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2009 Skoda Octavia Review and Road Test

June 29th, 2009 48 Comments

2009 Skoda Octavia 1.6 MPI and 1.8 TSI Review & Road Test

1.8 TSI and 1.6 MPI – Beauty and the Beast

Model Tested:

2009 Skoda Octavia 1.8 TSI – $35,790
2009 Skoda Octavia 1.6 MPI – $31,290 (as tested)

Options:

None fitted.

1.8 TSI: Inoffensive design cues; bang-for-buck; ripper stereo. 1.6 MPI: Price.
1.8 TSI: Jittery from standing start. 1.6 MPI: Lack of torque; engine note.

CarAdvice Rating (1.8 TSI):

CarAdvice Rating (1.6 MPI):

- by Paul Maric

You know when somebody does something just because they can? Well, Skoda is now guilty of one of my pet hates.

It has released a variant of the new Skoda Octavia that would have been better off left undone – out of sight and out of mind. The model that has yours truly so riled up is the Skoda Octavia 1.6, with badges dubbing it the ‘MPI’.

The 1.6 designation refers to the engine size, a 1.6-litre, naturally aspirated, four-cylinder is normally found happily nestled within the chassis of a Ford Fiesta or Holden Barina, not a 1.43-tonne family station wagon.

Producing just 75kW and 148Nm of torque, the biggest insult arrives when you refuel. The minimum fuel requirement is 95RON. Until recently, Mazda had a similar issue with regards to minimum fuel requirements, but has acted to resolve the issue, now working with 91RON petrol.

Skoda announced at the launch that it had decided to bring the naturally aspirated petrol model in because it allows it to offer the Octavia with a Manufacturers List Price* of less than $30,000.

The $26,990* price tag for the Liftback, five-speed manual and $28,990* for the Wagon, five-speed manual offer a competitive pricing point, but that’s where the advantages end.

Jump behind the wheel and it’s reminiscent of all other Skoda models on offer. Turn the key and again, similar story. It’s only when you set off and begin driving the 1.6 that you notice how dire have become the consequences of such a small engine.

Coupled to a six-speed automatic transmission, our test vehicle struggled to keep up with traffic – that’s just with one person on board.

Moving off from the traffic lights pushes the engine beyond 4000rpm on a regular basis. The engine note is nothing to write home about either; the noise vibrates throughout the cabin, making passengers think you’re attempting a land speed record.

Overtaking is only taken care of with a big run up and foot firmly planted on the accelerator. Although it’s barely relevant, the 0-100km/h sprint takes a small eternity at 14.1-seconds for the six-speed automatic being tested.

This model really needed a 2.0-litre or at least a 1.8-litre to uphold the image the Octavia current commands, instead of being laughed off the field, with this inappropriate engine.

The fuel economy figure of 8.3-litres/100km is also nothing to write home about. It ends up using more than that due to the amount of revs the engine needs to keep up with traffic.

Our 1.6 test car also had a couple of build quality issues. The first of which was rather frustrating, the driver and front passenger electric window buttons sticking when pushed. They would only release when lifted from underneath. In addition, one of the door trim panels was loose, causing it to constantly rattle when hitting bumps in the road.

BUT, luckily that’s where the problems ceased. In addition to the 1.6 Octavia, I also tested the 1.8-TSI, which at a $4500 premium over the 1.6 is infinitely better. It starts at $31,490* for the Liftback and $33,490* for the Wagon. The premium for the seven-speed DSG is $2300 for both the Liftback and Wagon.

Where the 1.6 lacks torque and is a handful to deal with, the 1.8TSI shines using its turbocharger to up the power to 118kW, likewise with the torque, increasing to 250Nm.

The 1.8-litre, four-cylinder turbocharged engine in the 1.8TSI requires 98RON petrol, but rewards the driver with realistic fuel consumption figures of 6.7-litres/100km and 7.2-litres/100km respectively for the seven-speed DSG and six-speed manual respectively.

More about the drive later though, let’s take a look at the interior and exterior.

Aside from the new front end, the rest of the Octavia’s exterior is much the same. That’s certainly not a bad thing. The styling is discreet and non-offensive, enough to keep even Grandma happy.

Halogen projector headlights are standard fitment across the range, but do a relatively dismal job on country roads at night, even with high beams on. Bi-xenon headlights with washers are available as an option though.

Fifteen-inch alloy wheels come as standard fitment on the 1.6, while 16-inch alloy wheels are fitted to the 1.8TSI and 2.0TDI. Although the entire range is fitted with heated external mirrors (they work a charm on freezing Melbourne nights!), the 1.8TSI and 2.0TDI come with a folding function that helps with tight car parks.

Parking sensors are optional across the range though, certainly a missing option from both test vhicles.

The interior is cosy with enough room to seat five passengers in reasonable comfort. The tilt and reach adjustable steering wheel is comfortable to hold and offers enough adjustment to keep everyone happy.

The stereo is, for lack of a better word, insane. For a sound system sans a brand name, it flogs the pants off any other standard car audio system south of $100,000. The eight-speaker sound system is bass central, with crystal clear treble complementing the entire affair.

A big boot in the wagon offers versatile side storage sections, along with an easy to use retractable cargo blind. The rubber grab handle for the boot door is a bit cheap though and resembles a child’s toy.

The Octavia is known for offering a great set of features for a very reasonable price. Standard features in the 1.8TSI include: dual zone climate control; electric windows; auto-dimming rear vision mirror; electric mirrors; auto headlights and auto windscreen wipers are all included.

Although the 1.8TSI handles much the same as the 1.6, it’s under acceleration and day-to-day driving where it really starts making sense.

It doesn’t need a bucket load of revs to keep up with traffic like the 1.6 and once it starts moving, with the turbo spooling, there’s no real need to rev out the engine.

In typical VW fashion, the DSG does stutter moving off the line though, which became quite a nuisance over time. It was either a gentle take off or a full force tyre-frying take off.

It was hard to land it in between these two extremes, which is only a dire issue on uphill starts in the wet though, where the front-wheel-drive characteristics really shone through – axle tramp and all.

Steering and braking feel is exceptional. The revised Octavia steering wheel is easier to hold onto and provides uniform feel throughout its rotation. You constantly have a feel for what is going on through the front wheels and never lack confidence when powering through corners.

The steering weight is also great in city traffic and parking. It’s light enough to flick the wheel around when moving slowly, while not being overly light. Braking is also uniform throughout the entire application. The pedal grabs right away, so there’s no need to fuss about with pedal position.

The price difference with the two models, the 1.6 and the 1.8TSI, offers a massive step up in terms of driveability and fuel economy as mentioned earlier.

While I couldn’t sing the praises of the 1.8TSI any higher, the 1.6 lacks what the Octavia is all about, value for money and carefree, seamless motoring.

I can now see why there was only one 1.6 available at the launch I attended earlier in the year. The 1.6 really lets the Octavia range down, delete it and it would be hard to complain about Skoda’s offerings in Australia.

Stay tuned for the release of the Octavia RS later in the year, which follows the Superb that CarAdvice first drove last week.

*Manufacturer List Price excludes dealer charges, stamp duty, statutory charges and on-road charges, which are additional and vary between dealers and States/Territories. Customers are advised to contact a Skoda dealer for all pricing inquiries.

Ratings:

CarAdvice Rating (1.8 TSI):
CarAdvice Rating (1.6 MPI):
How does it Drive (1.8 TSI):
How does it Drive (1.6 MPI):
How does it Look (1.8 TSI):
How does it Look (1.6 MPI):
How does it Go (1.8 TSI):
How does it Go (1.6 MPI):

Specifications (1.8 TSI):

Engine: 1.8-litre, four-cylinder
Power: 118kW @ 4500-6500RPM
Torque: 250Nm @ 1500-4500RPM
Induction: Turbocharged
Transmission: seven-speed DSG
Driven Wheels: Front
Brakes: ABS brakes with EBD and BA.
Top Speed: 223km/h
0-100km/h: 7.8-seconds
CO2 Emissions: 157g/km
Fuel Consumption: 6.7-litres/100km (ADR)
Fuel Consumption: 6.3-litres/100km (As Tested)
Fuel Tank Capacity: 55-litres
Fuel Type: 98RON petrol
ANCAP Rating: N/A
Airbags: Six
Safety: Electronic Stability Control(ESC)
Spare Wheel: Full-size spare wheel
Cargo Capacity: 580-litres
Tow Capacity: 1300kg (braked)
Turning Circle: N/A
Warranty: Three-years/160,000km
Weight: 1510kg
Wheels: 205/55 R16

Specifications (1.6 MPI):

Engine: 1.6-litre, four-cylinder
Power: 75kW @ 5600RPM
Torque: 148Nm @ 3800RPM
Induction: Naturally aspirated
Transmission: six-speed automatic
Driven Wheels: Front
Brakes: ABS brakes with EBD and BA.
Top Speed: 184km/h
0-100km/h: 14.2-seconds
CO2 Emissions: 198g/km
Fuel Consumption: 8.3-litres/100km (ADR)
Fuel Consumption: 9.2-litres/100km (As Tested)
Fuel Tank Capacity: 55-litres
Fuel Type: 95RON petrol
ANCAP Rating: N/A
Airbags: Six
Safety: Electronic Stability Control(ESC)
Spare Wheel: Full-size spare wheel
Cargo Capacity: 580-litres
Tow Capacity: 1200kg (braked)
Turning Circle: N/A
Warranty: 3-years/160,000km
Weight: 1430kg
Wheels: 205/55 R15

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Benz reveals more fuel efficient C-Class

June 8th, 2009 8 Comments

Mercedes-Benz has revealed three new fuel efficient engines for its C-Class sedan and Estate, although as they are BlueEFFICIENCY engines its not clear when we will see them in Australia.

Mercedes-Benz says the engines raise performance and driving enjoyment to a new level, while demonstrating exemplary economy and environmental compatibility.

Nissan loosens grip on GT-R servicing

May 20th, 2009 26 Comments

When the Nissan GT-R first launched it completely changed our perception of the benchmark performance car, matching blistering speed with a highly accessible price point.

Although as the GT-R moved from the spotlight and into the garages of doe-eyed owners it quickly became apparent this supercar for the people was not all that affordable to live with.

2009 Mitsubishi i MiEV First Steer

March 25th, 2009 45 Comments

2009 Mitsubishi i MiEV First Steer Review

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Is this the face of future motoring? Mitsubishi Motors in Australia certainly believes it is the direction we will all be heading, especially as far as city commuting goes.

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To enforce that point it has just obtained full Australian Design Rule (ADR) certification for this car, the electric powered i MiEV, which CarAdvice drove today on the streets of the South Australian capital, Adelaide.

The significance of that drive, which only lasted about 10 minutes, is probably yet to be fully realised but Mitsubishi Motors Australia Limited CEO, Robert McEniry, was very proud to point out that Australia was the first country outside of Japan to fully certify the i MiEV, for road use.

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The car we drove yesterday is a pre-production prototype, but unlike the Subaru Plug-in Stella that we drove a few weeks ago in Melbourne, this vehicle will begin full production in Japan in less than two months, and it will go on general sale there before being rolled out in Europe either later this year or early in 2010.

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The i MiEV, it stands for Mitsubishi innovated Electric Vehicle but that may not be its final production name, will also probably go on sale in Australia in the near future, assuming that Mr McEniry and his team can make a successful business case to head office in Japan, and they can convince the Australian authorities to support the vehicle.

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The i MiEV is a zero emission drivetime vehicle, which means that it emits no tailpipe CO2 emissions, it doesn’t even have a tailpipe. However, it has to be acknowledged that the electricity it uses does produce CO2 emissions in the production phase, and the significance of that is open to debate.

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The i MiEV is based on a Japanese model petrol powered car the Mitsubishi i, which is designed to conform to Japanese regulations known as K Class, and was chosen as the starting place for a full electric vehicle because of the suitability of the vehicle layout.

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The i has a rear mounted petrol engine and a fuel tank that sits under neat the passengers.

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MMAL vice-president of Brand and Marketing, Paul Unerkov, said it was a relatively easy step to replace the petrol engine in the rear with the electric motor and ancillary equipment and to position the battery packs under the passengers, where the fuel tank had been.

It was also the fact that the i MiEV is based on a production model that made it easier to obtain ADR certification in Australia as the vehicle is fully crashworthy and is designed to meet all the normal demands of a road vehicle.

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It will carry four passengers and some luggage in reasonable comfort. It must be remembered that this vehicle is best described in Australian terms as a Sub-Light Car, that is it’s smaller than say a Mitsubishi Colt or a Toyota Yaris.

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But having driven it with MMAL Research and Development manager, Ashley Sanders in the passenger seat we have to say that it is more than adequate for its intended job and feels just like a “normal” car.

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Yes the car is small, both externally and internally, but it is not cramped and it has all the features that would be expected by an average city commuter, including air-conditioning and heating, which runs off the battery system.

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The i MiEV is designed for city commuting, and has a range of 160 kilometres on a fully charged batter pack.

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With total voltage measuring 330V, and total energy output at 16kWh, the compact lithium-ion battery and motor reside under the seating and in the back of the vehicle, allowing seating capacity for four and good size luggage compartment in the rear.

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Requiring seven hours from a normal domestic household power supply for a full battery charge, the i MiEV should ideally be left to recharge overnight, making it perfect for daily commuting over common distances in a city landscape.

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Recharging can also be done from ‘Fast Charge’ units which are starting to spring up in cities such as London and Paris and which Mitsubishi suggests will become common please throughout the world in the not –too-distant future.

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It’s issues such as recharging and the handling of the additional load on the power supply system that MMAL plans to address with government and supply companies.

i MiEV’s electric motor produces the same 47kW of power as does the petrol powered i but the difference comes with the torque available.

The petrol powered car produces 94Nm while the electric car has 180Nm and all of it available from zero rpm, right up to the current rev limit of 8500rpm, which equates to a top speed of 130km/h.

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Mitsubishi says the i MiEV’s electric motor is smaller, produces more torque at low revolutions and is quieter than a turbocharged petrol engine.

What that translates to on the road, certainly in urban traffic, is brisk performance and a level of drivability and handling that is nothing less than would be expected or found in any other car on the road.

Driving around an intricate and quite average route of suburban and city streets the i MiEV had no trouble in keeping up with a Lancer VRX lead car, accelerating away from rest with as much pace as any other car on the road.

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Handling and braking were the same story, the car rides and handles like any small car with a level of control that is completely up to the job.

Admittedly as this car is rather precious, being the only one in the country at the moment, and because our drive route was under the guidance of Mitsubishi personnel, we weren’t throwing the car around, but then neither would the average user.

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Braking was strong and progressive and can be aided by the use of a Brake position on the transmission control, which introduces an increased level of regenerative effect, using the motor to slow the car on lift off from the throttle and pumping power back into the batteries.

It’s a win-win situation as it produces more power for the batteries and reduces the load on the car’s braking system.

Drive and Eco Modes provide different levels of power output and there is a noticeable surge in power when the lever is moved from Eco, which conserves power and increases range, to Drive, which uses the full power of the motor.

The car is obviously silent but there is an acceptable level of road noise, which we suspect would be very easily drowned out by a normal sound system.

Other than the lack of engine noise we could have been driving any small car currently on the road.

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The i MiEV is a rear-wheel drive vehicle with three ‘speeds’: Drive, Eco and Brake.

Drive is the full power mode where the car drives under normal mode, while Economic or ‘Eco’ mode allows the power to drop out automatically to extend the i MiEV’s cruising range and fuel efficiency.

Brake mode offers high regenerative braking that absorbs as much kinetic energy as possible – restoring power to the battery – and is perfect for downhill driving.

Mitsubishi says that compared to a similar sized petrol car, the running costs per kilometre are around 33 per cent lower. If charged during off-peak or night time hours the operating costs will be even less.

As part of its campaign to bring the i MiEV to Australia and to influence government to support the vehicle Mitsubishi has launched an i MiEV Motorcade of special events, public demonstrations, specialist briefings and individual drive experiences for key government officials, fleet managers, environmental opinion leaders, the media and select members of the general public.

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This campaign began in Adelaide today and will then travel to Sydney (March 30th, 31st and April 1st), Canberra (April 3rd) and Melbourne (April 6th to 8th) before returning to MMAL head office in Adelaide.

Mr McEniry, expects the i MiEV will continue to receive heightened levels of interest from members of the government, media and public.

“This is the first time a production-ready electric vehicle has ever been accredited to tour Australian roads in this way. Even in the early stages of the cavalcade, we are attracting a very broad audience, which just goes to show the great variety of customers the i MiEV is likely to appeal to,” said Mr McEniry.

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“Hybrid and alternative fuel vehicles are becoming increasingly common in this current environmentally conscious climate, but Australia hasn’t seen anything like the i MiEV before,” said Mr McEniry.

International interest in the vehicle has been considerable. Currently, the i MiEV is undergoing feasibility studies in several countries around the world, including the United States, Europe, Britain, New Zealand, Iceland, Canada, and now Australia.

Mr Unerkov said; “It’s great to finally see the i MiEV on the road. Mitsubishi is excited to be at the forefront of this cutting-edge technology.”

“Electric cars are no longer just a futuristic dream – they’re right here, right now.”

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Like many new technologies the EV is not the final answer but it is a viable stepping-stone to the solution of our dependence on oil-based fuels and to the problems associated with global warming and pollution.

Mitsubishi is hoping to bring several more of the cars into Australian in the coming months to extend its local testing in preparation for an eventual launch onto the market and we would certainly be keen to drive such a car on an extended basis to evaluate its potential to help combat some of the issues confronting motorists.

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There is one final, and BIG, question in all this and that is price.

Mitsubishi would not discuss price, which is likely to be very high in comparison to the style of the car, as a consequence of the high cost of the battery technology.

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Mr McEniry made it plain that Mitsubishi would be pushing strongly for serious government subsidies initially to offset the high price and said that this had been the approach taken by the authorities in Japan, where considerable government subsidies will bring the price of the car down to a level not too far above that of its petrol-powered sibling.

He made it plan that it was time for the government to stop just talking about talking greenhouse issues and to start putting money it real world attempts at reducing emissions.

What do you think?

Mitsubishi i MiEV
Technical Specifications
Overall Length x Width x Height: 3395 x 1475 x 1600mm
Curb Weight: 1080kg
Seating Capacity: four
Maximum Speed: 130km/h
Cruising Distance with a single charge (10-15 mode): 160km
Motor Type: Permanent magnet synchronous
Maximum Output: 47kW
Maximum Torque: 180Nm
Drive System: Rear-wheel-drive
Battery Type: Lithium-ion
Total Voltage: 330 Volts
Total Energy: 16kWh

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2009 Subaru Plug-in Stella – First Steer

February 26th, 2009 19 Comments

david-21

White goods on wheels is a tag often applied by some to the products of another Japanese car maker but it’s not one you would readily apply to those from Subaru.

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However, the ground breaking Subaru Plug-in Stella is small, white, boxy and very expensive, at the moment.

It’s also a fully functioning electric vehicle or EV that is being produced in small numbers by Subaru and sold, at considerable cost, to Japanese government organisations so that testing can be carried out under controlled conditions.

One of these EVs is currently in Australia and this week CarAdvice took it for a very short, but interesting test drive.

You see we were amongst a small group of automotive media invited to meet the man in charge of the project, Mr Takashi Suzuki, and to drive the Plug-in Stella, not on the road as originally planned, but at a hastily hired go-kart track under Melbourne’s famed Westgate Bridge.

It was interesting to note that as thousands of petrol powered commuters whizzed overhead, we made swift but silent progress around the track below in a vehicle that has the potential to emit nothing other than a slight hum from its electric motors.

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Potential, because Subaru currently calculate the Plug-in Stella, yes there is a petrol powered Stella that’s sold in Japan, emits 125 grams of carbon dioxide per 100 kilometres, because the electric power it uses is produced by a coal-fired power station.

That compares to 204g/100km of CO2 from an average 2.0-litre petrol powered small car, and the electric power unit in the Stella is deemed to provide similar performance to a 2.0-litre petrol engine.

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The four-seat Stella can be recharged to 80 per cent of its 80 kilometre range in just 15 minutes and, according to figures calculated by Subaru, costs just 93 cents per 100 kilometres to run, if charged at off-peak rates, and $1.88 at peak rates.

That’s less than a reverse cycle air-conditioner, or the combined daily cost of running a fridge/freezer and hot water system.

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Using a domestic home connection Stella can be charged from empty to full range in eight hours, based on a 100 Volt outlet, or four hours at 200V.

The Subaru Plug-in Stella, that’s its model name, has a small electric motor under the bonnet and lithium-ion batteries under the seats and even comes equipped with a power cord to plug it into a wall socket.

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There’s what looks like a conventional petrol filler cap, that flips open to reveal a ‘fast charge’ socket that can make use of specially designed recharging stations to boost the batteries to 80 per cent in just 15 minutes.

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Buying one would cost you the equivalent of about $60,000, an indication of the considerable expense of the Stella’s battery technology. By comparison the 660cc petrol-engine version of the same car costs the equivalent of $15,000.

While 80km of travel doesn’t sound like a lot of range, Mr Suzuki, manager of Subaru’s electric vehicle division, said research in Japan had shown that few daily commutes exceeded this distance.

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He said Subaru has established this as the benchmark distance for a commuter EV and had developed much of its technology around that concept.

He said most people could charge the car overnight at home, drive to and from work and then recharge it.

If extra travel was required then the vehicle could be recharged, currently for free, from Fast Charge stations in parking stations.

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Because of government regulations we were not allowed to drive the Plug-in Stella on our roads, only a Subaru engineer was trusted with that, but driving to and from our drive facility, four up the car was brisk and had absolutely no problems keeping up with commuter traffic.

A smooth, twisty go-kart track was not the ideal place to gain driving impressions but it was the nearest facility Subaru could come up with at the last minute.

Weighing in at 1060kgs the Stella isn’t heavy, but does tip the scales at more than a similar sized Toyota Yaris or Mazda2.

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On the inside the Stella is pretty much like a regular car, there’s keyless start, so just twist the knob on the side of the steering column, listen intently for a very slight hum, and watch as the needles and dashboard spring to life and then a green ‘ready’ light comes on in the speedometer and you are good to make forward travel.

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To one side of the speedometer is what looks like a conventional fuel gauge that shows how much charge remains in the batteries. It’s matched by a gauge that shows how much power the engine is drawing from the battery, or feeding back into it.

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There is regenerative power provided when coasting, braking or travelling downhill.

Probably the most often heard comment about EVs is there quietness, and standing outside the Stella that’s true. However on the inside there’s always the low hum as the 40kW electric motor builds speed.

One thing power freaks will love is the fact that all 150Nm are available from zero rpm!

The result is smooth acceleration and as the revs rise towards the maximum of 6000rpm, which equates to 100km/h, the hum is replaced by wind buffeting the slab sided Stella and the roar of tyre noise.

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Deceleration is another matter, sure there are conventional brakes that work just fine, but the Plug-in Stella can use its electric motors to reduce speed.

With its transmission in D the Stella slows gradually and I found on one tight corner it needed a slight dab of the brake pedal, although in this mode the Stella does use the electric motor as a generator to feed power back into the batteries.

Move the lever to L and the regenerative braking as you lift of the throttle is just like applying the brakes, in this mode I could take the corner mentioned above with just a slight lift of the throttle, no braking was needed at all.

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In fact Mr Suzuki, who regularly drives one of these cars in Japan’s commuter traffic told me he could drive all the way to his office without touching the brake pedal!

One downside is that the brake lights don’t come on and we did discuss with him the need, with widespread use of these vehicles, for a different method of brake-light activation to avoid a huge rise in the number of rear-end accidents!

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The Plug-in Stella is an experimental vehicle, of that there is no doubt, but a fully working one that has all the attributes of a ‘normal’ car and we can share Mr Suzuki’s belief that it won’t be too long before the battery technology is reduced in price to make this sort of thing a reality as our every day commuter.

It’s certain that the world will breathe a little easier when that happens.

Plug-in Stella specifications:
Dimensions (Length x Width x Height): 3395mm ×1475 ×1660
Curb weight: 1060 kg
Passenger seating: Four
Maximum.speed: 100km/h
Per-charge driving distance: 80km
Electric motor: Permanent magnet synchronous motor
Max. power output: 40kW
Max. torque: 150Nm
Drive-train: Front-wheel drive
Battery type: Lithium-ion batteries
Total voltage: 346V
Total energy capacity: 9.2kWh

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2009 Mazda3 MPS and i-stop to debut at Geneva Motor Show

February 3rd, 2009 24 Comments

Mazda plans to debut two new models of the all-new Mazda3 (called Axela in Japan), yet to be released in Australia, at the coming Geneva International Motor Show, one environmentally friendly and the other enthusiast friendly.

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The world premiere of the Mazda3 with i-stop, Mazda’s advanced fuel-saving start-stop system, will be shared with the all-new Mazda3 MPS, Mazda3’s high performance flagship model.

Hyundai reveals fuel-efficient six-speed auto

December 24th, 2008 21 Comments

In the pursuit of economy, Hyundai has completed development of an all-new six-speed automatic transmission that will boost fuel economy by more than 12.2 percent.

With this latest endeavour, Hyundai becomes only the third company in the world to develop its own six-speed automatic transaxle, behind Toyota and a GM/Ford joint venture.

Petrol prices fair says ACCC

December 22nd, 2008 27 Comments

The Australian Competition and Consumer Commission (ACCC) have released their findings of the first annual report into petrol prices and say that prices here have closely followed international trends, and says they are indeed fair.

The report also suggested that Australian petrol prices were comparatively low by international standards.

The report has enabled the ACCC to further explore factors influencing petrol prices, and the industry’s profits, costs and revenue, after releasing recommendations from its 2007 petrol price inquiry. For reference, prices in Australia closely follow the price of Singapore Mogas 95 (95RON petrol), which is used as the regional benchmark for prices.

“Movements in Australian petrol prices are overwhelmingly determined by international petrol prices,” ACCC commissioner Joe Dimasi said in a statement, “Between mid-July and mid-December retail prices had fallen by at least as much as Mogas prices had fallen.”

There was however some discrepancy in pricing between December 2007 and October 2008 where petrol prices did deviate quite sharply from the international price for a short period. The ACCC found the deviations were due to “supply issues” in New South Wales, Victoria and Queensland, an increase in international freight costs, volatility in the Singapore Mogas 95 index and fluctuations in the value of the Australian dollar.

City and country petrol prices were also examined, with prices in rural areas (and the three smaller capital cities) six to seven cents per litre higher than the five largest metropolitan cities. Pricing differences were due to a combination of factors including higher transport costs, lower volumes and less competition in the regional centres.

The report also confirmed findings from the 2007 petrol inquiry which found the petrol industry was concentrated at the refining and wholesale levels. New competition in the market faced significant barriers from current arrangements by the oil companies and the “low potential” for large-scale independent importing.

During the year, petrol retailers had also seen substantial cost increases primarily reflecting crude oil costs and wholesale petrol costs while industry profitability had not increased despite petrol price increases. Profitability levels more generally didn’t appear to be higher in comparison to other industries.

The Federal Government has asked the ACCC to produce two more annual reports into petrol prices within the next two years.

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HSV ponders diesel and LPG

December 18th, 2008 16 Comments

It may seem to go against the grain of what a performance car company is about but Holden Special Vehicles is almost certain to be selling cars using LPG and even diesel fuel in the near future.

- David Twomey
British-born Managing Director of HSV, Phil Harding, told CarAdvice at a media briefing in Melbourne yesterday that the company was well advanced in looking at diesel, LPG and ethanol as alternative power sources for its performance cars.

As if that wasn’t enough he made it clear that on the question of diesel power HSV was evaluating two different engines, one from General Motors and the second from an unnamed European car maker.

Mr Harding believes that if HSV is to become a serious exporter then it needs a diesel engine option to sell cars, particularly in Europe, in viable numbers.

The first engine is no secret and the company has been evaluating the 2.9-litre, VM Motori-sourced, V6 diesel that GM will offer in European versions of the Cadillac CTS.

Mr Harding was much more coy about the source of the other engine, preferring to leave it as ‘a European brand’ but it is widely known that HSV has been running a VE Commodore mule with a BMW turbo-diesel inline six cinder engine for some time.

He told CarAdvice that the project had the full support of parent GM-Holden and added that Fishermans Bend had no problem with him choosing a non-GM engine if that was the best solution.

Mr Harding said; “There are reasons why we’re investigating different alternative fuel strategies.

“Diesel started because when we launched VXR8 in the UK, I got a lot of questions about where was the diesel version. Certainly the cars that you’re ‘battling’ with on the roads are diesels.”

“Diesel in Europe is a little more advanced than here. You don’t fill the car up round the corner at the truck pump. You don’t end up smelling of diesel when you get back in the car.

“You look around at what Mercedes and BMW do and they come out with some great product at the top-end of the diesel market.

“So if HSV is going to do a diesel it will do a decent diesel that can replicate the expectation of what a performance car would be like.

“With that in mind we’ve had a look at two diesel engines. The business case is not approved yet, it’s still ongoing, but we think that it is crucial if we’re ever going to export in larger numbers.”

Mr Harding said that while a decision on the diesel engine could be made in the not too distant future it would take some time to engineer into the Commodore based vehicles.

However, he said the option of using LPG fuel was also seriously under consideration and this could come on stream as soon as late 2009.

Joel Stoddart, HSV engineering guru, explained that with LPG the company y was looking at a liquid port injection system.

“It’s a dual fuel system that we feel replicates the performance of petrol in the 6.2-litre V8 engine,” he said.
Mr Stoddart said that the system was duel fuel because at full throttle the engine management system would switch the engine to straight petrol operation, before cutting back to LPG as the engine load reduced.

Mr Harding said there was no approval yet for the business case on LPG and he was watching to see where the general automotive market was going with LPG.

He said HSV would be very careful to avoid the ‘taxi’ stigma attached to LPG and would probably not market LPG as a distinct model but would rather offer the option on its range of vehicles.

He said that the company had done ‘payback’ analysis on the cost of the LPG option when petrol was at $1.50 a litre and LPG was about $0.60 and on this basis the cost was returned in 12 months.

Mr Harding emphasised that a major reason driving HSV to examine all alternative fuel options, and he said E85 was also under consideration but this currently suffered from supply issues, was to ensure that its customers were not looked on in a negative way.

“We as a company should be responsible in ensuring that fuel supplies are used in a responsible way,” he said.

“We also want to ensure that our customers are not looked on in a negative way, we want them to be looked on well by their peer group.”

He added that HSV did not want its customers to be considered socially irresponsible by their purchase of the company’s products.

“I also don’t think anyone will turn away from the chance to run their car at a cheaper price,” he added.

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2009 BMW 3 Series revealed

December 8th, 2008 41 Comments

BMW has today revealed to the automotive media the latest versions of its extremely popular 3 Series range, which offer new styling, new features and a new price point.

- David Twomey

At the reveal at Phillip Island Race Track in Victoria we didn’t get to drive the new 3 Series cars, which come in Sedan and Touring body styles but were treated to the opportunity to drive the iconic, and new to Australia BMW M3 Sedan – a First Steer from behind the wheel of that high-revving V8 will be available shortly.

BMW says the car that invented the luxury compact sports sedan segment in 1975 and which has dominated the class over five generations will now be even more popular with Australian buyers, thanks to the increase in standard specification for the entry model.

The new entry point is the 320i Executive, complete with Dakota leather trim, power front seats, light alloy wheels, active front headrests and standard six-speed automatic transmission. Priced from $54,500 plus dealer delivery and statutory charges it also offers further standard features including front fog lights, rain sensor, and rear Park Distance Control.

What BMW calls Professional Navigation System (standard on the 335i) has been taken to a new level with a new iDrive Controller and a completely new menu structure. It now comes with an 8.8-inch high-resolution colour monitor offering full screen mode for viewing maps; three- dimensional relief maps, DVD drive, and an integrated 80GB hard disc drive. This allows the storage of up to 8GB of audio files from CD or USB devices.

The iDrive also features eight favourite buttons, allowing drivers to take a short cut to their preferred settings.

The full range of new BMW 3 Series models comprises the 320i Executive Sedan and Touring, 320d Executive Sedan, 323i Sedan and Touring, 325i Sedan, 335i Sedan and Touring. All but the 320d and 335i models are available with manual transmission (as a no cost option).

Thanks to its impressive combined fuel consumption of 6.0-litres per 100km, the new BMW 320d Executive escapes the Luxury Car Tax net, making it even better value for customers. Its four-cylinder engine boasts 130kW of power and 350Nm of torque, and epitomises the benefits of the BMW EfficientDynamics program.

In the second quarter of next year BMW will also introduce the 330d, offering its new 3.0-litre diesel engine, at 520Nm the highest torque engine in the 3 Series range, with even more torque than the high-revving V8-engined M3.

BMW spokesman Toni Andreevski also pointed out today that the engine in the 330d was not only complaint with Euro5 emission standards but would also comply with the yet to be legislated Euro6 standards.

“We know what those standards will be, even though the laws have not yet been passed, and the engine is so far ahead it will comply with them when they do eventually become law,” he said.

He added that the 330d would benefit from a $5400 lower price under the Luxury Car Tax rules for its lower than 7.0L/100km fuel consumption.

Although pricing won’t be announced until closer to its launch CarAdvice believes the 330d will sell for under $100,000.

The key features of the new BMW 3 Series Sedan and Touring range are a redesigned front facia panel, new bonnet with power bulge, redesigned side profile and door mirrors, new tail light cluster and a wider track (up to 24mm depending on models).

Since the introduction of the E90 generation in May 2005, more than 25,000 cars have been delivered in Australia, more than the previous generation over a similar time frame.

Globally, the E90 has been the most successful BMW 3 Series yet with more than 1.75-million delivered; an increase of 300,000 cars compared with the same period of the E46 generation’s life.

“The BMW 3 Series is the most successful luxury compact sport sedan in the world and we have further improved the offering to the market with the new cars,” said Tom Noble, General Manager, Marketing, BMW Group Australia.

“The range is extremely well equipped from the start, at a very attractive price point below the Luxury Car Tax threshold.

“The high-performing 320d Executive resists LCT thanks to its super efficient diesel engine that is the most powerful in its class and the fastest accelerating.

As well as the BMW M Sport Package, which will be available on the 3 Series the company also announced today that a BMW Performance package will be available early in 2009.

Details of the new package, already offered on the 1 Series, are yet to be confirmed but BMW says it will be a stepping-stone between the standard and the M3 cars.

At the same time the 335i will get a version of the double clutch seven-speed transmission, similar to that currently offered on the M3 range.

The car will no longer be available with a conventional automatic gearbox, although a manual six-speed gearbox will be offered.

The new double-clutch gearbox will cost owners an extra $3500 but BMW believes buyers of this high-performance model will appreciate the technology.

Pricing of the new BMW 3 Series Sedan and Touring range
Sedan
320i Executive $54,500
320d Executive $57,500
323i $63,200
325i $75,900
335i $107,300
Touring
320i Executive $57,700
323i $67,400
335i $111,700

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Introducing the green Mini E

October 20th, 2008 13 Comments

The BMW Group will be the world’s first manufacturer of premium vehicles to deploy a fleet of some 500 all-electric vehicles for private use in daily traffic to act as a test bed for the new technology.

Mini E will be powered by a 150 kW electric motor fed by a high-performance rechargeable lithium-ion battery, transferring its power to the front wheels via a single-stage helical gearbox which is also both noise and emission free.