch alloy

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

Bundled in a segment where every man and his dog wants more for less, Suzuki has further refined its niche burrowing SX4 Hatch and SX4 Sedan.

While exterior styling changes will only be spotted by the keen observer, they are limited to a new grille and different alloy wheels. On the other hand, the interior has undergone significant changes, including revision to the climate control cluster, trip computer and audio functions.

The revised SX4 range launches with three models and two drivetrains.

The entry level SX4 Hatch features front-wheel-drive and a six-speed manual gearbox, with pricing starting at $20,490. The entry level SX4 still features the rugged looks of its all-wheel-drive sibling, making it a viable option for punters after a city dwelling vehicle with the advantage of added ground clearance.

At the helm of the SX4, a commanding driving position ensures easy driving with excellent visibility out the front and rear of the vehicle. The high roofline features masses of head room, giving taller passengers ample accommodation.

If the slick shifting, smooth six-speed manual doesn’t tickle your fancy, Suzuki also offers a Continuously Variable Transmission (CVT) for an additional $2,000. Where the manual gearbox needs to be in the right rev band to extract the most out of the SX4, the CVT almost instantaneously jumps into action at the drop of the throttle.

While the engine sounds a bit thrashy at high revs, the CVT is the best thing that could have happened to the SX4. In addition to improved feel behind the wheel, Suzuki has managed to slash fuel consumption figures – being one of the customer’s main complaints with the outgoing model.

The six-speed manual consumes 11 percent less than the outgoing model at 7.3L/100km, while the CVT trumps the outgoing automatic by 16 percent, coming down to 7.6L/100km. In addition to fuel consumption savings, power has increased five percent to 112kW and torque by three percent to 190Nm.

The all-wheel-drive with six-speed manual starts from $23,490, while the front-wheel-drive sedan is only available in S trim, starting at $23,990 for the six-speed manual, with the CVT a $2,000 premium.

In addition to fuel consumption complaints, owners of the previous generation vehicle were also critical of the lack of safety features. Suzuki has addressed concerns by implementing Electronic Stability Control (ESC) and making it standard across the range. In addition to ESC, each model comes with six airbags (except the base front-wheel-drive hatch).

Rear seat leg room is slightly cramped in the hatch, but surprisingly spacious in the sedan. While the sedan may not feature the hatch’s 175mm ground clearance, it does feature a Commodore beating 515 litres luggage capacity.

To demonstrate the all-paw SX4’s ability off-road, Suzuki set up a mild off-road loop that included a muddy hill climb and rutted mogul. The hill climb was tackled in the ‘auto’ mode. The ‘auto’ mode remains in front-wheel-drive mode until the vehicle senses traction loss. From there, the centre differential can send up to 50% of torque to the rear wheels, helping in situations where traction is at a premium.

Surprisingly, the SX4 walked up the muddy hill with relative ease. Although the SX4 is no Landcruiser off-road, it goes to show that it’s as capable as prospective owners would expect it to be.

The rutted mogul went on to show how the added ground clearance of the hatch helped during situations such as grade variations.

The on-road portion of the loop highlighted the tight chassis the SX4 is built on. The weighed steering adds feel through corners and communicates all aspects of the road surface to the driver. Tremendous grip and the ability to grab the car by the scruff of the neck make it a pleasure to drive on easy going roads and tight, twisty stretches of road.

During the press conference, Suzuki was quizzed about the availability of a diesel engine. While there is currently a diesel available in Europe, it isn’t available to Suzuki in Australia. General Manager of Suzuki Australia, Tony Devers, told CarAdvice, “if it comes up, we’ll evaluate it”, and went on to support the idea of a diesel in the SX4.

Suzuki hopes to sell around 500 SX4s, up from the 250-280 averaged during the previous generation’s tenure. Exceptional pricing, impressive ability both on and off-road, along with a raft of safety features will ensure the SX4 sells well in Australia.

If you have been hesitant to sample the Suzuki brand, there is no better time to give it a shot. If the SX4 revision is anything to go by, Suzuki has a long and illustrious future ahead of it.

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

Death and taxes might be life’s only two certainties, but it’s also a fairly safe bet that a new Volkswagen Golf model is sure to prove a worthy addition to an already impressive line up. Now add a little more versatility and a bucket load of extra cargo space to that rock-solid equation and voilà – the new Volkswagen Golf Wagon is born.

Joining the three- and five-door hatch models, the new Volkswagen Golf Wagon will offer itself in a total of six guises featuring a choice of four engines, three transmissions, two models grades and two option packages (more on these in a little while). Pricing starts at only $2,000 more than Mark VI Golf hatch models, as follows.

Volkswagen Golf Wagon Pricing:

• Volkswagen Golf Wagon 90TSI Trendline (six-speed manual) – $26,990*
• Volkswagen Golf Wagon 90TSI Trendline (seven-speed DSG) – $29,490*
• Volkswagen Golf Wagon 77TDI Trendline (five-speed manual) – $29,490*
• Volkswagen Golf Wagon 77TDI Trendline (seven-speed DSG) – $31,990*
• Volkswagen Golf Wagon 118TSI Comfortline (seven-speed DSG) – $33,990*
• Volkswagen Golf Wagon 103TDI Comfortline (six-speed DSG) – $36,490*

Visiting with Volkswagen Australia for a brief drive program in and around our nation’s capital yesterday, I had the chance to slip behind the wheel of a couple of new Golf Wagons for a chance to experience just how adept the family lugger would prove on the open road.

Taking the reigns of the new Volkswagen Golf Wagon 118TSI Comfortline (pictured above) and Volkswagen Golf 103TDI Comfortline (pictured top), both equipped with Volkswagen’s slick-shifting DSG transmissions (no manual option offered in Comfortline format), I made my way through the tree-lined streets of Canberra’s CBD for the surrounding hills to get a better impression of how the wagon’s extra bulk had impacted on Golf’s well renowned dynamics.

Exiting the city, it’s quickly evident that the “Golf for customers who need ‘more Golf’”, as Volkswagen so aptly put it, has lost none of its hatch counterpart’s nimble cornering ability and zippy off-the-line performance with the DSG transmission, after taking all but a moment to engage, making its way quickly through the cogs to find suburban speed limits met with relative haste.

Breaking free of the constraints of city traffic, the new Golf Wagon feels instantly at ease on the open highway with an impressive quietness the first noticeable characteristic of the family lugger’s quality. The new Golf Wagon is fitted with an acoustic dampening windscreen that virtually eliminates wind noise, allowing a peaceful cabin space that’s as relaxed as it is spacious and functional.

The driver-centric instrumentation and switch gear falls to hand readily, and is intuitive of function meaning eyes can be kept where they need to be. The comfortable seating is a real treat feeling much more top-shelf than is usually expected in this small family category.

Underfoot the smooth, well settled ride is a welcomed ally over choppy rural back roads. The Strut (front) / Multi-link (rear) suspension arrangement although blissfully comfortable, still allows an almost sporty flavour to Golf Wagon’s ride that sees tenacious grip and maximum purchase from Golf’s front-wheel drive arrangement pull the little wagon through corners with eager pace and determined fluidity.

The electro-mechanical steering too is well-weighted with surprisingly crisp turn-in that almost allows you to almost forget the extra bulk Wagon’s added dimensions contribute to the rear end. Especially enthusiastic driving will expose the chunky rump’s greater mass – and in panormaic roof models a higher centre of gravity – but in saying that, it’s not evident until driving at a pace well beyond that typically associated with comfortable family motoring.

Having only the time to experience two of new Golf Wagon’s engine offerings yesterday (expect a full road test of more models over the coming weeks), it’s safe to say the 103TDI (or 103kW turbo-diesel) is easily the pick of the litter. Not only does this torquey unit allow quick acceleration from rest but is punchy through winding back roads, strong on overtaking and, with a little help from the quick-thinking DSG transmission, able to iron flat hills most small wagons would struggle against.

As mentioned earlier, the new Golf Wagon range features a choice of four engines. The power, torque, 0-100 times, combined fuel consumption and CO2 emissions figures for which are listed below.

Engine Line-Up:

• 90TSI (1.4 petrol): 90kW/200Nm | 9.9 seconds | 6.7L/100km (M) / 6.2L/100km (A) | 156g/km (M) / 144g/km (A)
• 118TSI (1.4 petrol): 118kW/240Nm | 8.4 seconds | 6.3L/100km (A) | 148g/km (A)
• 77TDI (1.6 diesel): 77kW/250Nm | 11.9 seconds | 4.7L/100km (M) / 5.2L/100km (A) | 124g/km (M) / 135g/km (A)
• 103TDI (2.0 diesel): 103kW/320Nm | 9.7 seconds | 5.7L/100km (A) | 149g/km (A)

Due to its small-car body, medium-car carrying capacity, Volkswagen says that the new Golf Wagon will pit itself against a number of contenders across two market categories.

In terms of its external dimensions, the Wagon’s natural rivals are that of the Hyundai i30cw and Peugeot 308 Estate, though with 505-litres of cargo capacity (to window height, seats up – 1,495-litres all told), this new Golf model may also find itself challenging such rivals as the Mazda 6, Subaru Liberty and Ford Mondeo – especially given its favoured combination of a diesel engine/automatic transmission, an offering not yet available on Volkswagen’s Japanese rivals.

As you’d expect from a model with such wide-reaching appeal, a number of option packages and a lengthy accessories list (see gallery below for details) is also available.

The first of these is the ‘Comfort’ package (available on Trendline models) that allows buyers wanting the benefits of low engine capacity the chance to opt for a higher level of equipment. The package costs $2,200.00

Comfort Package (available on Trendline models):

• 16-inch Sedona alloy wheels
• Leather-wrapped multi-function steering wheel
• Leather-wrapped gear knob
• Leather-wrapped park brake handle
• Multi-function display (MFD Plus)
• Dual-zone climate control
• Rain-sensing wipers
• Auto-dimming rearview mirror
• Dusk-sensing headlamps
• Coming/leaving home light function
• Cruise control

For those already selecting upper-spec Comfortline models, but wanting a little more bling, Volkswagen now offer a ‘Sport’ package for just $1,800.00 more.

Sport Package (available on Comfortline models):

• 17-inch Porto alloy wheels
• Sports suspension
• Dark tinted rear side and rear windows
• Low tyre pressure indicator
• Front foglamps with static cornering function

On the safety front, the Golf Wagon omits the driver’s knee airbag found on hatch models, but includes front, side and curtain airbags as standard on all models, as well as a long list of electronic aids that include ABS, EBA, EBD, EDL, ESC (with Traction Control) and HSA (ANCAP testing to be confirmed soon).

A rigid safety cell body with front and rear crumple zones, side impact protection ensures a tough outer shell, while inside seatbelt pretensioners and brake force limiters can be found alongside (front) safety optimised head restraints (anti-whiplash) and an extendable, dual-position cargo net.

Standard Safety Equipment:

• Anti-lock braking with Brake Assist & Electronic Brake-force Distribution
• Hill Start Assist (DSG models only)
• Anti-Slip Regulation (Traction Control)
• Electronic Differential Lock (EDL)
• Electronic Stability Control (ESC)

The new Volkswagen Golf Wagon offers a seven colour palette consisting of two solid, four metallic and one pearl effect colours are available across all models while inside, two grades of black cloth (depending on model) are standard with two optional leather upholstery choices (black and beige) also offered.

Colour Range:

• Candy White
• Salsa Red
• Reflex Silver (M)
• Silver Leaf (M)
• Shadow Blue (M)
• Platinum Grey (M)
• Deep Black (P)

For a more detailed drive experience, CarAdvice will be road testing a number of new Volkswagen Golf Wagon variants over the coming weeks.

New Volkswagen Golf Wagon models are in showrooms from this weekend.

Specifications:

• A full list of specifications for the new Volkswagen Golf Wagon can be downloaded by clicking on this link.

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

An economic environmental crusader that doesn’t sacrifice drivability.

Model Tested:

• 2010 Volkswagen Golf 77TDI; 1.6-litre, four-cylinder, turbo-diesel; five-speed manual; five-door hatch – $28,690*

Options (As Fitted):

• Media Device Interface $270; Comfort Package $2,200

Fuel economy; capable diesel engine; spacious cabin; solid build quality
Some option pricing; aftermarket look of 3.5mm auxiliary audio socket

CarAdvice Rating:

Words by Matt Brogan Photos by Brendan Nish

Take everything you’ve come to expect from Germany’s favourite hatch – safety, quality, reliability and drivability – add Prius-like fuel economy, and what you’ve got is Volkswagen’s most economic Golf to yet land on Australian shores.

The Volkswagen Golf 77TDI sits second from the bottom in the new Mark VI Golf range coming in just above the base model 90TSI petrol-powered variant in terms of price ($28,690 for the 77TDI and $25,990 for the 90TSI – manual variants). Best still this new, low capacity diesel offering delivers considerably better fuel economy returns than that of its petrol sibling without sacrificing any of the much needed torque often found lacking in frugal lower-end offerings.

At the heart of the equation is Volkswagen’s frugal, yet capable, 1.6-litre four-cylinder turbo-diesel engine – or TDI in Volkswagen speak. Utilising common rail, direct injection fuel technology – and of course a turbocharger – the Golf 77TDI delivers, as the name might suggest, 77kW of power at 4,400rpm as well as a sprightly 250Nm of torque.

What’s great about this little unit, and an issue that fails many turbo-diesel offerings, is that the entire helping of torque is available just off idle, from 1,500rpm. What this translates to is negligible turbo lag and good strong pulling power that will see you on your way to the 100km/h mark in just under 12 seconds (11.6 seconds).

Mated in this instance to a slick-shifting manual gearbox, the Golf 77TDI is also available with a self-shifting DSG (automatic) transmission for those not fond of the three-pedal shuffle. But if you happen to be a fan of the stick-shift gearbox, Volkswagen’s five-speed unit is lithe, well composed and offers a tactile yet light clutch that offers an engaging yet relaxed response.

As touched on a moment ago, and as you’d rightly expect from a low capacity, low output diesel, fuel economy is also a strong point for the Golf 77TDI. A week of combined 50:50 city and highway driving returning 5.1L/100km – and that’s with the climate control on the entire time! The Golf 77TDI also has a CO2 emissions rating of 129 grams per kilometre.

Inside the cabin you could easily forget you’re in a diesel-powered car with almost none of that maligned oiler rattle evident – even when idling. The ride is well composed and suitably quiet allowing time to enjoy the ample interior space and comfortable seating.

The Golf 77TDI offers seating for five, though realistically four adults are a comfortable fit. Up front Golf’s manually adjusted cloth seats are well contoured to strike just the right balance of comfort and support, especially on longer highway trips, and are adjustable in all the usual directions. The steering column also offers tilt and reach adjustment.

An uncluttered and user-friendly array of well assembled switch gear and neatly presented instrumentation provide all the relevant information at a glance while also being simple to operate and comprehend. The white back-lighting of the dual-dial instrument panel is an especially classy touch at night.

Sitting at the bottom of the model range, the Golf 77TDI still boasts a decent level of standard equipment including air-conditioning, height-adjustable headlamps and a punchy single CD tuner.

An option pack, known as the ‘Comfort Package’, is also available (at an extra charge) that includes, among other items, 16-inch alloy wheels, cruise control and dual-zone climate control (our test vehicle had this box ticked as did it a USB audio interface). Should you not wish to lash out the coin, a rather after-market looking 3.5mm audio socket is included as standard.

Up back, the large cargo compartment offers 350-litres of capacity with the seats and parcel shelf in place. Flip down the 60:40 rear seats, and un-clip the shelf, Golf 77TDI allows an impressive 1,305-litres of space. A space saver spare wheel can be located beneath the cargo compartment floor.

In terms of safety the Golf 77TDI earns a five-star ANCAP (and EuroNCAP) rating thanks to front, side, curtain and driver’s knee airbags, ABS braking with electronic brake-force distribution and ESC with Traction Control. Hill Start Assist is also included as standard on manual models.

The Golf 77TDI is a really pleasant little car to drive and one that’s very easy to live with – both on the eye and on the wallet. The performance is more than adequate given our draconian speed limits, and with such a high level of quality, safety and reliability built in, you could certainly do a lot worse than to test drive this one. Four-out-of-five.

Ratings:

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

Road Test the Rivals:

• Ford Focus TDCi
• Holden Cruze Diesel
• Hyundai i30 CRDi

Specifications:

• Engine: 1,598cc DOHC four-cylinder (16 valve)
• Power: 77kW @ 4,400rpm
• Torque: 250Nm @ 1,500rpm
• Induction: Direct Injection, Common Rail, Turbocharged
• Transmission: Five-speed Manual
• Driven Wheels: Front (with Electronic Differential Lock)
• Brakes: Discs with ABS & EBD
• Top Speed: Not Tested
• 0-100km/h: 11.3 seconds
• CO2 Emissions: 129g/km
• Fuel Consumption: 4.9L/100km (ADR)
• Fuel Consumption: 5.1L/100km (As Tested)
• Fuel Tank Capacity: 55L
• Fuel Type: Diesel
• ANCAP Rating: Five-Star
• Airbags: Front, Side, Curtain & Driver’s Knee
• Safety: ESC with Traction Control & Hill Start Assist
• Spare Wheel: Space Saver
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 350/1,305L
• Tow Capacity: 1,300kg (Braked)
• Turning Circle: 11.0m
• Warranty: Three-Year / 100,000 kilometre
• Weight: 1,310kg (Tare)
• Wheels: Steel 15 x 6.0-inch (Alloy 15 x 6.5-inch – As Tested)

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

I’ve spent the last two weeks driving the Prius to and from Brisbane CBD morning and afternoon and I think I’ve finally realised that perhaps, I am actually attached to this car on more levels than one.

When I drove a Bentley Supersports a few weeks ago, I had that immediate sense of falling madly in love with a machine that made me feel like I was 12 again. It was a treat, everyone needs to feel like that every once in a while. Then I came back to Brisbane and jumped back in the Prius and to my surprise there wasn’t that sense of disappointment.

It’s a bit like this, you know how women say there are two types of men, the one type which is like a caveman, big, built and generally mostly used for a short romantic encounter, then there are the humble family men, you know the type, practical, loving, caring, etc etc. I think cars such as the Bentley fulfil the first criteria, they are Sunday cars, only because you love them more that way. The Prius, on the other hand, is the epitome of an everyday car. You can’t fault the bloody thing.

If I had all the money in the world I can assure you there would be a Prius i-Tech sitting in my garage (along side other cars such a Bugatti Veyron, Aston Martin V12 Vantage and an ABT tuned Audi R8).

So far the only things that have annoyed me with the Prius are the somewhat limited rear-vision due to the cars oddly shaped backside, the lack of native iPod support and the resulting distortion experienced through the auxiliary port and most importantly, the high pitch beeping noise it makes when you’re reversing (I know I am reversing, there is no need to remind me every half a second).

All minor issues to say the least. On the other hand, it’s one of the most comfortable cars I’ve travelled long distances in, it’s incredibly quite to the point that pedestrians don’t hear you behind them when you want to get past.  It’s packed full technology that you absolutely cannot find in any car for a similar price.

I think Toyota should attempt to market the Prius to the gadget lovers as well as the environmentally conscious as it has enormous appeal from a technological point of view. You can read more about its technological features in my previous updates.

I have now completely mastered the art of using the Prius’ radar cruise control, the second I hit the highway, the speed is set and the Prius locks itself on to the car in front and takes over, it has never failed so I have grown comfortable with trusting it completely.

Although this is perhaps not its purpose, having a car driving itself is very handy. For example if the car in front suddenly brakes and you happen to be fiddling with the stereo (not that you should be) the Prius’ super smart computers will react faster than you and hit the brakes.

If it detects that there may be a potential collision (e.g. a car merges infront of you) it will alert you by making lots of noise and warning you through the centre console as well. It will also do this even if cruise control is not set but you are travelling too fast towards the object in front.

Previously I haven’t really talked all that much about the Prius’ handling and acceleration, mainly because it seems almost irrelevant. However it’s worth knowing that being based on a Corolla, it’s actually not that bad. It corners well enough and when required, it will accelerate its way out of trouble. Remember it does have a 100kW petrol engine and a 73kw electric engine plus a massive 349Nm of torque (combined)!

Another concept I’ve mastered is letting the Prius drive on its electric engine only, if you’re actively being kind to the accelerator you will notice that you can easily get up to 50 or even 60km/h with no need for the petrol engine turning on. Unfortunately given how hilly Brisbane is, this can be hard to do. The Prius does have this peculiar habit of insisting that it uses its electric engine when it gets up my rather steep driveway, which is entertaining as its climbing up a hill with no noise.

The Toyota Prius really is the beginning of all cars to come (notice how many clones are about to hit the market), if all cars on the market today featured the technologies found in the Prius we would have fewer accidents and perhaps less stress as well.

I am currently in the process of organising myself to attend the next Prius Club of QLD meeting. Having been a member of numerous car clubs in the past (mostly performance cars), I am fascinated to see what the folks get up to at the Prius club.

As a side note for all of you wondering regarding the current issue with the the Prius’ braking system it’s fair to admit that the unusual brake feel over bumps and rough surfaces has occurred for me a few times now.

It seems to be that delicate few milliseconds when the computer works out if it should use its electric or hydraulic brakes. It’s apparently caused by the ABS kicking in (due to uneven surfaces) but it’s a non-issues as far as I can tell.

Next update will be my conclusion which will hopefully feature comments by current Prius owners that have had their car for much longer than me.

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

Energetic, fast and nimble the Mazda 3 MPS is satisfaction guaranteed.

Model Tested:

• Mazda 3 MPS Luxury; 2.3-litre, four-cylinder, petrol-turbo; six-speed manual; five-door hatch – $43,290*

Great engine, nimble handling, great ergonomics
Tight second row, cabin noise

CarAdvice Rating:

Nothing screams fun quite like a bonnet bulge. Driving enthusiasts take note, the Mazda3 MPS is a sure thing – smiles are guaranteed.

Since its introduction to the Australian market in July 2006, the Mazda 3 MPS has secured its position as a solid performer on the hot hatch stage. A popular choice for males in the past, the good looks, nimble handling and comfortable, high spec interior of the MPS should see it gather far broader appeal.

The 2.3-litre turbocharged engine in the MPS is an absolute winner. With just 1,470kg to shift, the MPS is energetic, fast and nimble. The Mazda3 MPS has at its disposal, 190kW at 5,500rpm and 380Nm at 3,000rpm. With a top speed of 250km/h, and a sprint from 0-100km per hour in just 6.1 seconds, the MPS boasts some exciting credentials. Add to this a very tight six-speed manual gearbox and you’re sitting pretty.

The MPS leaps to pace from stand still, sucking up every bit of power and torque at hand. Well spread gear ratios allow you to squeeze through the revs with little down time between changes. You feel a part of this car – it’s a team effort. Drive it well and you’re blessed with an exciting and fun drive. The steering is incredibly obedient, it’s a case of point and go. Nimble, sharp, precise… those words all come to mind behind the wheel of the MPS.

Be mindful of torque steer on high speed cornering however, or you may find yourself a little out of shape. A torque-sensing limited-slip differential and new, stiffer drive shafts help in this regard, but common sense must also come into play.

While the engine of the MPS does ring through the cabin quite clearly, it would be a shame to not hear this note. Consider it a not so subtle reminder of what’s under the bonnet. There’s also a bit of road noise to be heard in the cabin.

The MPS gives the otherwise cutesy looking Mazda3 a serious edge, and dash of street cred, too. Mazda has achieved a nice sporty look without breaching the boy racer aesthetic. Side skirts, a large rear spoiler, a low slung grille, 18 inch aluminium alloy wheels and that bonnet air-intake set the scene. Those in the know quickly spy the badge and appear keen to see the MPS in the flesh.

Inside, the MPS is nicely finished. The cabin is snug and the semi-bucket sports seats hold you firm and give good support. The instrumentation and dash are uncluttered and fairly basic in their form. It’s a fairly understated dash arrangement which incorporates some nice textured plastics. The interior trim however is anything but understated. The red pattern on the door trim extends across the dash into the plastic finish, while red stitching is a nice contrast on the steering wheel, seats, door trim and armrest. Keyless entry and push-button engine start are other nice touches.

The location of the satellite navigation screen in particular is brilliant – in line with and to the left of the instrumentation – it’s very easy to watch the screen while driving. It is however a very small screen at just 4.1 inches.

Cabin ergonomics are fantastic in the MPS. The gear shift sits high and close to the driver, and slips straight into your ready hand. The eight-way electric seats with seat memory offer good adjustability and the multi-function wheel ensures everything is at your finger tips. All instrumentation and controls are clear and in perfect view and reach of the driver. The layout is ergonomically very smart and this adds to the overall comfort of the MPS.

Two second row passengers will be more than comfortable, but three passengers will be rather snug. Seats are low slung and window sills are high, giving a fairly enclosed feel to the second row. Two child seat anchor points can be found on the second row seat backs.

The cabin is rigid and suspension is very firm, bordering on harsh. This stiffness does mean however that the MPS corners near perfectly flat. Steering on demanding roads with tight corners, the MPS excelled.

The audio interface is good, with iPod, MPS and USB connectivity and the ten speaker sound system from Bose delivers brilliant sound.

Average combined fuel consumption (per ADR figures) for the Mazda3 MPS is quoted at 9.9 litres per 100km.

Stability control, traction control, anti-lock brakes, brake-force distribution and emergency brake assist are standard on the MPS. Driver and passenger front, front side and front and rear curtain airbags keep all passengers well protected.

Despite its small proportions, the MPS offers some good usable space. There are a variety of storage options and cup holders in the cabin. The boot capacity of 268 litres can easily swallow a couple of suitcases or a pram, and the split fold seats up the capacity again. I love the button on the rear of the vehicle that allows you to lock the car without the key once you’ve finished loading the boot.

Priced at $43,290*, the Mazda3 MPS Luxury pulls a $3,600 premium over the standard MPS. In exchange you get auto dimming rear view mirror, bi-xenon headlamps with adaptive front lighting system and auto on/off, that premium Bose amplifier and 10 speakers with subwoofer and rain-sensing front wipers.

There is some worthy competition in the hot hatch segment. If you’re after a turbocharged hot hatch, the Ford Focus XR5 Turbo and the Volkswagen Golf GTI put forward two interesting alternatives.

While $43,290* is a significant price tag for a small car, the Mazda3 MPS is a significant car.

*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:

• Ford Focus XR5 Turbo
• Volkswagen Golf GTI

Specifications:

• Engine: 2.3-litre DOHC four-cylinder (16 valve)
• Power: 190kW @ 5,500rpm
• Torque: 380Nm @ 3,000rpm
• Induction: Direct injection & turbocharged
• Transmission: Six-speed manual
• Driven Wheels: Front
• Brakes: Discs with ABS< EBA & EBD
• Top Speed: 250km/h (Claimed)
• 0-100km/h: 6.1 seconds
• CO2 Emissions: TBC
• Fuel Consumption: 9.9L/100km (ADR)
• Fuel Tank Capacity: 60L
• Fuel Type: 95-98 RON Premium Unleaded Petrol
• ANCAP Rating: Five-Star
• Airbags: Front, Side & Curtain (Front and Rear)
• Safety: ESC with Traction Contol
• Spare Wheel: Space Saver
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 268L
• Tow Capacity: 900kg (Braked)
• Turning Circle: 11.0m
• Warranty: Three Year / Unlimited Kilometre
• Weight: 1,470kg (Tare)
• Wheels: 18-inch Alloy

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

Suzuki is an interesting car company in a sense that it went from producing weaving looms to motor bikes and then cars, not exactly a traditional background for a motor company. Nonetheless Suzuki Motor Corporation has today become one of the most respected Japanese manufacturers in Australia.

Interestingly Queensland also has the longest serving Suzuki dealership in the world – Chano Trentin’s All Wheel Drive Centre at Atherton.

To celebrate the launch of the new SX4 and the relaunch of the Liana name badge, Suzuki QLD took a group of automotive journalists out to Mount Cotton driver training centre to demonstrate the ranges’ new engine, transmission and safety features.

Before we get into it, it’s worth noting that Suzuki outside of QLD will not use the Liana name badge. Suzuki QLD (which is independent of the rest of the states) has decided to rename all front-wheel drive variants of the updated SX4 as Liana and keep the SX4 badge for all-wheel drive variants, a logical decision. The Liana is essentially an SX4.

This makes Queensland the only place in Australia you can buy a Suzuki with the Liana name badge. It took 18 months of negotiations with Japan but given the strength and excellent track record of the Queensland organisation, it was approved.

From what you can actually see, the updated range has gained a new front grille, more exterior colours to pick from, a whole new instrument cluster, black seat fabric, front seat arm rests, a centre mounted dashboard socket, a much needed auxiliary port and new air conditioner control panel.

Under the skin there is a whole new 2.0-litre four-cylinder engine (J20B) producing 112kW and 190Nm of torque which is about a five per cent improvement over the outgoing model. Coupled to the new engine is a choice of either a six-speed manual or a Continuously Variable Transmission (CVT).

It’s the first time Suzuki has offered a CVT transmission, joining the rest of the Japanese manufacturers moving away from traditional automatics for small to medium cars.

Instead of the gears changing from small to large and vice versa, the actual gear ratios are no longer fixed. This means there is really no gears at all, just a variable transmission that can essentially provide unlimited ratios. All of this is controlled by the car’s computer system so all you have to do is drive (click through for more information on CVT).

Nonetheless if you do want to control the gears as you would in a traditional automatic, a set of six pre-programmed gear ratios are available and can be selected either by engaging the gear lever in sport mode or via the steering wheel mounted paddle shifters on the premium models.

The benefits of CVT are a smoother ride and no gear changes, whilst also delivering better fuel economy.

Technical briefing aside it’s worth seeing how the SX4/Liana actually drives. Mount Cotton driver training centre is an interesting place, predominantly used by QLD police to train new officers, the centre was our venue to check out how the new Suzuki small car behaved.

Our first exercise had us perform a quick left to right and right to left lane change at speed in the wet through witches hats, the idea was see how well the car performed with ESC on/off and also to realise the car’s great handling dynamics.

It’s actually fair to say that even with ESC turned off the SX4 (all-wheel drive) is perhaps only second to the Subaru Impreza for handling in wet weather conditions. Meanwhile the Liana, which is driven through the front wheels also performed admirably, switching from left to right with ease and confidence.

Power delivery via the CVT is similar to that of the Mitsubishi Lancer , a decent amount of noise and smooth acceleration. Frankly the six-speed manual would be my choice as it  makes the car feel much more nimble.

The second test was to punt the car as hard as possible through the outside circuit ending with a hard braking maneuver. After a few attempts at this I did end up with a bit of smoke coming from the brakes, thankfully that solved itself relatively quickly.

As for cornering at speed the Suzuki grips and grips even when you think there is no more grip left. It may not accelerate all that hard however it does make up for it around bends.

There is momentary understeer if you turn ESC off and turn in quickly at speed but that’s expected in a car such as the SX4/Liana.

The interior is reasonable for  its price and there is an option for iPod and Bluetooth phone connectivity on all models (pricing was unavailable at time of writing). The front seats hold you in well and felt comfortable. Rear leg room can be limiting if there is a tall adult in the front however it will comfortably sit four reasonably sized adults for long distances. Five adults would not be recommended for long drives.

The SX4 (front-wheel drive) or Liana range (QLD) comes in three different variants, you can find yourself in a base model manual GLX hatch for only $20,490, moving up to the premium S-range costs you an extra $3,000. Premium hatch costs $23,490. The Sedan variant is only offered in the premium spec at $23,990.

The all-wheel drive SX4s start at $23,490 for the GLX and hit $25,690 for the S series. The CVT (auto) option will cost you an additional $2,000 on any variant.

The GLX variant of the 2WD SX4 (or Liana) and the SX4 (AWD) comes with 16-inch steel wheels, electric windows front & rear, remote central locking, and dual front airbags (it would be good to see Suzuki take the next step and offer six-airbags standard on the base model) as well as ABS and EBD.

If you go for the S series you’ll gain 17-inch alloy wheels, six airbags, ESC, Aero body kit & rear spoiler, steering wheel Paddle shifts, fog lights, leather steering wheel, folding front seat armrests, cruise control and keyless start.

It would seem somewhat unwise to go for the GLX given that six-airbags and ESP should be mandatory in all cars, additionally the cruise control and keyless start in the S series make the additional $3,000 price tag seem like a bargain.

Overall the new SX4 2WD (Liana) and SX4 AWD are a tough competitor to beat, it appears the SX4’s only main competition (given its AWD) is the Subaru Impreza which is priced slightly higher. As for the front-wheel drive SX4 or Liana, given its starting price of just over $20G, it’s hard to fault.

It will be interesting to see how and if the naming helps move more units and if the rest of the country will take up the Liana badge.

CarAdvice will also be attending the national launch of the SX4 in the coming weeks followed by a complete road test and review after we spend a week behind the new Suzukis.

• Liana/SX4 2WD (Man.): 7.3L/100km
• Liana/SX4 2WD (CVT): 7.6L/100km
• SX4 (Man.): 7.6L/100km
• SX4 (CVT): 8.0L/100km

Specifications & Equipment (click on link to view):

• SX4 2010 Technical Specifications
• SX4 2010 Equipment Levels
  
• Liana 2010 Technical Specifications
• Liana 2010 Equipment Levels

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

Rewriting the small car rulebook

Model Tested:

• 2009 Volkswagen Golf Mk VI 118TSI Comfortline; 1.4-litre, four-cylinder, petrol; seven-speed DSG; five-door hatch – $32,990*

Options Available:

• Metallic Paint $700; Electric Glass Sunroof $1,900; Vienna Leather Upholstery $3,300; RNS510 with Dynaudio Excite $4,000; Reversing Camera $350

Quality, ride, seats, space, fuel economy, engine performance
DSG response after braking, options pricing

CarAdvice Rating:

It doesn’t matter what you say, some people will never believe you. During the week’s test of Volkswagen’s Golf 118TSI, when asked for the engine size, passengers would shoot you a look like you’re lying to them. “Yeah, right,” was the general response. And you can sort of understand it. For a car that weighs over 1.3 tonnes, but will still go from 0-100km/h in eight seconds, a 1.4-litre engine doesn’t seem like it would be able to pull it off. But it most definitely does.

Jump out of a 1.4-litre Hyundai Getz, and you can see why the incredulous responses come thick and fast. The secret to the Golf’s excellent turn of speed is how the fuel is delivered to the engine. Quite quickly, as it happens. 110bhp per litre tells the tale. You see, the 1.4-litre four cylinder is twin-charged. There’s a roots-type supercharger for boosting low-end torque, and a turbocharger for carrying the power up into the high revs. The best of both worlds, really. A solenoid clutch ensures that the supercharger hands over all of its boosting work from 3,500rpm upwards, while direct injection also maximises efficiency.

While it never sounds particularly special, it’s quiet and smooth, but the 240Nm of torque really gets the Golf moving from even the lowest of revs. Despite a sluggish take-up – typical of DSGs in general – there’s always grunt on tap no matter what the revs. The spread of maximum torque from 1750-4500rpm means it’s always on the boil, and the seven speed transmission facilitates both seamless changes and fuel economy. However, if you’ve quickly pulled up to a stop (like at an intersection) and then immediately decide to give it a bootfull to get in front of oncoming traffic, allow a few more seconds for the transmission to have a think and register what it is you want to do. Apart from that little glitch, the DSG is brilliant.

In real world terms, this 118kW TSI twin-charged engine (there’s also a cheaper, 90kW version) gives you maximum grunt from minimum fuel consumption. Volkswagen’s ADR sticker figure is a staggering 6.2 litres/100km when combined with its new seven-speed DSG transmission. You’d probably think its a good thing that its fuel use is so low, because the tank is a smallish 55 litres. But based on the ADR figures, that means around 880km from your tank – a very respectable figure indeed.

If you do plan of travelling for the full 880kms, you’ll thank Volkswagen’s interior designers for their forethought. There’s acres of space from this small car. The boot, for example, may not seem tremendously huge at 350 litres, but it’s shaped to be usable, and with the back seats down, it grows to a massive 1,305 litres. The rear seats (a bugbear of many a small car) will happily hold three adults, though they can be a little flat. The front seats are likewise expansive, but are supportive throughout your back, and benefit from brilliant bolstering that blends body-hugging qualities and comfortable movement in a way that puts some luxury cars to shame.

In a nod to its Audi offshoot, Volkswagen has used chrome accents to border the vents and dials, also borrowing the screen in between the tacho and speedo. The fabulous touchscreen RNS510 HDD based satnav is available, along with one of the clearest and widest angle reversing cameras available. The dash is of top shelf quality, being tactile and soft. A climate control module taken from the Passat CC and a new steering wheel with more intuitive buttons completes the revised interior.

Outside, apart from the roof, it’s all new. The Touareg-esque rear lights dominate the tail, along with the Golf-trademark thick C-pillar. A more squat stance by virtue of a wide mouthed front bumper, subtly flared wheel arches and slightly angled headlights with a wider, flatter grille separate it from the Mk V Golf, and modernise the exterior. Those quirky, but nice touches remain; the VW logo that doubles as the hatch door handle, for example, but now it integrates the reversing camera (if optioned along with the RNS510). The mirrors have also been redesigned, and according to Volkswagen, due to their more slippery shape, even become less dirty. Time will tell on that one.

In essence, the Mk VI is more of an evolution than all new model – a bit like the Land Rover Discovery 3 becoming the Discovery 4 – thus the underpinnings are the same as previous (save altered spring rates) but the exterior and interior have been revised. But just as the Mk V was a great drive, those same involving characteristics carry through to the Mk VI.

There’s the ride which manages to remain supple, despite the extra stiffness, yet keeps its class-leading handling. Sure, the steering doesn’t exude lashings of true feel, but there’s a weighty meatiness that still keeps you satisfied. There’s a beautifully linear feel to the rack, and nothing but the harshest of mid-corner bumps seems to fluster the suspension. The thing is, this is no GTI in the handling stakes, but for a daily commuter, it’s very, very good.

But there’s more to the story than just the drive. The Golf is also an extremely safe car. Don’t forget, this is still in the small car category, and with seven airbags, including a knee bag, occupants are well protected. There are also new sensors which detect the intensity of a crash and set off the airbags appropriately, by calculating where low frequency vibrations and audible components have come from. In Germany, this system received the Bavarian Innovation Prize. A new head-restraint system called WOKS, which has been patented due to its effectiveness, reduces whiplash severity, and stability control is standard also. ANCAP awarded the Mk VI Golf its maximum five stars.

It gets a bit boring, actually, this “Golf is excellent” business. But you can’t get away from the fact that it is just that – excellent. It’s punchy, got heaps of space, drives like a dream, is as safe as you can get, sips like a bird, looks terrific and feels expensive. Sure, it’s at the higher end of the small-car dollar-spectrum, but that age-old adage of getting what you pay for has never applied so aptly.

It’s a big call, but what you’re looking at here is the new small car yardstick. It’s as simple as that.

Ratings:

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

Specifications:

• Engine: 1,390cc DOHC four-cylinder (16 valve)
  
• Power: 118kW @ 5,900rpm
  
• Torque: 240Nm @ 1,750-4,500rpm
  
• Induction: Supercharged, turbocharged & Direct Injection
  
• Transmission: Seven-speed Direct Shift Gearbox
  
• Driven Wheels: Front
  
• Brakes: Discs with ABS, EBA & EBD
  
• Top Speed: 220km/h (Claimed)
  
• 0-100km/h: 8.0 seconds
  
• CO2 Emissions: 144g/km
  
• Fuel Consumption: 6.2L/100km (ADR)
• Fuel Tank Capacity: 55L
  
• Fuel Type: 95-98RON Unleaded Petrol
  
• ANCAP Rating: Five-stars
  
• Airbags: Seven
  
• Safety: ESC with Traction Control; WOKS
  
• Spare Wheel: Space saver
  
• Suspension: Strut (F) / Multi-link (R)
  
• Cargo Capacity: 350/1305L
  
• Tow Capacity: 1,300kgs (Braked)
  
• Turning Circle: 10.9m
  
• Warranty: Three-year/100,000 kilometre
  
• Weight: 1,330kgs (Tare)
  
• Wheels: 16 x 6.5-inch Alloy (17-inch As Tested)
  

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

Whilst I’ve had the Prius I’ve also got behind the wheel of two other cars, a Jaguar XF-R and a Lexus IS250C. Although completely different cars entirely, the Prius’ cleverness has left me wanting more from the other two, particularly the Jag. The Prius simply makes driving feel like a much easier experience than it has ever been.

Of course it wouldn’t be an irony if the second ever infringement notice ever gotten in a press vehicle wasn’t in a Toyota Prius.

No, it wasn’t for speeding, I wouldn’t live that one down, it was for having the foglights on. Queensland Police have taken it upon themselves to target drivers who drive around with their foglights on. Fair enough. Given the Prius’ main instrument display is not infront of the driver but in the centre of the dashboard, the little foglight on symbol is relatively well hidden away.

The Prius has been driven between Warwick and Brisbane repeatedly, as well as around Brisbane city traffic and up to the Gold Coast. Fuel economy is rating at an average of 4.6L/100km at the  moment but it’s being driven with very little consideration for fuel economy (real world driving).

One rather annoying issue that I’ve discovered with the Prius’ auto-parking system is that it won’t work on any hills, which is not exactly very useful in Brisbane which is hardly flat.

The Prius seems a little scared to apply much acceleration when parallel parking on a hill, so whilst there is sufficient acceleration for flat surfaces, if it has to push a little to reverse up a hill, it won’t do it and if you touch the accelerator to help it, it will automatically cancel the parking system, tell you you’ve been naughty, and to try it on a flat surface.

Nonetheless it does work brilliantly on flat surfaces so I can’t exactly complain, it’s also possible that the camera and sensor systems which measures and calculate all the approach angles and turning points don’t work accurately when its not on a flat surface so it’s possibly a safety measure.

Whilst I was picking up an Lexus IS250c press car the man from Lexus asked me what I was currently driving and I told him I was in a Prius and mentioned all the great technologies included. He went on to say that the technological features included in the Prius (i-Tech) are still unmatched by some of the Lexus models.

The Head Up Display is not even available on the Lexus IS series (even the IS-F) and the radar cruise control doesn’t have all the fancy display that you find in the Prius. Additionally no Lexus that I could find has solar panels on its roof that will cool the car down (using solar power) before you get inside. Essentially what you’re getting with the Prius is the best technology from Toyota & Lexus for a fraction of the cost in comparison with other models.

If the soon to be released Toyota Camry hybrid implements the features found in the Prius, it will easily be the most sophisticated locally produced car in Australia.

It almost makes you wonder if Toyota are making any money selling the Prius or if it’s just a great marketing exercise to say look at what we can do, either way it’s win-win for consumers. It has also become obvious to me that it would be silly to go out there to buy a Prius and not go for the top of the range i-Tech.

Perhaps calling the Prius uncool is somewhat unjust. My girlfriend calls the Prius a fun and safe toy because she likes all the gadgets inside. My friends think the technologies (such as HUD, centre console) should be mandatory on all cars. A good friend of mine who just bought a brand new BMW 135i told me how great it would be if his BMW could have the active radar cruise control for highway driving. BMW drivers seeking technologies found in a Prius? How times have changed.

It’s taken a month but now when I pick up the regulars in the Prius, there is no longer a “oh no, not the Prius” feeling. It’s more a “can I drive it please?” followed swiftly by a “no, and I thought you said this car was for greenpeace activists?”, followed by silence.

The Prius is spending the next week with CarAdvice writer Paul Maric who is in Queensland so expect an update from him in the next two weeks. Meanwhile I’ll be complaining about the Lexus’ lack of head up display until I get the Prius back.

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

In my defence, I was right, as 2009 comes to an end every car manufacturer is now focusing on fuel economy even for their high performance cars. Porsche are doing diesel, Lamborghini, which at one stage produced the most polluting car on the planet, is now talking green and even Ferrari has become obsessed.

Words by Alborz Fallah Pics by Mike Geisel

Whilst Toyota had the foresight to see that fuel efficient electric or part electric (hybrid) cars were the future, American manufacturers decided it was better to concentrate on such things as Hummers and the bigger is better ideology. It worked, for a while. GM even decided to crush all the electric cars it built at one stage.

Whilst Toyota is now the biggest manufacturer in the world and marching ahead, Hummer  got sold to the Chinese and parent company General Motors recently filed for bankruptcy and is currently going through a restructuring plan.

If there was ever any moment in history where electric car supporters can say to GM, I told you so, this is it.

I liken the Toyota Prius to Apple computers. At first they were frowned upon and only adopted by those odd people that just had to be different. The mass resisted. They stuck to what they knew.

More than a decade later and the Prius has won over even its biggest critics. It had even convinced me for a brief moment to consider driving one.

So there it was, a dark-silver third generation Toyota Prius I-Tech. A car which I’d been dreading to drive for months. I was afraid of one scenario and one scenario only, that I was actually going to like it.

Originally the car came to CarAdvice Brisbane office’s for one week. I drove it around discretely, trying really hard to find every tiny fault. Day one went well, I went to bed believing I was still right, the Prius is pointless.

By day three I was starting to get annoyed, as the Prius was parallel parking it self and my girlfriend was cheering it on inside, she began telling me just how great it is and how we must buy one, as hard as I tried, I couldn’t argue with her.

Here is the thing. The Toyota Prius is one of those cars that was never originally cool. Like that kid at school that could solve the complicated math puzzles, no one really liked him but secretly we knew it was because we all wished we could do it too.

How would you like a car that can park itself, essentially drive it self, use bugger all fuel, put out less pollution than almost any other car, have plenty of room, be comfortable, have a great stereo and just about do everything as you’d expect it to? And how would you like that for around $55,000?

Part of the week long test was to drive the Prius from Brisbane to Warwick, about 150km away. On the journey there I decided to play with the active radar cruise control and set it to 110km/h.

You may not believe it, but from that point forward for the entire 1 hour and 45 minute journey, I didn’t touch the accelerator or the brake pedal.

What the Prius does is not new, the Europeans (and Toyota’s luxury arm Lexus) have had active radar cruise control for some time, but not for a car in this price range. What the Prius can do can almost seem science fiction to those that haven’t experienced it.

You simply set your cruising speed at the speed limit and the Prius will do the rest, if there is a car in front, it will match its speed, brake for you, slow down and speed up again with traffic. Even if the car in front suddenly brakes, the Prius will respond by braking accordingly and also warning the driver.

For the entire week it never once misbehaved, there were hour long periods were all I had to do was steer. If you drop below 40km/h it simply beeps at you to pay attention then turns cruise control off. I wonder how much longer it will take for a car to be able to simply follow the car in front, even in start-stop traffic.

So, as far as I am concerned the Prius can essentially drive itself. It can also park it self, be it a reverse park or a parallel park, yet another feature becoming more common in cars. As gimmicky as it sounds a car that can park it self can be somewhat handy. You simply line it up, press the button and away it goes. You still have to control the brakes but it will do all the steering for you.

Another excellent feature is the solar panel roof which powers the car’s ventilation system when turned off. Although well implemented, it’s not a new concept. You simply hold down the A/C button on the key fob and it will start circulating cold air through the cabin whilst the car is still turned off. So by the time you get in, the temperature is bearable. A God send in Queensland summer.

Additionally, there is a head up display which projects the speed onto the front windscreen, the car’s computer can pretty much tell you exactly what the car is doing, how much fuel its using, how much  battery power and even provide a nice diagram to help you understand how to best save fuel by altering your driving style.

You can stick the Prius in EV mode and it will do its best to just use the electric engine, a great idea for city traffic, you then have economy mode which tends to change the response of the accelerator so you don’t use too much fuel and if you do find yourself in challenging hilly terrain you can always switch to power mode and make the most of the 1.8-litre petrol engine.

Toyota claims fuel economy figures of around 3.9L/100km, a figure which I could not replicate. During the one week test the best figure was 4.2L/100km which is still great. No doubt the boys at BMW are falling off their chair trying to send me figures on the Mini Cooper D which as I tested myself, can in fact achieve 3.9L/100km.

The Prius to me is no longer a car created just to save fuel, it’s actually a great all around package, if it happens to save fuel at the same time, great.

The other thought is the cost to the environment in the production and recycling of hybrid cars. Toyota says that even in the factory where the Prius is made every bit of consideration is taken to save energy everywhere possible.

Battery production has become far more efficient now that Toyota and Lexus are offering or planning to offer hybrid variants in all models. You should expect the battery to last around 500,000km and as a few cab drivers have found in Australia, that’s no myth.

What you really should know is that the Prius’ strength is in the city with loads of stop-start traffic. If you do a lot of highway driving don’t expect excellent fuel economy, however if you do spend a considerable amount of time sitting in traffic or driving around town, you’ll be amazed how little fuel it uses. That’s mainly a result of its electric motors doing most of the work.

When I was in New York a few weeks ago, it became rather obvious that almost all new cabs were either a Prius or some other kind of hybrid car (Toyota Kluger hybrids or Ford Ranger hybrids notably). There in the city that never sleeps, the Prius makes perfect sense. Traffic crawls at the best of times and you’d be making the  most out of your electric engine.

My week with the Prius had come to an end. Apart from supercars there has been very few occasions where I’ve felt a sense of attachment to a car, specially one as computerised and “soul-less” as a Prius, but alas, it had to go home and there was that momentary sense of not wanting to give it back.

Somehow through the ether Toyota must have felt my pain, as only a few days later the idea came through that I should take the very same Prius for a three-month long-term loan. An idea which I quickly embraced.

For the next three months I’m going to spend my time driving around in a car which I once thought as the anti-christ, my aim is to achieve the 3.9L/100km official figure and also report on how it is to live with a hybrid Toyota for three months.

Expect a report every two weeks.

Specifications:

• Engine: 1,797cc DOHC four-cylinder (16 valve)
• Power: 100kW (petrol) / 73kW (electric)
• Torque: 142Nm (petrol) / 207Nm (electric)
• Induction: Multi-point / NiMH
• Transmission: Continuously Variable
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 180km/h (Claimed)
  
• 0-100km/h: 10.9 seconds (As Tested)
  
• CO2 Emissions: 89g/km
• Fuel Consumption: 3.9L/100km (ADR)
• Fuel Consumption: 4.2L/100km (As Tested)
• Fuel Tank Capacity: 45L
• Fuel Type: 95-98 RON Premium Unleaded Petrol
• Euro NCAP Rating: Five-Star (ANCAP rating TBC)
• Airbags: Front, Side, Curtain & Driver’s Knee
• Safety: ESC with Traction Control
• Spare Wheel: Space Saver
• Suspension: Strut (F) / Torsion Beam (R)
• Cargo Capacity: 446 / 1,120 litres
• Tow Capacity: N/A
• Turning Circle: 10.4m
• Warranty: Three-Year / 100,000 kilometre
• Weight: 1,420kg (Tare)
• Wheels: Alloy 15 x 6.0-inch

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

99 per cent fat free motoring

Model Tested:

• 2009 Mini R57 John Cooper Works Cabrio; 1.6-litre, four-cylinder, turbo-petrol; six-speed manual; convertible – $56,900*

Performance; personality; exhaust note; fuel economy; grippy handling
Slow & rattly roof; rear seat; ‘C’ pillar visibility; some torque steer; price

CarAdvice Rating:

Words by Matt Brogan Pics by Brendan Nish

Mini’s top-ranking John Cooper Works models have since their introduction come to represent all that’s right about modified modern motoring.

The JCW recipe takes a brand already synonymous with ten-out-of-ten enjoyment and, thanks to a few simple tweaks, brings the Mini’s competitive performance credentials to the fore.

To an untrained eye the JCW Cabrio may not look any different to its standard sibling, but therein lies its charm, for with under bonnet augmentation pumping the topless tuner’s performance’s credentials a further 27kW and 20Nm northward, you’d want to believe this is one Mini that takes itself pretty seriously.

Inside Mini’s compact cabin the familiar funky retro styling is further enhanced by slick piano black trim highlights and matching door sill finishers. Even the gearknob gains a fiery red shift-diagram in a nod to the car’s bolstered performance credentials.

Front seating is supportive, and surprisingly roomy, though the rear pews are only suitable for the occasional very short trip, stowing the handbag dog, or as additional luggage space to the rather limited 125 litres on offer up back.

The feature list is otherwise generous, as you’d probably expect at this end of the price range, with single-zone climate control air-conditioning, pumping six CD tuner, steering wheel-mounted cruise control, four-in-one power windows, electric mirrors, push-button starter, front and rear foglamps, xenon headlamps, Bluetooth mobile phone connectivity and iPod auxiliary audio input.

Mini’s dual-mode canvas roof too is completely automated, but somewhat slow at doing its thing, which is a little annoying when you’re left holding the button for 25 seconds. The roof is also a little on the rattly side and dramatically hinders ‘C’ pillar visibility when locked in place.

But refinement aside, it’s what’s at the heart of any JCW Mini that serves to raise a well plucked eye brow.

In this instance the JCW Cabrio manages an impressive total of 155kW of power – and a whopping 280Nm (overboost) of torque – from its force-fed 1.6-litre four-cylinder engine. Mated to a sweet, short-throw six-speed manual gearbox, acceleration is acutely sharp with 0-100km/h dealt with in under seven seconds, half a second faster than the regular Cooper S Cabrio on which it’s based.

The JCW Cabrio also boasts a top speed some 17km/h greater than the standard ‘S’ while, curiously, also managing better fuel consumption figures – our test model consuming only 7.3L/100km (combined) this week – a full half-litre better than its generic sibling.

Adding to the beefed up powerplant, the JCW Cabrio gains stiffer suspension, brake upgrades (now 316 x 22mm front / 280 x 10mm rear), 17-inch “Cross Spoke Challenge” alloy wheels, subtle John Cooper Works badging front and rear, chrome plated side air inlets (without “S” lettering), as well as a raucous centrally mounted dual 85mm stainless steel exhaust that snarls and crackles playfully as you swap cogs.

It’s terrific fun to drive too, with a wickedly responsive throttle, sharp brakes and super grippy handling that nearly defies the laws of front-wheel drive physics. On the downside however an over zealous right foot will induce torque steer that’s about as subtle as the lyrics in a Cypress Hill song.

With pop-up roll bars, dynamic traction control with EDLC, plus front and side airbags the JCW Cabrio earns a four-star rating from the boys at ANCAP, and with pricing nearly as cheeky as it’s personality, this little Mini scores the same from me.

Ratings:

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

Road Test the Rivals:

• Audi A3 (from $43,900*)
• BMW 1-Series (from $52,900*)
• Ford Focus (from $45,490*)
• Holden Astra (from $45,790*)
• Mazda MX-5 (from $43,850*)
• Peugeot 207CC (from $35,990*)
• Volkswagen Eos (from $47,990*)

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

Specifications:

• Engine: 1598cc DOHC four-cylinder (16 valve)
• Power: 155kW @ 6000rpm
• Torque: 280Nm @ 2000rpm (Overboost)
• Induction: Multi-point & turbocharged
• Transmission: Six-speed manual
• Driven Wheels: Front
• Brakes: Discs with ABS, CBC, & EBD
• Top Speed: 235km/h (Claimed)
• 0-100km/h: 6.9 seconds
• CO2 Emissions: 169g/km
• Fuel Consumption: 7.1L/100km (ADR)
• Fuel Consumption: 7.3L/100km (As Tested)
• Fuel Tank Capacity: 50L
• Fuel Type: 95-98RON Premium Unleaded
• ANCAP Rating: Four-star
• Airbags: Front & Side
• Safety: ESC with Traction Control
• Spare Wheel: (Run flat tyres)
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 125/660L
• Tow Capacity: N/A
• Turning Circle: 10.7m
• Warranty: Three Year / Unlimited Kilometre
• Weight: 1230kg (Tare)
• Wheels: Alloy 17 x 7.0-inch

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

I’m somewhere in the Victorian Alps with about forty-kilometres of clean, windy road ahead and I’m driving the new GTI at eight-tenths with former F1 driver Hans Stuck on my tail. Make that nine-tenths.

I’m carrying an awful lot of speed into these curves, and yet even in the tighter sections, the GTI is seemingly unflappable.

I mean I’m pulling a ninety-degree lock on the steering wheel through this hairpin, with more speed than I wanted with the right pedal still buried, and the GTI is refusing to understeer.

It shouldn’t be this easy, but the laws of physics as I know it, are being ripped apart by some new technology in this car.

Meet the latest and greatest Golf GTI, the sixth generation of what has surely become an automotive icon, ever since the Mk I GTI kicked off the hot hatch segment, when it first appeared in front of tens of thousands of fans as a pace car at Nurburgring in 1975, prior to its official public debut in 1976.

This was the first time that an average people throughout the world could afford a proper performance car, and one which made the right statement on the road.

Hans Stuck said, “ Whenever a person had a chance to drive a 911, it was a real experience. And then of a sudden this experience was possible in the GTI too. Clearly on a different level, but affordable for everyone”

Golf I GTI could hit 182km/h and trump 0-100km/h in 9.0 seconds flat. Not bad going for a car, which developed only 81kW and 140Nm, driving through a four-speed manual gearbox.

From 1976 to 2009, 1.7 million GTIs left the showroom floor, making it the most successful compact performance car of all time.

There wasn’t a lot wrong with the Golf V GTI, maybe not quite as sharp as those track day enthusiasts had hoped for, but at $39,990, it was for many, the best and only choice as the perfect daily drive.

Rest assured, if you had any reservations about the Mk V (you could count them on one hand), a quick test drive in the latest edition should silence the harshest of critics.

But if you’re worried about the softer lines on the new GTI, don’t be it’ll grow on you.

No one’s going to deny that this GTI doesn’t have quite the same aggressive look as its deep grille predecessor, but its closer to the styling heritage of the original Mark I than any of the modern iterations.

Mostly it’s about the red horizontal lines inside the low profile black grille and the tartan fabric seats, both of which were distinctive on the original GTI.

Walter de Silva Head of Group Design for Volkswagen said of the new GTI, “ We wanted a consistently clear GTI design, a car that has power, but style as well.

“Also cast in stone was the goal of evoking the character of the first GTI a bit more…and that is why it was decided that – with the exception of the aerodynamically important rear spoiler  – the new GTI would not have a single exterior add-on.”

Volkswagen Australia brought the full range of the GTI VIs to this launch, and despite the fact that I would normally  lean towards either of the three-door models with DSG or the six-speed manual, I’ve ended up in the more practical five-door hatch variants on both drive stints.

If you want a definition of ergonomic, just plant yourself in the stock standard GTI sports seats, for one of the most comfortable pews in the business.

With a welcome overdose of side bolster, ripping through this kind of  twisty alpine terrain is a joy, as your frame may as well be velcro’d to the “Jacky” pattern seats.

The fully-moulded, slightly flat-bottomed leather steering wheel is a treat and a half, with red cross-stitching and superb grip and feel. It’s also decidedly similar to that in the Audi RS4.

I’ve grabbed a DSG (Direct Shift Gearbox) fitted GTI and within minutes we’re quick-shifting via the steering wheel mounted, paddle shifters. I say quick, that’s 80 milliseconds from one gear to another, which is multiple times faster than any human being could ever hope to achieve using a manual transmission.

The first thing you notice is the quietness and overall refinement of this slightly more powerful engine. With the air-conditioning running on a mid-range fan speed and the needle nudging 110km/h, I can barely make out the shift changes.

It’s not just an uprated version of the same 2.0-litre turbo engine from the GTI V either. For example, the cylinder heads have been designed specifically for direct injection and as result, power is up by eight-kilowatts to 155kW.

Torque remains the same at 280Nm, but peaks slightly earlier at 1,700 rpm, but it’s the overall refinement of this powertrain that is most impressive.

And forget about turbo lag, there isn’t any, nor is there any hint of vibration under extreme load, just a silk smooth delivery of power and torque right through the rev range in each and every gear ratio.

Off the line starts are quick enough at a claimed 6.9 seconds to 100km/h, but it’s the GTI’s in-gear acceleration that will put the widest smile on your face.

It’s a crying shame we have such low speed limits on these secluded and well-maintained roads, as the GTI is barely ticking over at 110km/h, given its 240km/h top speed.

Now we’re into the seriously twisty section of the Victorian Alps, and the GTI is itching to attack the road ahead.

Time to hit the ‘Sport’ button as a function of the optional Adaptive Chassis Control, and a must if you like early morning weekend drives in the country.

The steering feels a lot more precise than the GTI V, and reaction time to steering inputs is much quicker.

Into the first series of bends, and you can feel the stiffer damper settings through the harder ride and zero body roll, while the power steering has has firmed up too.

These are some fast curves up in these parts, and we are rapidly reining in the tarmac, with the rev needle repeatedly bouncing off 6,000 rpm in third. Here’s the thing, there’s so much mid range torque available, that I rarely need to downshift out of third gear, and that’s over a distance of twenty kilometres.

A quick dab of the brakes before turn in, then I’m back on the throttle during mid-corner. Yes, that’s full throttle in mid corner without fear of understeering into a rock wall. It sounds too good to be true, I know.

But it’s not magic; its part Hans Stuck who tested and advised in the development of the new GTI, and part electronic wizardry called XDL or extended Electronic Differential Lock.

Normally, if you’re pushing too hard into a corner with a front-wheel drive car, the front wheel on the inside corner has a tendency to push on, and not want to turn in to the corner.

The GTI (all GTI variants are fitted with XDL) with XDL when confronted with that same situation, pressure is be applied to the inside wheel, so that traction is not lost and the wheel turns in as it should.

Does it work? Yes, infallibly. There is so much grip up front on turn in, that if you push hard enough, the car will react like an all-wheel drive car, with a gentle power slide. This is almost foolproof and remarkable for a performance car shod with not so wide 225/45 rubber.

XLD seems like a massive step forward in safety for front-wheel drive cars, particularly those skewed towards performance.

When you do need to jump on the brakes, apply with caution, as I found them to be a little sensitive at first, but fine once I got used to the relatively light pedal pressure.

More like Audi brakes than anything I’ve driven from Volkswagen previously, nothing wrong with that either.

While the entire drivetrain has had a total refinement makeover, it’s no different inside the cabin, and far more impressive than I would have expected.

The standard features inventory is extensive and includes a 61/2-inch touch screen display with MP3/WMA and auxiliary input, but sadly, a direct iPod input is a feature of the optional Media Device Interface.

That said, there is a high quality soft touch material and brushed chrome highlights throughout the car, as well as black high-gloss accents with chrome frames on the fascia and door trim.

Also included in the $38,990 entry level GTI VI is an 8-speaker 6-disc in-dash changer, automatic headlight function, dual-zone automatic climate control, rain sensing wipers and a host of other creature comforts.

Its not just nice, the whole look and feel inside the new GTI crosses over into the luxury category.

Golf has always been deceptive when it comes to room inside the cabin. I once took four passengers with luggage to the airport in a Golf V and that included a surfboard albeit a small one.

Not only is there plenty of head and legroom front and rear, but also the boot area is deep and generous with a multitude of storage possibilities if the rear seats are folded.

Active safety systems on-board the GTI are numerous and include: ABS, EBD, EDL, ESP, XDL and Hill Start Assist (HSA) (with DSG).

Airbags number seven, with driver and passenger front and side, driver’s knee and curtain airbags, front and rear.

And don’t be too worried about fuel consumption if you intend looking at the latest generation GTI, as this engine has been designed to run on 95 RON as opposed to 98 RON with the GTI V.

Fuel economy has also improved with the new generation car with slightly less fuel consumed across both DSG and manual transmissions (7.4L/100km & 7.3L/100km).

While the previous model GTI was a huge hit worldwide, the GTI VI is a major leap forward in every way, and should be even more popular to a wider audience.

With the sixth generation Golf GTI, Volkswagen have probably gone beyond what customers were expecting in a performance hatch of this size and in this price range.

By doing so, the hot hatch benchmark has just been raised to a point above what I suspect most other manufacturers can hope to emulate at these prices.

If you want one, I suggest you get your name in the order book pronto, despite the fact that Volkswagen Australia already has 650 cars in the country and another 200 ‘on the water’.

And if you wish to spec your GTI with any of the host of options available such as, leather trim, sunroof, etc, then the wait will be three-months.

2010 Golf GTI Australian prices:

• Three-door, six-speed manual – $38,990
• Three-door, six-speed DSG – $41,490
• Five-door, six-speed manual – $40,490
• Five-door, six-speed DSG – $42,990

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

BMW 120d: the economic hot-hatch

Model Tested:

• 2009 BMW E87 120d; 2.0-litre, four-cylinder, turbo-diesel; six-speed manual; five-door hatch – $46,790*

Options Available:

• See bottom of page.

Strong & frugal engine; intelligent stop-start system; on-road manners

Rear leg room tight for adults; some option pricing a little dear

CarAdvice Rating:

by Matt Brogan & Alborz Fallah

Marrying sharp driving dynamics and strong performance credentials with drip-sipping fuel consumption figures and a low carbon footprint sounds like a match that, if not already deep in couple’s therapy, is well en route to a bitter divorce.

In fact most so-called green vehicles are about as exciting to drive a fun park go-kart – you know, the ones that couldn’t fight their way out of the proverbial wet paper bag – a stigma I’m certain no self-discerning driving enthusiast would dare want gracing their garage.

BMW’s Efficient Dynamics program has set about changing the ‘green means gutless’ philosophy with a range of cars that finally melds the best of both worlds expectation that, until now, has been sorely lacking.

Case in point the newest member of the Bavarian brotherhood, the compact 120d.

Combining on-road substance with environmental responsibility the 120d features a powerful yet lean 2.0-litre turbo-diesel engine mated to a slick shifting six-speed manual gearbox and intelligent stop-start technology.

The result is an eager performing five-door hatch capable of accelerating from rest to 100km/h in 7.6 seconds whilst simultaneously delivering a hybrid-esque fuel consumption figure of just 5.2L/100km (combined, as tested).

It might seem tantamount to mechanical voodoo, but the smooth, confident power delivery and impressively low figures of the 120d’s fuel consumption figures prove otherwise.

This 2.0-litre four-cylinder unit develops a sinewy 130kW of power and, from just 1750 rpm, a brawny 350Nm of torque that sees this green go getter perform in a manner not far off “hot hatch” times just a few years back. An intelligent and quick thinking stop-start system is also on hand to save precious fuel while idling, as is a gear shift indicator to provide hints as to when best shift gear for maximum efficiency.

It’s all well and good to stick a giant Efficient Dynamics sign on the side of a car and claim fuel efficiency, it’s a totally different matter if you can actually deliver results. BMW’s Efficient Dynamics program is essentially the idea that there are enough technologies available today to make fuel efficient cars without the need for hybrids.

This is not to say BMW is not going into hybrid cars, far from it, the German company is currently developing hybrid cars for the future, so if you can appreciate how frugal these Efficient Dynamic models are now, just imagine how good they will be with a hybrid system. Plus knowing how well BMW build engines, its future hybrid systems will certainly revolutionise hybrid cars.

The key features of BMW’s Efficient Dynamic models include highly optimised engines, an auto start stop function which turns the car off when not moving, brake energy regeneration technology that harnesses and captures the vehicle’s kinetic energy (as soon as you take your foot off the accelerator or you brake) into electricity to charge up the battery.

There is even an electric power steering system that uses an electric motor to assist the steering. As oppose to a hydraulic system, BMW’s electric steering assist only activates only during actual steering manoeuvres. Combined with the other technologies in the car that help generate electricity, it all means more bang for your buck at the bowser.

Getting a little more technical here, BMW has developed a simple but genius (as often the case) system that can close the vents in front of the radiator when cooling in not needed, helping reduce air resistance and hence fuel consumption. When the engine requires it, the vents are open and air flows in.

Special reduced rolling resistance tyres are also employed for all BMW’s Efficient Dynamic models. Using special materials in the tread and side sections of the tyre means less flexing and hence better fuel economy.

All these ideas separately probably won’t make much difference, but put them all together and employ a brilliant diesel engine and what you get is a car that is not only efficient but also fun to drive.

During my time with the 120d I had the pleasure of being stuck in Melbourne traffic for two hours and 14 minutes (yes, I had a stop watch). This meant moving five metres, stopping for two minutes and moving for another five metres. The sort of traffic that would drive Mother Theresa mad.

Initially I thought, oh dear, mix this with a manual transmission and it’s going to be hell, but as the 120d is so easy to drive it was a non-issue. In fact with the auto-start system it meant the car continued to turn itself on and off for each one of those two minute periods.

Interestingly if the climate control is on and you’ve been sitting in idle for a little too long with the engine off, it may start to get a little hot in the car. Thankfully the Be-em-veh is smart enough to work this out and turns the engine back on for your comfort. Heavy traffic is probably the only environment in which a Prius would have it over the 120d, having that battery to power the cars electrics and drive the car completely on electricity is what the Prius does best.

What the 120d does that current hybrids can only dream about is proper acceleration. Unlike other green cars, the 120d actually goes and when I mean goes, I mean it really goes.

Put your foot down in second at about 30km/h and the turbo will kick in and you’ll be pushed back into your seat. My partner said during the drive “how is this efficient, it’s too quick to be saving fuel”. I suppose that should give you an idea of how BMW intends to change perceptions. 250+ kilometres of traffic and lead-foot driving and we were only just starting to go under the 3/4 mark.

It will get you from 0-100km/h faster than a basic Commodore or Falcon and that’s saying a lot for a car which is focused on being fuel efficient.

Efficient Dynamics apart, the driving dynamics are typical BMW; precise, sporty and extremely fun. Driven via the rear-wheels (like all BMWs ) the 120d will grip into corners (despite the special tyres) and can act like a sports car when needed. There is nothing “green” and slow about the way this car gets about.

On the highway road noise is kept at a minimum thanks to BMW’s obsession with quality window seals, meanwhile the stereo even in this basic 120d will put many rivals to shame.

It’s a similar story throughout the cabin with all features being of excellent quality while also simple and intuitive in function.

While the rear seat may be a little cramped if you’re facing taller front seat passengers, the 120d is indeed spacious enough for its intended purpose and boasts a decent 330 litre boot that can be expanded to 1150 litres with the 60:40 split fold seats out of the way.

Safety features include ABS with cornering brake control, electronic brake-force distribution and brake assist. A full house of airbags, traction and stability control also contribute to the 120d’s five-star ANCAP crash test rating.

The 120d is the current entry point in to BMW’s Efficient Dynamics range, and with a price point of just $46,790*, is the best value, best of both world’s premium hatch on the market.

The 120d will be joined by a less performance orientated version, the 118d, early in the new year.

Ratings:

CarAdvice Overall Rating:

How does it Drive:

How does it Look:

How does it Go:

Road Test the Rivals:

• Audi A3 TDI e Sportback (from $38,900*)

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

Options Available:

• Metallic Paint $1308; Seat Heaters $561; Sunroof $2246; Headlamp Washers $576; Leather Upholstery $2000; Lumbar Support $493; Ski Bag $300; Voice Recognition System $700; Satellite Navigation $2500; Premium Audio Package $1600; M Sport Suspension $600; Electrically Operated Seats (with memory) $2239; Comfort Access System $1154; Active Steering $2200; M Sport Package $4000; Park Distance Control $550; Bluetooth Connectivity $790; Bi-Xenon Headlamps $1577; Anti-dazzle Mirrors $539; iPod Interface $500; Alarm $769; High Beam Assist $246; Adaptive Headlamps $723

Specifications:

• Engine: 1995cc DOHC four-cylinder (16 valve)
• Power: 130kW @ 4000rpm
• Torque: 350Nm @ 1750rpm
• Induction: Common Rail & Turbocharged
• Transmission: Six-speed manual
• Driven Wheels: Rear
• Brakes: Discs with ABS, CBC, EBA & EBD
• Top Speed: Not Tested
• 0-100km/h: 7.6 seconds
• CO2 Emissions: 128g/km
• Fuel Consumption: 4.8L/100km (ADR)
• Fuel Consumption: 5.2L/100km (As Tested)
• Fuel Tank Capacity: 51L
• Fuel Type: Diesel
• ANCAP Rating: Five-Star
• Airbags: Front, Side & Curtain
• Safety: ESC with Traction Control
• Spare Wheel: Run Flat Tyres
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 330/1150L
• Tow Capacity: 1200kg (Braked)
• Turning Circle: 10.7m
• Warranty: Three Year / Unlimited Kilometre
• Weight: 1380kg (Tare)
• Wheels: Alloy 17 x 7.0-inch

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

Now it’s my turn with the past few weeks seeing the Cerato spend some garage time with my family here on the Mornington Peninsula.

The small sedan has been put to use as the weekly runabout seeing such chores as the daily commute to Melbourne and shopping cart duties (as well as a photoshoot with Kia’s new Cerato Koup) all taken in Cerato’s stride.

The car has pleasant road manners and is easy to manage offering light steering and excellent visibility. These facts combined with the rear parking sensors also make Cerato a cinch to park.

With 7300kms now on the dial the Cerato is holding up very well, and with the exception of a few trivial ‘niggles’, the car still feels like new.

Handbrake travel is now a little higher than where it began, nothing the next service won’t address, while a curious noise has also began to present itself when the suspension is at full travel, such as when turning from an angled driveway.

It’s subtle, but it’s there, and as the only squeak or rattle yet to appear in Cerato comes as an unwelcome surprise to a car that’s otherwise been free of any complaints.

If I had to be picky I’d also note that some plastics in high wear areas – such as around key hole, door trims, scuff plates, kick panels, console trays – have began to show a few light scratches. Otherwise the interior is holding up very well, is easy to clean and perfectly functional.

One other downside to Cerato is the combination of light clutch and sensitive throttle are not ideal in stop-start driving, an issue that takes a little time to adapt to.

Fuel economy seems to have settled at an average of 9.6L/100km (combined – 91RON unleaded fuel) with a mixture of city and highway driving comprising Cerato’s drive since last we spoke (ADR 7.8L/100km).

The engine is clean with no signs of oil sweat around the seals. All fluid levels are spot on with the only attention at last check being to that of the windscreen washer reservoir.

Cerato’s 415 litre boot still manages to impress me with a recent trip to north-eastern Victoria seeing an extraordinary amount of food, wine and cheese carried home.

Driving from Mansfield through the Ovens and King Valleys, to Milawa and home via Tatong also highlighting Cerato’s deft ability over steep hills, twisting ‘B’ roads and lumpy country lanes.

We’ll be back with another update on the Cerato’s progress next month, but until then, you can follow the story so far by clicking on the link below.

Kia Cerato Long Term Test

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

Green motoring has finally become cool.

Model Tested:

• 2009 Mini Cooper D; 1.6-litre, four-cylinder, turbo-diesel; six-speed manual; hatch – $33,750*

Incredible fuel economy; green but still cool; Mini handling; practicality; perfect city car

A little pricey; weak stereo

CarAdvice Rating:

The Mini Cooper D is an interesting car, it’s both cool and yet still green, two concepts which so far haven’t gone all that well together despite the best attempts of the world’s largest car companies. Making a car that can go 1000km+ on a single tank, put out very little CO2 emissions and yet still be fun and not embarrassing to be in? Is it even possible? Yes.

It takes several hundred kilometers to review a car properly and usually when an evaluation vehicles goes home it has about ¼ tank of fuel left in it. So you can imagine my shock as I was handing the Mini Cooper D test car back to BMW and realised that the fuel tank was still more than half full. That would’ve been more than believable had I not done 496km!

On the whole I am not a big fan of fuel efficient cars, in a way they say a lot about the mentality of the automotive industry today, with manufacturers desperately trying to be environmentally conscious and promoting their green image, meanwhile keeping the passion and performance aspect alive at the same time. There is a lot incongruent with that idea.

Fortunately though, the Mini Cooper D is a little different to the rest, for a start it’s a Mini so it instantly has some cool factor attached to it. Additionally, it’s not powered by some super complicated electric hybrid engine that requires half the planet to get involved in its construction.

Of course, then there is the drive factor, it drives like a proper car, you can push hard into corners and you can drive up a twisty mountain and it won’t complain, it won’t make you feel like you’ve sold your soul just to save a few trees.

Best of all though, it’s not incongruent, it’s not confused, it knows exactly what it is. Mini call it Minimalist design even though the car is relatively well equipped.

I collected the Cooper D from Brisbane BMW in Fortitude Valley and headed into peak hour traffic, BMW had decided that since I’m going to be driving it around for a week, it may as well use the car as an advertising billboard. Two giant stickers each side made sure of that, one side read 3.9L/100km and the other side read 104g co2/km.

I was driving around in a beacon of the green movement in peak hour traffic, hippies waved, men in BMW M3s frowned as they sped past. Alas, I am open minded, so what if it helps save the planet, it can still be cool, it’s a Mini! Plus if you buy one, BMW promises to take the stickers off.

On the first set of lights in the middle of Brisbane CBD, the car turned off. Oh dear, had I stalled the car? Had the car broken down, could this get any more embarrassing? For a good 30 seconds there, I started wondering how I was going to end up on the 6 o’clock traffic helicopter with the tag line reading “Hippy in eco friendly car stops Brisbane traffic”.

I looked down, the car was in neutral, how could it possibly stall? It hadn’t, the Mini is so smart it had decided to turn it self off similar to hybrid cars that turn off their petrol engine when stopped. Perhaps if I had paid more attention to the lady explaining the car’s ins and outs 10 minutes ago the Mini’s start-stop system wouldn’t have come as a surprise.

With the system on, the Cooper D will turn itself off (safely) everytime you’re stopped in traffic, even if its for 10 seconds, when you press the clutch in, it will turn back on instantly. Now if you’ve never experienced a car with Start-Stop technology, it may seem like a gimmick, something that might slow you down, however it’s quite a brilliant system.

The idea is that instead of the engine running while you’re not moving, it simply turns off for the duration of your stop to save fuel. To the outside world, it may seem like you’ve gone mad with the ignition switch (or are incapable of driving) but it’s all very seamless and after a few days you get used to it.

Start-stop aside, there is a lot more to the Mini that makes it fuel efficient, it’s powered by the BMW/Peugeot designed 1.6-litre turbo-diesel engine. With 80kW and 240Nm of torque, by no means is the Cooper D a performance car, but nor is it slow. It will go from 0-100km/h in about 10 seconds but somehow BMW have managed to bring fuel usage down to just 3.9L/100km (equal best fuel rating on the market). It does help that the car only weighs 1090kg.

To put that into perspective, the new third generation Toyota Prius with all its ultra-modern technology, electric drives, batteries, hybrid engine and what not can only manage the same fuel rating.

For a car that costs $33,750 you get a lot of underlying technology to go with the good fuel economy. Mini’s famous driving dynamics apart, the Mini Cooper D comes with pretty much the basics, the chilli variant ($37,350) gets a rear spoiler, uprated interior, 16-inch alloys (as oppose to 15), front fog lights and a better stereo system (10 loudspeakers and a digital 8-channel amplifier).

Safety wise you can’t expect anything less than five-star these days and the Cooper doesn’t disappoint. With airbags all around and a five star rating from Euro NCAP Crash Test the Mini also comes with Anti-Lock Braking System (ABS), Cornering Brake Control (CBC), Electronic Brakeforce Distribution (EBD), Brake Assist, Automatic Stability Control Traction (ASC T) and Dynamic Stability Control (DSC).

During the week I drove to the Gold Coast, around town and even used the Mini to move some furniture. If you’re like me and don’t have any kids, it’s hard to argue against the Mini’s practicality.

Of course it wouldn’t be a proper green car if it didn’t have a few gimmicks, for example the Brake Energy Regeneration system helps charge the car’s battery whenever the driver brakes or the car is coasting in traffic.

In the manual variants, there is even “Shift Point Display” that works out what’s the best gear to be in and prompts the driver to shift up or down via arrows in the rev counter.

For the low to mid 30s there are a few other alternatives on the market, Volkswagen, Peugeot, even Fiat make similarly specified cars for around the same or lower price. So the question you have to ask yourself is, and if I may use Toyota’s marketing department genius for a minute, are you a Mini person?

What makes a Mini person? Being a little different, as much as I love the Volkswagen Golf diesel (and it’s a brilliant car), it’s not exactly a unique car and as much as I want to recommend a Fiat to anyone, resale and reliability come to mind with all Italian cars. So for me it comes down to the Peugeot 207 and the Mini Cooper D.

The only minor downside that is worth mentioning is the stereo, it’s just not what I expected from a car of this caliber as it seems to be lacking much needed bass and clarity. However if you go for the Chilli variant that won’t be an issue.

Handling and performance wise, there should really be no need to explain as the 1.6-litre diesel is the fastest 1.6-litre diesel in Australia (0-100km/h) but it also handles rather well despite its tiny 15-inch wheels (16- on chilli). Steering response is typical go-kart like as with all Minis and the pedal position feel makes for an easy drive.

You have to remember the Mini Cooper D can travel 1,025 km from a single 40-litre tank – and that’s no small feat. Yes it’s a little more expensive than its other European rivals, but being cool has a price.

If you’re looking for a car that is green but still keeps its cool factor whilst being extremely fuel efficient, it’s really hard to go past the Mini.

Ratings:

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

Road Test the Rivals:

• Audi A3 Sportback TDI e (from $38,900*)
• BMW 118d (from $42,170*)
• Fiat Ritmo JTD (from $25,990*)
• Hyundai i30 CRDi (from $21,890*)
• Peugeot 308 HDi (from $30,690*)
• Renault Megane dCi (from $30,490*)
• Volkswagen Golf TDI (from $28,490*)
• Volvo C30 D5 (from $43,450*)

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

Specifications:

• Engine: 1560cc DOHC four-cylinder (16 valve)
• Power: 80kW @ 4000rpm
• Torque: 240Nm @ 1750-2000rpm (260Nm Overboost)
• Transmission: Six-speed manual
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 195km/h (Claimed)
• 0-100km/h: 9.9 seconds (Claimed)
• CO2 Emissions: 104 g/km
• Fuel Consumption: 3.9L/100km (ADR)
• Fuel Consumption: 3.9L/100km (As Tested)
• Fuel Tank Capacity: 40L
• Fuel Type: Diesel
• ANCAP Rating: Five-star
• Airbags: Dual Front, Side & Curtain
• Safety: ESC with Traction Control
• Spare Wheel: Full-size Alloy
• Cargo Capacity: 160L/680L
• Turning Circle: 10.7m
• Warranty: Three Year/Unlimited km
• Weight: 1165kg (Tare)
• Wheels: Alloy 15 x 5.5-inch (5-Star Spooler)

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

You’d be smiling too if you were a 3

Model Tested:

• 2009 Mazda 3 Maxx; 2.0-litre, four-cylinder, petrol; five-speed automatic; sedan – $27,050*

Options:

• None Fitted

Build quality; ride & handling; smooth drivetrain
Road noise; strange looks

CarAdvice Rating:

Okay, okay, let’s start with the obvious – the Mazda3 has a big smile. It’s kind of a goofy grin, too, with the numberplate causing it to look a bit like it’s buck-toothed. Bugs Bunny smiley face or not, this is one of the best small cars going around. Will buyers look past its looks? The sales figures seem to indicate that they will.

Just last month, for example, the Japanese company sold 2900 Mazda3s in Australia, giving it a 15.5% market share for the highly competitive small car under $40K segment. So what’s all the fuss about? We asked Mazda for a week in the Maxx model to find out.

We were handed an automatic, and as we’d driven the manual in our SP25 we had a few weeks ago, it was interesting to see if it’s worth the extra to lose a third pedal. It is and it isn’t.

The ‘box itself is very good, slurring and covering changes very nicely. It holds onto the gears at full throttle, making the most of the power curve. On part throttle, it quickly jumps to the higher gears conserving fuel, which is also helped by carrying five ratios to choose from, compared with six speeds in manual guise. The spread of gears in the “Activematic” – Mazda-speak for auto – works well with the free-revving engine. There’s a slightly short first gear, to help get things going, with the following ratios evenly spaced. The transmission is excellent.

So what’s the issue? There’s a little indicator panel between the speedo and tacho that lets you know the transmission selection is. P for park, D for drive, and so on. The problem is not the panel itself, but the colour that’s been used.

It’s a reddish-orange, and when it’s set to D, because of the way the LCD numbering system is set up, it’s a roundish sort of shape. While you’re driving and looking ahead through the windscreen, your peripheral vision notices a reddish-orange round light on the dash. Damn, I’ve left the handbrake on – wait, no, it’s just in drive. Several kilometres down the road, you’re ignoring the light, but in the back of your mind, you still think it’s a warning light. Throughout the week, I found myself constantly looking down, checking this warning, only to be reminded it’s just the auto-selection panel (see below; imagine yourself in the driver’s seat, staring at that for a week – or the term of the lease).

Now, if it were green, or blue, this wouldn’t be an issue, and maybe I’m making a big thing out of nothing, but it was quite distracting. Thankfully, it’s about one of the few negatives with the car. The rest of the cabin is brilliant. The dash materials are very nice, almost Civic Type R in layout, as it’s quite driver focussed. The seats are very good, not too flat, with a nice cloth trim.

The controls are all nicely laid out, and the brakes are decent. The steering is good on the whole, though mid way through the lock on each side, while on a long sweeper or cloverleaf, it loses feel, but around centre, it’s crisp and well weighted. As far as a driver’s car goes, the new Mazda3 is very good.

It tackles directional changes with a little roll, but remains unfussed, taking undulations in its stride. There’s no crash from the suspension over broken tarmac, and while it’s not an MPS model, there’s enough firmness to inspire confidence when heading out on country roads. With a load, it does soften a little, but it is a small car, so you probably wouldn’t be stuffing five people inside. Small kids are fine, but anyone over 14 would start to struggle on long trips.

If you did decide to load it up, it would probably get a little squashy in the back, but for room and for the size of the car, Mazda has packaged it well. The boot on the sedan offers enough space with more room than the hatch (430 litres versus 340 litres), the rear seats are still comfortable and the smoothness of the ride helps to keep the cabin a fuss free place to be.

But the interior has one failing that looks to be carried over from the previous model. Road noise. Especially on coarse-chip surfaces and at higher speeds, the drumming inside the cabin continues, albeit a tad more muted that the previous Mazda3. More attention to acoustic attenuation would be nice, though most people might not care.

It’s a cliche, but it’s the sort of car you call “zippy”. There’s plenty of mid-range torque to keep the car spooled up and responsive. It revs cleanly to its limiter, and even from a standstill doesn’t bog down and low to middling revs. It has enough power for everyday applications, it threads through inner-city traffic with ease. It’s unique in its looks and is built to withstand the daily grind. I’d still pick the manual, as it’s quicker, two-grand cheaper, and it uses less fuel (7.9-litres/100km, versus 8.2-litres/100km).

Importantly, the Mazda3 Maxx comes with excellent safety features, such as six airbags (two curtain bags, mind you), ESC, ABS, collapsible steering column, and active head restraints. It’s a shame the base Mazda3, the Neo, misses out on some of this, though you can pay an extra $500 for side and curtain airbags in a “safety pack”  – it is worth it.

The next step up is the Maxx Sport, which costs $27,690. This gets you bigger wheels, a mild body kit, Bluetooth and sat-nav. For the price, if you were considering a Mazda3, this would be the one to go for.

While there’s nothing about the Mazda3 that would hand it a clear lead over its competitors, the Golf, Impreza, Corolla and Focus – each has its strong points – the Mazda3 is a great alternative for those who want a small car, but still enjoy attacking the twisties every now and then. There’s enough “zoom-zoom” to keep driving enthusiasts happy.

Ratings:

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

Road Test the Rivals:

• Ford Focus (from $21,990*)
• Holden Cruze (from $20,990*)
• Honda Civic (from $22,990*)
• Hyundai i30 (from $19,390*)
• Kia Cerato (from $18,990*)
• Mitsubishi Lancer (from $21,990*)
• Nissan Tiida (from $17,990*)
• Subaru Impreza (from $23,490*)
• Suzuki SX4 (from $20,290*)
• Toyota Corolla (from $21,490*)
• Volkswagen Golf (from $25,990*)

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

Specifications:

• Engine: 1999cc DOHC four-cylinder (16 valve)
  
• Power: 108kW @ 6500rpm
  
• Torque: 182Nm @ 4500rpm
  
• Induction: Multi-point
  
• Transmission: Five-speed automatic
  
• Driven Wheels: Front
  
• Brakes: Discs with ABS, EBA & EBD
  
• Top Speed: 208km/h (Manual)
  
• 0-100km/h: 9.2 seconds (Manual)
• CO2 Emissions: 193g/km
  
• Fuel Consumption: 8.2 litres/100km (ADR)
  
• Fuel Tank Capacity: 55 litres
  
• Fuel Type: 91RON Unleaded
  
• ANCAP Rating: TBC
  
• Airbags: Front, Side & Curtain
  
• Safety: ESC with Traction Control
  
• Spare Wheel: Space saver
  
• Tow Capacity: 900kgs (Braked)
  
• Turning Circle: 10.9m
  
• Warranty: 3 years/100,000km
  
• Weight: 1293kgs (Tare)
  
• Wheels: Alloy 15 x 6.0-inch
  

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

Meet Kia’s cracking take on the common man’s coupe.

Models Tested:

• 2009 Kia Cerato Koup; 2.0-litre, four-cylinder, petrol; five-speed manual; coupe – $23,690*
• 2009 Kia Cerato Koup; 2.0-litre, four-cylinder, petrol; four-speed automatic; coupe – $25,690*

Options:

• Metallic Paint $400 (Fitted – Bright Silver)

Sporty two-door looks; capable performance & handling; competitive pricing; strong feature list
Lifeless four-speed automatic; banal instrument panel; no height adjustment on front seatbelts

CarAdvice Rating:

Forget everything you thought you knew about Kia being cheap, bordering on nasty, and at least uninspiring. That perception was so 2003. The new Cerato Koup warrants your careful consideration and it couldn’t get here at a better time, seeing as plenty of previous small-car two-doors have evaporated from the market – Honda’s Civic Coupe, Mitsubishi’s Lancer Coupe and, showing my age, Mazda’s 626 Coupe, just to name a few.

Pugnaciously good looking the Cerato Koup draws much of its styling from the already attractive lines offered in its four-door sibling. However, in losing the rear doors and lowering the roofline (by 60mm), it has gained a sporty, sleek and slightly aggressive alternative to buyers shopping the hatchback arena.

There’s very little in the way of compromise either with the Koup evidentally as impressive in terms of quality as similarly priced Japanese rivals. Accomodation and equipment levels are also generous with the Koup being near identical on both counts to that of the up-spec Cerato SLi sedan, as currently on long term evaluation here at CarAdvice.

Sharing a common wheelbase of 2650mm with Cerato sedan, Koup boasts cabin proportions nearly mirroring those of its four-door counterpart. Rear head and shoulder room are slightly reduced but not so as you’d notice, the revision seeing a loss of 58 and 59mm respectively. By the same token rear legroom has also only decreased by a marginal 28mm. Entry and egress to the rear seat is a relatively ungymnastic affair though a release on the front seat shoulder might have been a nice idea.

Koup features the same sufficient level of storage compartments as per Cerato sedan offering a two-tier console box, roomy glove compartment, split-sectioned door bins, six cup holders (four front, two rear) and assorted oddment compartments all getting a look in. On the downside Cerato Koup omits height adjustable seatbelts for the driver and front seat passenger.

In terms of decor it’s again a case of the familiar with Cerato’s unfortunately banal three-pod instrument panel making an unwelcome return. Refreshingly, the handsome centre stack is now accented by a glossy piano black fascia to compliment the monotone black interior. Subtle soft metal and chrome finishes punctuate the console and door trims to lend Koup’s cockpit a more up market feel.

As touched on a moment ago the feature list is quite strong considering the list price with the Koup offering striking black and alloy 17-inch wheels, front and rear foglamps, single-zone climate control air conditioning, cruise control, dusk sensing headlamps, rear parking sensors, leather wrapped steering wheel and gear shift knob, alloy pedals, power windows and mirrors, trip computer, remote central locking, MP3 compatible CD tuner with iPod connectivity and steering wheel mounted remote controls all as standard equipment.

The single-grade Koup will be joined by an up-spec model early next year, the Koup SE, that will offer larger alloy wheels, leather upholstery should you be chasing that extra touch of class.

Safety comes compliments of an impressive array of standard equipment that includes speed sensing door locks, dual front, side and curtain airbags, ESC with Traction Control and four-wheel disc brakes featuring electronic brake force distribution and brake assist. Three-point inertia reel seatbelts are fitted to all five seating positions with the front seats adding pyrotechnic pretensioners to the list. Although yet to complete ANCAP testing a four-star result akin to that of Cerato sedan should be expected.

Up back a commodious 358 litre boot offers ample luggage space which can be increased by the 60:40 split fold rear seat. Conveniently the release mechanism for which are located in the top of the luggage compartment to negate the need for climbing in and out of the back seat.

Under the bonnet the Cerato Koup is powered by Kia’s free-revving, Theta II CVVT engine. Of ’square’ design (meaning bore and stroke dimensions are equal, in this case 86.0mm), this 2.0-litre four-cylinder unit develops a class-leading 115kW of power at 6200rpm while also managing a strong 194Nm of torque from 4300 revs.

A revised exhaust system featuring dual outlets offers the Koup a lower, more distinctive note under acceleration which I might add is quite brisk thanks to a recalibrated throttle response that sees 0-100km/h times of 9.3 and 10.5 seconds in the manual and automatic respectively.

When it comes to transmission choices the Koup offers a four-speed automatic or five-speed manual, and although neither choice is perfectly suited to the car’s stylistic intent I’d take the manual as a preference.

The reason? Simple: the ageing four-speed automatic feels a little lifeless and is slow to respond to subtle changes in throttle pressure. The result of this unfortunate situation is that the eager engine cannot be fully utilised, especially when modulating speed through corners where the transmission tends to overreact once prompted seeing a frenzy of excitement and noise before the desired result is achieved.

By contrast the only issues found with the manual box are a light clutch and slightly longer throw of the gearshift than is otherwise desirable.

Our real-world driving offers a vastly different result on the fuel-consumption front than the ADR fuel figure suggests, I would however hasten to point out that both car’s engines were very fresh with only 800km on the manual and 1300km on the automatic’s odometer at the time of testing, and if our long-termer is anything to go by, this figure should fall to a more acceptable figure over the course of time.

Pleasingly the Cerato Koup is happy to run on regular 91RON unleaded meaning filling the tank should set you back around $65. For the record our week’s fuel consumption figures were 8.6L/100km for the manual and 10.0L/100km in the auto.

Sprung by a strut front / torsion beam rear arrangement, a 10mm reduction in ride height compared to the Cerato sedan means the Koup feels a little more taut through corners, a feeling validated by the inclusion of a thicker front stabiliser bar, stiffer shock absorber settings and increased steering rack ratio that provide a more tenacious yet accurate drive to compliment the car’s athletic appearance.

Although this has made for a slightly stiffer ride I wouldn’t say the Koup is overly firm or uncomfortable with enough compliance remaining. This allows relaxed cruising on country roads and cabin noise levels comparable to that of similarly priced four-door competitors (72dB @ 100km/h).

With great looks, competitive pricing and an outstanding five-year / unlimited kilometre warranty, Cerato Koup is a meritorious example of just how far the ‘cheap and cheerful’ Kia brand has come, and as such, is truly a worthy consideration to any one willing to exchange their badge snobbery for some seriously striking, reliable and affordable two-door motoring.

Ratings:

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

Road Test the Rivals:

• Hyundai Tiburon $34,990*

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

Specifications (Typical):

• Engine: 1975cc DOHC four-cylinder (16 valve)
• Power: 115kW @ 6200rpm
• Torque: 194Nm @ 4300rpm
• Induction: Multi-point
• Transmission: Four-speed automatic / Five-speed manual
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: N/A
• 0-100km/h: 9.3 seconds (Man) / 10.5 seconds (Auto)
• CO2 Emissions (Combined): 186g/km (Man) / 187g/km (Auto)
• Fuel Consumption (ADR Claim): 7.8L/100km (Man) / 7.9L/100km (Man)
• Fuel Consumption (As Tested): 8.6L/100km (Man) / 10.0L/100km (Auto)
• Fuel Tank Capacity: 52L
• Fuel Type: 91RON Unleaded
• ANCAP Rating: TBC
• Airbags: Front, Side & Curtain
• Safety: ESC with Traction Control
• Spare Wheel: Full-size alloy
• Suspension: Strut (F) / Torsion Beam (R)
• Cabin Noise: 72dB @ 100km/h
• Cargo Capacity: 358L
• Tow Capacity: N/A
• Turning Circle: 10.8m
• Warranty: Five Year / Unlimited Kilometre
• Weight: 1273kg (Tare)
• Wheels: Alloy 17 x 7.0-inch

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

Like all that is more than skin deep, so are the changes found in new Prius

Model Tested:

• 2009 Toyota ZVW30 Prius i-Tech; 1.8-litre four-cylinder, petrol-electric hybrid; CVT, five-door hatch – $53,500*

Options:

• Metallic Paint $350 (Fitted – Silver Pearl)

Improved dynamics, steering and brakes; intuitive features; better performance
Rear vision through split window; positioning of some switchgear; pricing

CarAdvice Rating:

When deciding on a name for its original petrol-electric hybrid hatch way back in 1997, Toyota chose Prius (from the Latin) to convey its belief that this was the predecessor of all cars yet to come.

While I am sure those of us with a passion for motoring would rue the day our roads were full of Priora (the correct Latin plural for Prius), the humble consumer who values the car as little more than a form of A to B transport would surely celebrate the notion of a Prius lead panacea as being just what the four-wheeled world needs.

If the sales figures are anything to go by, this prophecy may well have come true.

Toyota filed more than 1000 patents during the development of its latest Prius, and though it may seem that these have not one iota of difference has been made to the car’s appearance – a move necessary to retain Prius’ slippery drag coefficient – closer inspection indeed reveals several small changes that, as subtle as they may well be, do distinguish the MY10 model from its less striking predecessor.

Those changes, in my opinion at least, have made this model the best looking Prius to date.

Like all that is more than skin deep, so too are the more highly valued contributions this improved model gains, which have gone a long way towards improving the car’s on-road dynamics, steering feel, braking modulation, and engine performance.

Specifically these changes can be attributed to the car’s newly acquired Corolla underpinnings, which have helped the Prius feel a little more involved and responsive on the road.

Starting at the most obvious facet of these improvements is the revision of the Prius’ electric power steering which has improved notably from the previous model in offering better on-centre feel and firmer weighting at speed to greatly assist in providing a more accurate and communicative feel to the driver.

The chassis too is more responsive to sudden changes in direction with less tendency to understeer, and although weight and a high centre of gravity are still evident, is better complimented by the car’s strut front/torsion-beam rear suspension to provide a sharper, more taut character than before, a move that has made a real difference to the car’s dynamics once out on the open road.

Revised braking sees Prius now house disc brakes on all four wheels (255mm front / 259mm rear) and in doing so has seen a much needed amelioration to the car’s braking capabilities.

Another positive upshot to this situation is an improved pedal feel that is now very direct, almost mechanical, but manages to retain a consistent feel regardless of braking mode or brake temperature, something the Prius’ direct rival couldn’t seem to manage when tested last fortnight.

An increase in engine displacement (from 1497 to 1797cc) has also helped the latest Prius become a little more capable in traffic, thanks primarily to more torque at lower engine speeds (now 142Nm, previously 110Nm), and while off the line the car still requires a little prodding, it is markedly improved from that of the previous model once up and running, say over 30km/h, to afford the little hybrid a level of performance equal to or better than that of conventionally powered rivals.

With the help of a smooth CVT (continuously variable transmission) fuel economy are respectable, but not quite as impressive as those touted in the brochure with a week’s driving (consisting of one or two passengers, 70:30 city/freeway kilometres) returning a combined figure of 4.9 L/100km.

Inside the Prius i-Tech adds quite a number of features over the base model – namely satellite navigation, radar cruise control, a solar-powered cabin cooler, automatic parking and LED headlamps – that in addition to extra rear legroom, and a little more cabin width, have made the five-seater hatch that little more enjoyable, as well as more comfortable.

In keeping with the green theme Prius’ cabin utilises a number of plant-derived ecological bioplastics made from the cellulose in wood or grass instead of petroleum. These natural fibres not only assist in the car’s environmental cred but also offer a more tactile feel while retaining the strength and density required for longevity.

On the freeway Prius is reasonably quiet achieving 71dB @ 100km/h and, with the possible exception of the horizontally split rear window, offers very good visibility all round so as to leave you to enjoy the tilt/slide electric sunroof, heated leather seats, single zone climate control, six CD tuner (with 3.5mm auxiliary input jack housed in the console), radar cruise control, steering wheel mounted audio and climate control switches, Bluetooth mobile phone integration and of course satellite navigation.

Layout and functionality too, for the most part, is simple and logical with Prius’ intuitive functionality making what it a high-tech modern vehicle one that is very easy to understand and use. I would however question the placement of the switches for the front heated seats, positioned under the console in the forward part of the oddments trays, as being awkward and out-of-the-way.

In view of offering all you’d expect of a modern and technologically innovative vehicle the Prius has not made any shortcuts with respect to safety and offers a full array of passive and active safety equipment that includes dual front, side, curtain and driver’s knee airbags as well as electronic aids including ABS with EBA and EBD; ESC and Traction Control as standard kit.

Up the back a covered cargo compartment offers a generous 446 litres of capacity, up 31 litres from the previous model, and also offers 60:40 split fold functionality from the rear seats to expand the availed load area almost threefold if so required.

In providing economical motoring the new Prius is a worthy consideration to the cause and a vast improvement over its replacement, but given the price tag of this particular model grade, noxious emissions aside, I just can’t help but think how many tanks of diesel you’d put through a similarly sized, same spec’ed oiler for half the money. Three-and-a-half out of five.

Ratings:

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

Road Test the Rivals:

• Honda Civic Hybrid (from $35,990*)

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

Specifications:

• Engine: 1797cc DOHC four-cylinder
• Power: 100kW (petrol) / 73kW (electric)
• Torque: 142Nm (petrol) / 207Nm (electric)
• Induction: Multi-point / NiMH
• Transmission: Continuously Variable
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 180km/h (Claimed)
  
• 0-100km/h: 10.9 seconds (As Tested)
  
• CO2 Emissions: 89 grams per kilometre
• Fuel Consumption: 3.9 litres per 100km (ADR)
• Fuel Consumption: 4.9 litres per 100km (As Tested)
• Fuel Tank Capacity: 45 litres
• Fuel Type: 95-98 RON Unleaded Petrol
• Euro NCAP Rating: Five-Star (ANCAP Rating TBC)
• Airbags: Dual Front, Side, Curtain & Driver’s Knee
• Safety: ESC with Traction Control
• Spare Wheel: Space Saver
• Suspension: Strut (F) / Torsion Beam (R)
• Cargo Capacity: 446 / 1120 litres
• Tow Capacity: N/A
• Turning Circle: 10.4 metres
• Warranty: Three Year / 100,000km
• Weight: 1420kg (Tare)
• Wheels: Alloy 15 x 6.0-inch

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