The latest in the range is the Skoda Fabia RS and Skoda Fabia Wagon RS. Both variants are powered by the Volkswagen developed 1.4-litre twin-charged engine curently found in the new Volkswagen Polo GTi and Golf GT.

The Skoda Fabia RS and Wagon RS will be the first in the Skoda range to make use of the 132 kW super & turbo-charged four-cylinder petrol engine. This will mean a 0-100km/h time of 7.3 seconds and  a top-speed of 224 hm/h (wagon 226 km/h). It does all of this whilst using just 6.4 l/100 km of fuel.

Noticing the Skoda Fabia RS won’t be too hard thanks to a rather unique front bumper design and integrated fog lamps. If you’re keen Skoda can fit a cornering system to the fog lamps which will mean they will turn on to aid cornering. Another option is the Volkswagen groups daytime running LED lamps.

The Skoda Fabia RS will ride on all-new 17″ lightweight alloy Gigaro wheels specially made for the Fabia RS. Under the wheels are red-painted brake callipers to emphasis the cars sporty nature. Additional unique features including tinted windows, a new rear bumper with a diffuser and a double exhaust tip.

In addition to the finely tuned sports suspension the RS also comes with ESP, ABS and ASR as well as the new XDS electronic limit slip differential system which can electronically brake the inside front wheel when more torque is required on the outside front wheel.

Moving inside, leather gearshift, onyx-coloured dashboard and handbrake height-adjustable sports seats with RS logos on the backrests are standard for both RS model variants.

To top it all a beautifully crafted three-spoke leather-clad sports steering wheel is available with an optional multifunctional version with gear change paddles for when the need for some manual shifting becomes too hard to resist.

All Skoda Fabia RS models will be available standard with Volkswagen’s seven-speed automatic DSG transmission.

So far Skoda Australia, which is managed by Volkswagen Australia, has not confirmed the Skoda Fabia RS, but says it is currently considering the models for local launch in order to broaden its model range.

We feel the Skoda Fabia RS will give Skoda much more appeal to the younger demographic of which it seems to currently lack.

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

From its bold, chrome-framed grille and distinctive headlights to its subtly curved, coupe-like roofline, the Superb Estate’s design is well balanced, and very stylish.

The new Škoda Superb Estate also boasts the biggest load capacity in its class offering 633-litres of cargo area with the rear seats in place, or a massive 1,865-litres with the 60:40 rear seats both folded flat.

Trim levels and engine specifications mirrors those of the Superb hatchback with three model grades, three petrol and three diesel engines offered. Two transmissions, manual or DSG automatic, linked to either front- or all-wheel drive, are also available.

The Škoda Superb Estate will go on sale in Australia towards the middle of the year. Full specification and model line-up will be announced closer to the launch.

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

European markets will get a choice of five engines across both ranges, while the Fabia also gets an entry-level 44kW 1.2-litre petrol.

Three other tunes of the 1.2-litre unit come with 51kW, 63kW and 77kW output figures, while the two 1.6-litre diesels produce 66kW and 77kW.

Skoda has confirmed that all engines are Euro 5 compliant with both TDIs featuring standard particulate filters and CO2 emissions figures below 110g/km.

When teamed with the dual-clutch seven-speed DSG transmission, the most powerful 77kW 1.2 TSI uses just 5.3 litres/100km in combined cycle conditions.

Visually both models appear more confident and purposeful. The radiator grilles have been redesigned and the 3D-shaped headlamps widened for a more dynamic look.

But Skoda Australia’s Karl Gehling said neither model is a certainty to arrive in Australia, with the brand currently assessing its future line-up plans.

“[The Roomster is] just a very small volume product for us at the moment and we are currently looking at whether we keep it in the line-up,” he said.

Skoda failed to sell one Roomster in January in Australia.

“Our focus is to get the Yeti here and then we’re looking at the Fabia as our next model that we’d like to add to the line-up.

“We hope to have [Yeti] here by the end of the year and we are very hopeful to have confirmation of that soon,” Mr Gehling said.

The 2010 Skoda Roomster and Fabia ranges will be on display at the Geneva Motor Show from March 2.

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

Top Gear’s magazine editor said, “It’s in the ride, the refinement, the quality of the interior, the understated drama of the exterior, the Superb is all that, and in estate form it makes even more sense.”

“For the well-healed or those of us that wish we were, the Superb Estate is a class act that really delivers. Don’t let the great price fool you!”

The Skoda Superb arrived in Australia last year and the wagon is due to go on sale May this year.

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

Having been established for many more years, Škoda’s reputation for reliability has been a key factor in scoring a deal to supply Škoda Superbs to Value Cabs in Northern Ireland.

Worth £2.5million to the Škoda dealer in question, John Mulholland Motors Ltd, the deal will see 140 Superb sedans and wagons added to the fleet of Value Cabs. JMM has been supplying Škodas to Value Cabs for the past six years.

Chris McCausland, Managing Director of Value Cabs stated “As Belfast’s number one taxi company, the Škoda Superb was the obvious choice – the build quality is renowned and most importantly they are extremely economical and ultra-reliable vehicles.”

After our road tests of the Superb, we’ve no doubt that passengers will also find them, ahem, superb…

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

Skoda’s new performance hero won’t disappoint.

Model Tested:

• Skoda Octavia TSI RS; 2.0-litre, four-cylinder, turbo-petrol; six-speed DSG; five-door hatch – $39,790*

Options:

Great engine; big boot; price
second row leg room

CarAdvice Rating:

The RS is the performance hero of the Skoda Octavia line-up and puts up a fairly simple offering. It looks good, feels good ad it’s a whole lot of fun to drive.

Available in two body styles, a lift back and a wagon, the RS joins the Octavia’s expansive line up which sees 1.6-, 1.8- and 2.0-litre engines in both petrol and diesel variants on offer. There are two engines available in the Skoda RS, the 2.0-litre TFSI which we are testing, and the 2.0-litre TDI.

The 2.0-litre TFSI engine pumps out 147 kW from 5100rpm and 280Nm from 1,800rpm to create a vibrant and responsive drive experience. Torque is strong and plentiful. The RS musters a top speed of 240km/h and moves from 0-100km/h in 7.3 seconds.

The engine rumble is quite loud, almost agricultural sounding upon start up. Beyond idle, this noise turns into a lovely engine note that compliments the cars performance. The engine hums with an eagerness to perform and zips through the gears beautifully.

The DSG transmission is smooth and gear changes are nicely timed. Manual selection of the gears can be done via the gear selector or paddle shifts. Using the paddle shifts delivers a slightly slower response than the gear shift, particularly shifting up, but the fun factor is high.

Rev the Octavia to peak power and you’ll enjoy the best this car has to offer; a spritely and obedient drive. The cabin is rigid and the ride is firm, but it’s comfortable enough to be enjoyable for every day driving duties.

The RS with DSG transmission has a three-spoke, multi-function leather sports steering wheel as standard. It has a nice textured feel in hand and provides great steering feedback. The RS handles with great confidence. Cruising at highway speeds the Octavia RS is solid and composed, although the engine noise is a little loud and intrusive.

On more demanding roads, the Octavia’s sports set up works a charm, sitting glued to the road and hugging corners with sporty prowess. The Octavia RS satisfies the senses and is a pleasure to steer. The Octavia RS is however no stranger to a bit of wheel spin upon take off, but it’s quick to gather composure and right itself.

The Skoda’s cabin is snug, but in a comforting way where its firm sporty seats hold your body tight and everything is close to hand. The interior is sporty, comfortable and well equipped. The RS styling adds a racey edge to the interior, including shiny alloy sport pedals. So as to not be mistaken for a stock standard Octavia, the RS logo can be found embroidered on the seats and badged through the cabin – a not so gentle reminder of the premium spec and sporty credentials at hand.

The two-tone leather and cloth trim interior is very well done and is in keeping with the sporty personality. Full leather would be better. Nice stitching detail gives a premium edge to the trim. The dash and audio interface is simple and uncluttered. It’s easy to navigate and simple to use. The gear selector is chunky and feels nice in hand.

A six CD tuner with eight speakers is standard and knocks out a good sound. A touch screen control and SD card slot up the audio spec to a respectable modern standard.

The second row is comfortable for two passengers, but any middle passenger will be cramped for space, particularly leg room.

Tyre pressure monitors and rear parking sensors are also included.

The Octavia RS cuts a lovely, strong shape from every angle. From the deep grille and integrated fog lights, through to the boxy rear end and boot spoiler, the RS is well proportioned and lines are clean. Its good looks are a hint of the substance that lies beneath the metal.

If you’re not convinced, there are another few RS badges to set the performance tone. The RS features a nice array of sporty styling cues, including 19-inch alloy wheels, sports suspension, showy red callipers, tinted windows and chrome twin exhaust pipes.

The Octavia RS has the good looks of a sedan but with large hatch back functionality. The hatch has a load capacity of 560 litres (seats up) and 1420 litres (seats down) and it’s easily access thanks to the large hatch opening. Add to this split fold seats and you’ve got an incredibly usable load space.

On our test route we achieved a fuel consumption reading of around 10 litres per 100km – a little higher than the manufacturer’s claim of 8.1 for the DSG transmission.

Safety features are well covered in the RS with six airbags (dual front, front side and curtain), active head rests, electronic stability program, anti-lock brake system and anti-slip regulation and electronic brake-pressure distribution.

Priced at $37,990*, and another $2,300 for the six-speed DSG gearbox, the Octavia RS presents good value for money. It’s larger and cheaper than many of the hot hatches currently on the market – think Civic Type R and its Golf GTI relative – and comes in cheaper than a sporty competitor like the Ford Mondeo XR5.

The Skoda Octavia RS is a performance car that you can live with very easily, there is no compromise on comfort or practicality – quite the opposite, actually, Skoda has been thoughtful and practical in creating this car. The RS adds a dash of character to your every day Octavia. Given the opportunity, the Octavia RS will make you very happy, with spare change, too.

*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 Mondeo XR5 Turbo

Specifications:

• Engine: 1,984cc DOHC four-cylinder (16 valve)
• Power: 147kW @ 5,100rpm
• Torque: 280Nm @ 1,800rpm
• Induction: Multi-point & turbocharged
• Transmission: Six-speed DSG (Auto.)
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 240km/h (Claimed)
• 0-100km/h: 7.3 seconds
• CO2 Emissions: 193g/km
• Fuel Consumption: 8.1L/100km (ADR)
• Fuel Consumption: 10.0L/100km (As Tested)
• Fuel Tank Capacity: 55L
• Fuel Type: 95 – 98 RON Premium Unleaded
• ANCAP Rating: Four-star
• Airbags: Front, side and curtain
• Safety: ESC with Traction Control
• Spare Wheel: Space Saver
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 560/1420L
  
• Tow Capacity: 1400kg (Braked)
• Turning Circle: 10.0m
• Warranty: Three-year / Unlimited kilometre
• Weight: 1,400kg (Tare)
• Wheels: 18 x 7.5-inch Alloy

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

Superb by name, superb by nature

Model Tested:

• 2009 Skoda Superb; 3.6-litre V6 petrol AWD; six-speed DSG; four door sedan – $56,990*

Options:

• Metallic Paint $990

Space, power, sound, interior, smoothness, ride/handling balance
Fuel tank size, awkward styling

CarAdvice Rating:

With the size of the country we live in, it’s no wonder we’ve become accustomed to large cars. Decades of spacious sedans means we are always comparing a new car’s introduction to market by how much space it has. You can hear the fanboys in the background: “It’s not quite as roomy as a Commodore.” Or even, “The back seat is nowhere near as big as a Falcon’s.”

Space may be the final frontier, but Skoda’s Superb is up to the challenge. From the outside, it only looks like a medium sized car. Photographs belie its proportions, except for the dead side-on profile, which hints at its overall length. The Superb doesn’t really give away its secret until you walk closer and open the doors; the size of this car then begins to make perfect sense.

Shout inside the interior and you may hear an echo – it is that spacious. It is slightly on the narrow side in terms of absolute width, but leg, head and foot room all more than make up for it. More than anything, the rear seats are the most impressive. In Skoda’s Octavia, the rear seats are quite flat and hard, but the Superb is the complete opposite. There’s more shaping for the outside two seats, as well as softer cushioning. Its rear leg room is seriously lounge-room-like, plus there’s rear outboard seat heaters as standard on the V6 Elegance model we tested.

As if that’s not enough room, the boot has some seriously good space, too. There’s a massive 565 litres of space with the seats upright, but drop them and a colossal 1670 litres becomes available. The Superb debuted Skoda’s patented Twin-Door feature, which turns a regular boot lid into a hatch-back at the touch of a button, and increases practicality enormously, especially for loading and unloading long pieces of luggage.

By pressing the regular boot release, the first hinge allows a normal action where just the boot lid opens. There’s a second button to the right – touch that, and there’s a whirring and clicking, after which the boot lid is locked to the rear glass, and you can then open the entire hatch as a one piece assembly. It may seem like a gimmick, but it isn’t. It’s an appreciated, thoughtful touch.

The quality of the cabin is also without fault, with a beautiful flowing dash, soft leather, woodgrain that doesn’t look old and outdated, and chrome highlights dotted about the place. It feels very VW, as you’d expect (Skoda being owned by Volkswagen), with plenty of familiar switchgear and instrumentation. The solid ‘thunk’ when you close the doors cements the impression of quality.

Under the bonnet lies a lusty 3.6-litre V6, making 191kW and a solid 350Nm. Maximum torque happens fairly high up (2500rpm) but stretches to 5000rpm, near to where peak power is made at 6000rpm. It means that there’s a fair spread of torque, which gets you off the line, and the power carries it through the rev range.

It’s an extremely flexible engine, which pulls very hard from just over 3000rpm and keeps pulling right up until its upshift at 6500rpm. The sound is also throaty and rorty, without being overly loud – it’s brilliant.

Even the DSG, which in some drivetrains can lag a bit off the line, takes up cleanly, and doesn’t complain about full throttle, pedal stomping launches. Given its penchant for quick and early upshifts, it not only feels seamless, but also contributes to good fuel economy. An ADR certified 10.2-litres/100km of 95RON is certainly achievable, although with a heavy right foot, that could climb into the teens. This is despite a car which has the power to propel it from 0-100km/h in just 6.5 seconds. Holden needs a 6.0-litre V8 in its Calais to better this, while Chrysler’s 300C with the 5.7-litre Hemi V8, by comparison, does the same dash in 6.8 seconds. The only six-cylinder to rival it is Ford’s G6E, but it needs to be turbocharged to be ahead, and then it uses more fuel.

If there was a criticism, it would be the size of the Superb’s fuel tank. For such a large car, with such a cargo capacity, you really need something a bit bigger than 60 litres. For example, all its rivals have tank sizes of 70 litres or larger, giving them a range advantage before you even get to the economy side of things. To be fair, there is a diesel variant, but in this country of big sixes, 60 litres doesn’t cut it.

However the ride does. The Superb V6 Elegance is all-wheel-drive, and to put the extra drive to good use, the Superb is endowed with excellent grip. Often that comes at the expense of the ride, which can be stiff and brittle. Not so, in this case. There’s firmness, yes, but the suspension has enough give to keep passengers from rattling their teeth. It’s an excellent trade-off between a compliant ride and supreme road-holding, considering it runs on 18-inch hoops.

On turn in, there’s a little push from the nose, probably because of the length of the car, being all-wheel-drive and the fact that the engine is so far forward. The steering has enough weight, not a whole lot of real feel, but responds politely when asked to switch directions quickly. Braking is also a little over-assisted, but learn to begin with a light foot and it’s easy to get used to.

Skoda has done a (ahem) superb job with this car. Price-wise, it’s a little up there when fitted with the V6 ($56,990), but when you consider the same space and refinement attributes are available with the base model, $42,990 doesn’t seem that bad after all. However for the driving enthusiast, the V6 is a refined, roomy and grunty option which deserves its place in Australia’s large car market. Perfect for racking up the kays across our vast country, an unlimited kilometer, 3 year warranty is the icing on the cake.

For those who can’t quite get past the slightly odd styling, wait until you see the wagon version. Even more space, and better looking? It’s a win-win.

Ratings:

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

Road Test the Rivals:

• Ford G6E Turbo
• Holden Calais
• Chrysler 300C

Specifications:

• Engine: 3.6-litre V6
  
• Power: 191kW @ 6000rpm
  
• Torque: 350Nm @ 2500-5000rpm
  
• Induction: Direct injection
  
• Transmission: Six speed Direct Shift Gearbox (DSG)
  
• Driven Wheels: All
  
• Brakes: Vented discs with single piston caliper (f&r)
  
• Top Speed: 250km/h
  
• 0-100km/h: 6.5 seconds
  
• CO2 Emissions: 243g/km
  
• Fuel Consumption: (ADR) 10.2 litres/100km
• Fuel Tank Capacity: 60 litres
  
• Fuel Type: 95RON
  
• ANCAP Rating: Five stars
  
• Airbags: Nine
  
• Safety: ABS, EBD, BA, TC, ESC
  
• Spare Wheel: Space saver
  
• Suspension: MacPherson suspension with lower triangular links and torsion stabiliser (front), Multi-element axle, with one longitudinal and three transverse links, with torsion stabiliser (rear)
• Cargo Capacity: 565 litres (rear seats up), 1670 litres (rear seats down)
  
• Tow Capacity: 700kg (unbraked), 1500kg (braked)
  
• Turning Circle: 11.5 metres
  
• Warranty: 3 year/unlimited
  
• Weight: 1805kg
  
• Wheels: 225/40 R18

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

Quite the surprise package

Model Tested:

• 2009 Skoda Octavia Scout; 2.0-litre, four-cylinder, diesel; six-speed manual; wagon – $39,990*

Options

• Xenon headlights $1,290; Electric glass sunroof $1,730; Parking distance control (front) $490; Alarm system $540; ‘Columbus‘ Satellite Navigation System (incl. 30GB hard disc) $2,590; Electric driver’s seat with memory $1,370; Leather seats in combination Alcantara/leather/artificial leather $2,490; Metallic paint/Pearl effect paint $630; Six CD changer $790; Media device interface $240.

Precise steering, versatile space, ground clearance, torquey engine
Heavy clutch, lack of automatic transmission, ‘A’ pillar visibility

CarAdvice Rating:

With the Skoda Octavia as its starting point, the Scout always had the potential to deliver something good – and it does.

A little bit posh but with rugged credentials, the Skoda Octavia Scout is a quite the surprise package.

Take one fairly mild-mannered wagon, add some bold styling cues, all-wheel drive and a jacked-up ride height – 180mm ground clearance – and you have the Skoda Octavia Scout. It’s no Audi Allroad, but it puts up a fine show, and at a fraction of the price. The Subaru Outback has a worthy rival.

There’s only one Scout model on offer and that’s the 2.0-litre turbo diesel four cylinder which delivers 103kW and 320Nm from 1750rpm. This is matched nicely to a six-speed manual transmission that rarely misses a beat. The lack of an automatic transmission is a shame and is sure to be one reason for lagging sales.

The Scout is very quick off the mark and delivers a nice level of power through the gears. Power and acceleration are well matched to this vehicle.  The nice torque at hand contributes to this very enjoyable drive which is at its most perky at around 2000rpm.

The engine is eager and the gearbox is very responsive, with minimal turbo lag, but the gear shift itself is notchy and the clutch a little heavy – this detracts only slightly from an otherwise great drive.

Steering the Scout is a sweet pleasure. Its precise steering makes handling a breeze and makes the Scout incredibly simple to manouvre in more tedious driving conditions, like the supermarket car park.  Large side windows and good rearward visibility help in this regard and rear parking sensors are invaluable.

The turbo diesel engine returned reasonable fuel economy from our test route, which was weighted more to city driving, drinking around 8.0 litres per 100km travelled.

The Scout’s interior is very well executed. A tasteful mix of plastics and leather combine to deliver a very good looking cabin.  The dash and centre console are home to a really easy to use audio interface which features touch screen functionality.  It’s easy to see and simple to use.

In cabin storage is great, with an abundance of storage options at hand. The glove box and centre armrest box are both cooled via the air conditioning system.

The Scout’s cabin features a high level of specification as standard, to include audio touch screen controls and a multi function steering wheel, satellite navigation, MP3/auxiliary/SD input, dual zone climate control and heated seats.

The driver and front passenger seats are firm and well contoured, but I struggled to get really comfortable. The squab is quite long, so my legs were hanging off the end of the seat. And the manual seat adjust makes it hard to make delicate adjustments to achieve a really good driving position.

Large A-pillars hinder forward visibility, and are particularly intrusive when cornering.

What I most like about the Scout is the nimble, confident handling and the great exhaust note. The turbo diesel engine is a gem and the suspension delivers a smooth, flat ride which sets the tone for this car. The ride is comfortable and composed.

With a new baby on board and the plethora of ‘stuff’ that I now seem to carry with me, I’m mad for a wagon and the usable space it offers. The Scout was no exception to my wagon love.  The boot opening is large and the load height low and the retractable boot cover keeps your goods out of sight. The split fold seats increase the boot load capacity from 580 litres to 1620 litres. The Scout easily swallows prams, golf clubs, bikes and the like. And if the boot isn’t enough load space, the roof rails give you the option to load up another 75kg of gear.

When it comes to versatility and practicality, the Scout puts on strong show.

The second row offers nice space and comfort for three passengers, although the seats are a little flat and lifeless.

There’s a robust, durable feel to the Scout, without sacrificing a nice sense of style. Buttons, knobs and instrument storks all feel sturdy, doors close with a confident thud and the cloth interior appears ready for a more intense cabin treatment.

Six airbags, dual front, side and curtain, electronic stability control with anti-lock brakes and electronic brakeforce distribution sees the Scout well equipped with safety features as standard.

The Scout is fit for off-road activity and looks every bit the part, with its sleek grille, integrated fog lights, colour coded wheel arches, roof rails, 17-inch alloys and twin exhaust pipes. While its shape is stock standard wagon, these features add interest to the look.

The compact SUV segment in which the Scout sits throws out a diverse range of vehicles, from the sales topping Toyota RAV4, the Hyundai Tucson and Subaru Forester, to the Renault Koleos.  The Scout fades into the background unfairly, with sales suffering as a result.  The Scout is a solid performer and at $39,990* plus on road and dealer costs. It represents great value.

The Scout’s bling brings with it a premium of around $4,000 over the standard Octavia wagon. A questionable investment, but without a doubt, worth a drive.

Ratings:

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

Road Test the Rivals:

• Subaru Outback

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

Specifications:

• Engine: 1,968cc DOHC four-cylinder (16 valve)
• Power: 103kW @ 4,000rpm
• Torque: 320Nm @ 1,750-2,500rpm
• Transmission: Six-speed manual
• Driven Wheels: All
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 197km/h (Claimed)
• 0-100km/h: 10.2 seconds
• CO2 Emissions: 178g/km
• Fuel Consumption: 6.6L/100km (ADR)
• Fuel Consumption: 8.0L/100km (As Tested)
• Fuel Tank Capacity: 60L
• Fuel Type: Diesel
• ANCAP Rating: TBC
• Airbags: Front, Side & Curtain
• Safety: ESC with Traction Control
• Spare Wheel: 16-inch Steel
• Suspension: Strut (F) / Torsion Beam (R)
• Cargo Capacity: 580/1620L
• Tow Capacity: 1,600kg (Braked)
• Roof Load: 75kg
• Turning Circle: TBC
• Warranty: Three-Year / Unlimited kilometre
• Weight: 1,635kg (Tare)
• Wheels: 17 x 7.0-inch Alloy

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

• 2010, February – launch date
• $35 million – taxpayer-funded investment from the Federal Government’s Green Car Innovation Fund
• $35 million – taxpayer-funded investment from the Victorian Government
• 35 percent – purported fuel saving over its ‘six-cylinder rivals’ (if, in fact, it has any in-class six-cylinder rivals)
• 6.0 – expected fuel consumption, combined-cycle litres/100km
• < 150 – g/km CO2 emissions
• 0.27 – drag coefficient, the lowest of any Australian-built car
• 389 – size in litres of the new boot, down from 535 litres, but apparently still large enough to fit…
• …4 – golf bags (but probably not the clubs, or sand buckets)

But one other number stands out above all of these:

• 10,000 – the number of Hybrid Camry’s Toyota will produce for the domestic market (including 300 for New Zealand)

So who’s going to be driving them all?

Victorian Premier John Brumby has already committed his government to one-fifth of the first year run, which leaves 8000 for non-government buyers in 2010, while the word from Toyota is that fleet pre-orders have already been very strong.

However, in the first 11 months of 2009, just 3891 hybrid vehicles have been sold in Australia, representing 0.59 percent of the total non-commercial market. (Comparative figures for 2008 stood at 4732 hybrids from a total market of 748,846 vehicles.)

The total US new vehicle market in 2008 reached 13.2 million – more than 13 times the record one million figure set in Australia. There, the Hybrid Camry made up just 46,272 of these, around 4.5 times Toyota Australia’s ambitious target for next year.

Toyota Australia’s senior executive director of sales and marketing, David Buttner, isn’t concerned the numbers seem ambitious. “We launched Prius I in 2001, four years after the global launch of the product.  We’ve been averaging with Gen II about 300 a month and with Gen III we’re about the same storyline.

“So while hybrid represents a small proportion of the overall Australian marketplace now, the proportion that’s represented is always dependent upon the number of offerings in the marketplace. So it might only be 4000 [hybrid sales] this year, but with any new entrant in the marketplace, regardless of what it is, we are always looking for incrementality,” he said.

He noted that Toyota globally sold two million hybrids in its first 12 years with the technology, then just under 500,000 in 2008, and now has aspirations to sell one million next year and finally to have a hybrid in every model in the decade commencing 2020.

In Australia the Hybrid Camry’s closest rival appears to be the Honda Civic Hybrid which at $35,990* should be similarly priced. With a combined-cycle fuel economy of 4.6 litres/100km and CO2 emissions of 109g/km, the Civic will be the more frugal of the two. But the Camry is bigger and considerably more powerful (140kW vs 85kW).

At 6.0 litres/100km combined and 159g/km CO2, the Hyundai i30cw SLX CRDi wagon is, environmentally speaking, another close competitor. Storage capacity is also 26 litres larger and at $29,890* the Korean will be at least $3000 less expensive than the Hybrid Camry.

The Skoda Octavia RS TDI matches the i30 for fuel economy and emissions exactly, and has just 15kW less the Camry. But with a starting price of $40,290* for the six-speed automatic ($37,990* for the manual) it is likely to be marginally more expensive than the local offering.

Earlier this week Mr Buttner stated his ambitions for the hybrid to become the “halo car” of the Camry brand. “And to do that I believe you need to have a focus on private sales and you need to try to appeal to private customers.”

He said approaching 40 percent of private share for the hybrid was the goal for the future. “I’d like to think that we’d try to get close to 30-odd percent private share next year and then look to the future of 35-38 percent overall,” he said.

He admitted that significant effort has been expended on educating people about hybrid technology. “What we’ve been trying to do this year in the lead up to Gen III Prius and also Hybrid Camry is really trying to dispel some of the myths in the marketplace. You know, ‘You have to take it home at night and plug it into the wall’, ‘The battery dies on you every three years and it’s going to cost you a fortune to replace’.”

And he confirmed that Australians are becoming much more aware of hybrids, what’s on offer and exactly how they work. “The recognition of what HSD means has grown from 7 to 28 percent [for the other 72 percent of you, that’s Hybrid Synergy Drive], and [recognition of] the fact that Toyota sells a hybrid has grown from about 29 to 71 percent,” he said.

Finally, he admitted that a significant proportion of Hybrid Camry sales are likely to come from buyers who would have purchased another Toyota, but said it was an inescapable reality of expanding the brand.

“We can’t be naive and bury our heads in the sand and say ‘There won’t be any substitution’.  There will always be some degree of substitution, but you always try to increment your volume as you go. Our current estimates are at about 50 percent substitution from its family, so it will have some impact, but it’s hard to estimate. At the end of the day the market will dictate what happens.”

Slightly less than one in four motor vehicles sold in Australia bears the Toyota badge, so you’d have to admit the company is very good at picking the market. By June 2010 we’ll know whether the Hybrid Camry is just another smart call by the Australian automotive landscape’s biggest player.

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

Ranging from £17,715 to £26,245 (AUD$32,175 to $47,670) the Superb Estate will represent very competitive value for money against category rivals offering class-leading legroom and cargo space (1,865 litres with seats down) and a long list of standard equipment.

Available in three trim levels the Superb Estate will also offer a choice of six engines, three petrol and three diesel, ranging from the entry-level 1.4 TSI (93kW) to the range-topping 3.6 V6 DSG 4×4 (194kW).

The estate will carry a premium over the hatch of between £1,050 and £1,200 depending on model variant.

Superb Estate goes on sale in the UK from 26 February 2010. Australian deliveries will follow closer to mid year.

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

The Yeti became the first Czech-made SUV when it was launched locally in mid-July and has gone on to sell more than 2400 units in its homeland and more than 13,500 worldwide.

Central Europe’s head of Škoda sales, Jan Hurt, said being crowned as the first SUV to win the KMN award was an achievement the entire company was excited about.

“Achieving what no other SUV car has achieved so far shows that we are on the right track with the Yeti.

“Three months after the launch in the Czech market, the car became the best selling SUV here,” she said.

The Yeti scored 223 points compared to the Astra’s 146 and 143 for the E-Class against a range of criteria including design, safety, economy, drivability, environmental standards and price.

Hurt said the KMN COTY would sit proudly in the cabinet alongside the Auto Bild Golden Steering Wheel award from Switzerland and Austria and the Auto Trophy from Germany as the most popular imported vehicle.

Last month Škoda Australia told CarAdvice that efforts to bring the Yeti down under were advanced and that it would hopefully arrive in the second half of 2010.

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

The all-new 1.2-litre design is a supercharged, direct fuel injection unit capable of producing 77kW and will carry the TSI (Turbo Stratified Injection) family name.

Skoda BOD chairman, Reinhard Jung, said the engine was designed specifically to minimise CO2 emissions and fuel consumption.

“This brand new TSI engine provides a unique opportunity of combining environmental friendliness with a well-balanced driving performance.

“With substantially lower CO2 figures, this new engine needs to be seen as a contribution to a significant reduction of average emission volumes in our cars,” he said.

The new engine has forced the expansion of Skoda’s manufacturing plant in Mladá Boleslav, Czech Republic, which yesterday celebrated 110 years of constant engine production.

Skoda’s head of engine manufacturing, Milan Stanek, was delighted with the decision to produce the new TSI at Mladá Boleslav, a site that made more than 270,000 engines and half a million transmissions last year.

“This new unit is going to be one of the most important engines for the company, and we are indeed pleased that it is our plant that is going to manufacture it.”

November 18 marked the 110th anniversary of the first official ride on a Laurin & Klement motorbike produced at Mladá Boleslav in 1899.

Skoda Works acquired the engine plant in 1925 which later went on to become the Skoda Auto we know today.

by Tim Beissmann

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

And despite the difficult economic climate, the Czech Republic’s largest manufacturer is just 1.7 per cent behind 2008, in which it sold 674,530 in total.

China is playing an important role in Skoda’s growth with over 100,000 cars sold there this year.

This comes on the back of a 117 per cent sales increase from 2007 to 2008 when 59,284 vehicles were purchased by the Chinese.

Skoda BOD member responsible for sales, Mr Reinhard Fleger, was pleased with the brand’s successful expansion into China.

“China is playing a major role in the brand’s future development.

“The Octavia has been a great success since its launch in June 2007. The Fabia, launched last December, is also very successful. The launch of the Superb in August this year was exceedingly important for further expansion in this market.

“Passing the milestone of 100,000 vehicles is a big step in developing the Skoda brand in China and also a great motivation to ensure that this positive trend continues,” Mr Fleger said.

Skoda Australia also had a strong October, shifting 136 units compared to last year’s 54.

It has sold 934 cars in the first 10 months of the year, a 42 per cent increase over 2008 year-to-date.

Skoda Australia product marketing manager, Petr Beneda, said the results were below predictions from the start of the year.

“We had slightly higher targets for the year, but the GFC and the overall situation slowed the whole process down.  But we will have a good year though with growth of around 60 per cent,” he said.

Mr Beneda said he still remained hopeful of reaching 1200-1300 sales by the end of 2009.

He said monthly sales had been much more consistent this year thanks to the expansion of the Octavia range and the popularity of the wagon and RS models.

The Octavia accounts for 77 per cent of all Australian sales, with around a 40:60 split toward the wagon version.

Roomster sales have been disappointing – down from 100 YTD in 2008 to just 55 so far this year – something that Skoda plans to rectify.

“We were a little bit lower on the Roomster, but frankly speaking we didn’t do much advertising on Roomster so we will emphasise this model next year.”

Mr Beneda wouldn’t be drawn on sales expectations for 2010, but said simply: “Of course, we want to grow”.

The Superb wagon will help that, due for release at the beginning of the second quarter.

Mr Beneda also said efforts to bring the Yeti crossover-hatch down under were advanced and that we would hopefully see it from the second half of 2010, while the Fabia small car is a possibility after that.

by Tim Beissmann

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

Car number one – an Elegance 2.0 TDI in Satin Grey – typifies what is the most luxurious wagon yet built by the brand offering a class-leading 1,865 litres of cargo space (633 litres with the rear seats up), choice of petrol and diesel engines, plus both manual and DSG transmission options.

The Superb Estate measures 4,838mm long, 1,817 wide and 1,510 high, and in keeping with Škoda’s tradition of offering great value for money, offers a number of new optional features, including a keyless entry and ignition system and a revised Park Assist system that allows the estate to parallel park in an even tighter space than before.  An electronically operated boot opening and panoramic sunroof are also available.

Production of right-hand drive variants will commence in January 2010 with Australian delivery to follow shortly thereafter.

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

Skoda CEO, Mr Reinhard Jung, said the new model would cost between 10,000 and 12,000 euros (AUD$16,000 – $20,000) and would launch in two to three years.

Mr Jung did not give any further details on the car, though German press reports have suggested the new car will be positioned between the brand’s Fabia and Octavia models.

The model would also be more expensive and of higher specification than the cut-price Logan which retails from 7,300 euros (AUD$12,000).

It is believed the move will help Skoda with its plans to strengthen its product lineup to take advantage of increasing sales of low-cost cars.

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

It’s Czech out time from boring family motoring

Model Tested:

• 2009 Skoda Octavia RS TDI; 2.0-litre, four-cylinder, turbo-diesel; six-speed manual; wagon – $41,990*

Options Available:

• Metallic Paint $630; Xenon Headlamps $1290; Sunroof $1730; Media Interface Device $240; Foglamps with Cornering Function $240; Alarm $540; Leather Upholstery $2830; Privacy Glass $250; Satellite Navigation $2590; Park Distance Control $490 (Front – Rear Standard)

Torquey & economic engine; slick gearbox; tenacious yet comfortable ride
Brand obscurity; options pricing; occasional ‘A’ pillar visibility issues

CarAdvice Rating:

Diesel family wagon. It sounds pretty boring doesn’t it? And were it not for two little letters I’d almost be inclined to agree.

But in adding the RS designation to its Octavia TDI Wagon – and the sporting credentials that follow suit – Skoda has created quite the sleeper, one almost any self-proclaimed, err.. petrol head, would happily see parked in the garage.

The Octavia is to Skoda in Europe what the Falcon is to Ford, or the Commodore to Holden, here in Australia. It’s bread and butter stuff. High volume, high quality – and in Europe at least – high profile.

But to us who reside Down Under the flourishing Czech brand is one met with doubt. An obscure newcomer in a country hooked on stalwart home grown and Japanese offerings – all of which the Octavia could confidently challenge dollar-for-dollar as one of the best value, most fuel efficient and safe family orientated brands going – expertise backed by the engineering know-how of the world’s number-two car maker, Volkswagen.

So in adding a touch of sporting finesse to this conservative recipe of reputable mid-sized motoring it’s not hard to see why the Octavia RS TDI Wagon is drawing such favourable comment in automotive circles both here and abroad.

Now don’t let the ‘plain Jane’ looks fool you, for despite its conservative approach Skoda’s revised Octavia sees a fresh, more modern take on the boxy wagon stylings familiar to the previous series.

Smoother lines, larger headlamps and classy vertically barred grille give the family hauler a cleaner yet more aggressive look while also bringing all important aerodynamic efficiency down to a slippery 0.31Cd.

Side turn signals are now incorporated in to the wing mirrors while LED day time running lamps adorn the front air dam above standard front fog lamps for a menacing presence in rear view mirrors.

With such impressive standard amenities as integrated front and rear spoilers, embroided sports seats, alloy pedals and sill covers, dual-zone climate control, cruise control, full-function trip computer, Neptune 18-inch alloy wheels, sports suspension, rear parking sensors, auto wipers, auto dimming mirror, dusk sensing headlamps with height adjustment, punchy single CD tuner with SD card and auxiliary input, and sporty three-spoke leather wrapped steering wheel (with multi-function and paddle shift on DSG variant), the Octavia RS TDI Wagon is very well kitted for the $41,990 list price.

Should however you require a little more gadgetry, an extensive – and somewhat expensive – list of optional equipment is available at an additional charge (see list at top of page).

The Octavia RS TDI Wagon rides on the same 2578mm wheelbase as its sedan counterpart but varies dimensionally in several other areas. Front headroom in both variants is 981mm while rear headroom grows 22mm from 966mm in the sedan to 984mm in the wagon.

Utility also increases some 20 litres from the sedan’s 560 litres cargo capacity, up to 580 (seats up, window height). This generous area can be expanded almost threefold to a caverous 1620 litres with the 60:40 split fold seats folded down.

The cargo bay also comes standard with a retractable cargo blind, cargo net and tie down hooks, as well as a 12-volt power outlet. On top the Octavia RS TDI Wagon is fitted with Satin finished roof rails for additional storage.

Under the bonnet the Octavia RS TDI Wagon features a 125kW turbocharged four-cylinder diesel engine that delivers a cracking 350Nm from just 1750rpm. The result is strong performance via a close ratio six-speed manual gearbox that sees the family hauler tackle to sprint to 100km/h in 8.5 seconds.

Like most turbo-diesels the Octavia RS TDI Wagon does run out of puff a little early in the piece (around 4,400rpm) which can keep you busy on the slick-shifting gearbox during enthusiastic driving but, should you so desire, a six-speed DSG automatic transmission is also available.

Overtaking is a performance drawcard for the diesel powered wagon with its ample torque providing rapid in-gear acceleration, even with a full compliment of passengers and luggage on board.

Not surprisingly fuel economy is also a strong point for the Octavia RS TDI Wagon with a combined figure of 6.8L/100km delivered from our week behind the wheel – an impressive figure given the car’s obvious sports orientation.

But the real upshot to this RS variant of the Octavia TDI Wagon comes not purely in terms of pleasing performance or outstanding fuel economy but in the tenacious handling and direct steering – two attributes certain to win the favour of any family buyer wanting a ‘best of both worlds’ personality from the family car.

It’s not an atom-splitting approach by any means, but for the price – and intended purpose – the Octavia RS TDI Wagon does what few other same-size, same-price offerings can.

Grip is determined with a resolute resolve that seems only to come from front-wheel drive cars of European pedigree while at the same time still managing a well-tuned ride acceptable for the car’s day-to-day duties.

Braking is confident, consistent, with an eager and somewhat firm pedal offering sharp feel from the larger diametre disc brakes. Octavia RS models also pick up red painted calipers in a nod to the car’s sporting prowess.

Not forgetting the brand’s diligent safety credentials Skoda has adorned the Octavia RS with a raft of standard kit that includes dual front, side and curtain airbags; tyre pressure monitoring; electronic stability control with traction control; anti-lock brakes with electronic brake-force distribution; three-point inertia reel seatbelts in all positions with anti-whiplash head restraints; and height adjustable front seatbelts with pyrotechnic pre-tensioners.

Visibility is also very good all round with the possible exception that on the occasional roundabout or sharp turn the ‘A’ pillar can obscure your line of sight. That said it’s not nearly as bad as some I could name.

A capable tourer with budget conscious motoring at heart the Octavia RS TDI Wagon blends all the positives of frugal family motoring with that element of fun so often lacking in this segment, and if you can spare yourself from ticking option boxes, is one wagon certain to keep the whole family happy for many years to come – Dads included!

Ratings:

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

Road Test the Rivals:

• Mazda 6 Diesel Wagon (from $37,940*)
• Peugeot 308 HDi Touring (from $33,290*)
• Renault Laguna dCi Estate (from $43,990*)
• Saab TiD SportCombi (from $50,900*)
• Volvo V50 D (from $45,950*)

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

Specifications:

• Engine: 1968cc DOHC four-cylinder (16 valve)
• Power: 125kW @ 4200rpm
• Torque: 350Nm @ 1750rpm
• Induction: Common Rail & Turbocharged
• Transmission: Six-speed manual
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 224km/h (Claimed)
• 0-100km/h: 8.5 seconds (Claimed)
• CO2 Emissions: 155g/km
• Fuel Consumption: 5.9L/100km (ADR)
• Fuel Consumption: 6.8L/100km (As Tested)
• Fuel Tank Capacity: 55L
• Fuel Type: Diesel
• ANCAP Rating: TBC
• Airbags: Front, Side & Curtain
• Safety: ESC with Traction Control
• Spare Wheel: Spacesaver
• Suspension: Strut (F) / Multi-link (R)
• Cargo Capacity: 580/1620L
• Tow Capacity: 1300kg (Braked)
• Turning Circle: 10.2m
• Warranty: Three Year / Unlimited km
• Weight: 1548kg (Tare)
• Wheels: Alloy 18 x 7.0-inch

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

Ford Falcon vs. Holden Commodore vs. Nissan Maxima vs. Honda Accord vs. Toyota Aurion vs. Skoda Superb

Models Tested:

• 2009 Ford Falcon G6E Turbo; 4.0-litre, six-cylinder, petrol; six-speed automatic; sedan - $57,490
• 2009 Holden Commodore Calais V-Series; 3.6-litre, six-cylinder, petrol; six-speed automatic; sedan – $56,790
• 2009 Nissan Maxima Ti; 3.5-litre, six-cylinder, petrol; CVT gearbox; sedan – $46,990
• 2009 Honda Accord Luxury V6; 3.5-litre, six-cylinder, petrol; five-speed automatic; sedan – $49,990
• 2009 Toyota Aurion Presara; 3.5-litre, six-cylinder, petrol; six-cylinder; six-speed automatic; sedan – $49,990
• 2009 Skoda Superb Elegance V6; 3.6-litre, six-cylinder, petrol; six-cylinder automatic; sedan – $56,990

Words Paul Maric Pics Pavle.com.au

Our Mums told us that if we didn’t have anything good to say, then we shouldn’t say anything at all. Unfortunately, we’ve gone against their advice and stuck two Aussies, three Japanese and one European car into a room and interrogated them until we found one worthy of your money.

We’ve spent the best part of this week shuffling through six vehicles from the top selling manufacturers in the sub-$60,000 large car segment. The segment is loaded with in excess of 100 models from eight manufacturers – it’s any wonder people get confused when it comes to purchasing a large car.

With a maximum price tag of $60,000 (plus on-road costs), we selected the top model from each of the top six manufacturers, ending up with an even spread of the large car market.

From the Aussie camp, we have the new Holden Commodore Calais V-Series V6 (SIDI) and the Ford Falcon G6E Turbo. The Japanese aim to retaliate with the Nissan Maxima Ti, Honda Accord Luxury V6 and the Toyota Aurion Presara. Our lone European contender is the all-paw Skoda Superb V6.

Ranging in price from $46,990, through to $57,490, the battle is on and there can only be one victor – let the war begin.

Sixth Place – Holden Commodore Calais V-Series V6 (SIDI)

Released in 2006 as Holden’s answer to the Australian car market, the VE Commodore fired off the blocks with the greatest intent in mind. While it had a phenomenal start, things began to stammer when Ford released their FG Falcon.

While the dated styling still leaves a lot to be desired, Holden’s new SIDI range of engines promise to offer Commodore drivers a brand new driving experience. The Calais V-Series now receives a 210kW 3.6-litre direct injection engine. In addition to the engine upgrade, the Calais is also fitted with a six-speed automatic gearbox.

After opening the driver’s door and jumping inside, the commanding driving position, in addition to the masses of leg and head room allow the driver to feel right at home.

Rear seat passengers are also graced with a generous amount of leg room, catering for both adults and children. Our passenger test indicated that even with a load of five adults, there was ample room to feel comfortable.

Road noise has also been dramatically improved with beefed up door seals. They helped bring the interior noise levels at 100km/h down to 68dB on test, bettering the line-up of competitors. The interior noise on gravel jumped to 85dB, suggesting the underbody buffering remains unchanged as it’s still relatively high in comparison to its competitors.

The only downside to the beefed up door seals was that the doors have become harder to close. Instead of a regular shove, the doors now require a sure-footed jolt to shut correctly.

At $56,790, the Commodore is the third most expensive vehicle on test. Unfortunately, the feature list doesn’t match the Commodore’s rather hefty price tag. The Commodore misses out on a reversing camera (instead featuring front and rear parking sensors), seat heaters, satellite navigation, sunroof and auto-dimming rear vision mirror.

A desirable trait – especially for Australian sold vehicles is decent high-beam headlights. Second only to the Falcon’s headlights, the Commodore packed a decent throw when the high beams were engaged. This helps with country driving and spotting rogue animals.

Holden’s new SIDI engine is far punchier than the outgoing offering, but is totally let down by the confused six-speed automatic gearbox. Whenever the driver demands power the gearbox always needs a moment to think the process through before handing over the correct cog. The end result is driving filled with jolts and shoves as the gearbox attempts to predict your next move.

Once it’s in gear and is holding a gear, the engine provides ample torque for tasks like overtaking. It no longer feels like it’s being held by the throat.

Brake pedal feel was the worst of the bunch. The driver needs to push the pedal three-quarters of the way to the floor before the brakes are engaged. From there on the pedal remains firm and requires plenty of boot to stop the vehicle.

The initial highway stretch to our test ground had the Commodore using 9.9L/100km – placing it fifth overall. Including performance testing on the day and the final city and highway loops, the Commodore returned to the office consuming 11.9L/100km – placing it fifth again.

Unfortunately while Holden’s Commodore is still great in isolation, the dated interior, exterior, transmission and unrealistic price have landed it with the wooden spoon, placing it last. When placed against its natural rival, the Ford Falcon G6E, the Commodore is $7300 more expensive and doesn’t offer any extra features that yield such a large price difference.

Fifth Place – Toyota Aurion Presara

If this comparison didn’t take into account a car’s soul, handling, practicality, drive or style, the Aurion would win hands down. Unfortunately, with the way people buy cars, each and every one of those factors is taken into consideration, putting the Aurion at a disadvantage.

Although the Aurion doesn’t fail in any particular field, it manages to fly under the radar most of the time.

From a driver’s perspective the interior looks nice, until you start poking around. Each of our test passengers agreed that the materials used throughout the cabin felt cheap. The faux wood was hollow and the half-wood steering wheel looked far too tacky even to consider as a style statement.

While the cabin feels low class, passengers are graced with more than ample leg room. The seats are also very comfortable (both front and rear), but don’t offer much side and bottom bolster, sending the driver and passengers travelling around the cabin on several occasions during the five-passenger portion of the test.

An advantage to the cheap looking audio and navigation controls is that they’re incredibly easy to use. There’s no confusion when a driver sets out to increase cabin temperature or adjust the volume, it’s almost an instinctive process and goes to show how much Toyota spends on ergonomics.

Visibility from the driver’s seat is great in all directions. The vehicle comes standard with front and rear parking sensors, along with a reversing camera.

An array of standard features has the Aurion missing out only on heated seats, auxiliary input and DVD player. Satellite navigation, auto-dimming rear-vision mirror, sunroof and Xenon headlights are standard features.

The Aurion’s Xenon low beam doesn’t include a Xenon high beam, making the high beam on the Aurion appalling for country driving and made it difficult to see far ahead due to the narrow high beam.

Priced at $49,990 (plus on-road costs), the Aurion was equal second with the Honda Accord Luxury V6 on price.

Driving the Aurion is pleasing until you deviate from the norm and attempt to overtake or drive on unsealed roads. The front-wheel-drive Toyota torque steers frantically under full throttle (say during an overtake manoeuvre) and doesn’t give the driver any confidence while driving on unsealed dirt roads due to the narrow tyres and comfort-oriented suspension.

The stability control removes nearly all throttle response when provoked and doesn’t release the reigns for several seconds afterward. This type of intervention removes the perception of control and can be disorienting.

The slightly jarring ride over bumpy roads becomes frustrating after a little while, but in general the ride is very compliant and responds well to a full complement of passengers.

Cabin noise at 100km/h on sealed roads sits at 73dB, placing it equal second with the Ford Falcon G6E Turbo. On gravel the value jumps to an audibly noticeable 89dB, 4dB better than the nearest rival.

Its 3.5-litre, 200kW V6 is mated to a six-speed automatic gearbox. Where the six-speed automatic in the Holden was its major downfall, the Toyota gearbox is very responsive and always manages to select the correct gear chosen for the prevailing conditions.

If you take a look at the performance figures, the Aurion’s comparatively light 1625kg mass and rev-happy 3.5-litre engine makes it fast in the 0-100km/h dash, completing the sprint in just 6.77-seconds. 100-0km/h on the other hand was the Aurion’s main downfall, pulling up in the longest distance of 40.39m.

The initial highway stretch had the Aurion averaging an equal best 8.9L/100km. By the time we’d finished performance testing and the final highway and city segment, the Aurion consumed 10.9L/100km on average.

While the Toyota Aurion performs okay when limited to city driving and open highways, it begins showing its flaws upon closer inspection. Sub-par perceived quality, under-the-pump performance, dynamics and head room see it take a lowly fifth place.

Fourth Place – Honda Accord Luxury V6

The other two Japanese contenders in this comparison – the Honda Accord Luxury V6 and Nissan Maxima Ti –are more than often overlooked when Joe Bloggs wanders out to buy a new car.

Honda’s Accord is available in both four-cylinder and six-cylinder form. While I don’t really rate the power lacking four-cylinder variant, the V6 brings the Accord back into contention with great pricing and a great drive.

Released in early 2008, the Accord features love it or hate it styling. The exterior’s multitude of angles are a total contrast to its Accord Euro sibling, but still see Honda move around 360 units per month.

I’m not sure what it is about the Accord V6, but everything feels solid and very well built. When you open and close the doors, they open and close like the doors of a BMW 7 Series, while the cabin plastics feel soft to the touch but firm to the blow.

Large wing mirrors and small A-pillars make forward visibility brilliant, while rear visibility is somewhat hampered by a rising boot line.

The leather-clad interior adds an element of luxury to both front and rear seat passengers. Leg room is impressive throughout the cabin, but shoulder room is limited due to the narrow width of the vehicle.

Brace yourself if you need to adjust any temperature or audio settings and heaven forbid having to use the satellite navigation. There are no less than 45 buttons scattered over the centre portion of the dashboard. They become confusing and frustrating if you need something in a hurry and are better mastered before setting out on travels.

An impressive list of standard features makes the Accord a value proposition, missing out on front and rear parking sensors (using a reversing camera instead), auto dimming rear vision mirror, DVD player and Bluetooth compatibility.

The sporty ride is a little firm but helps the Accord feel in-check during tight corners and twisty sections of road. Our five passenger test left all passengers happy and comfortable, although a little bit cramped.

Road noise at 100km/h on sealed roads was 79dB; placing it fourth, while noise on gravel roads increased to a third place getting 84dB.

Under the bonnet, Honda’s renowned 3.5-litre V6 produces 202kW and sends torque to the front wheels courtesy of a five-speed automatic gearbox.

Steering the Honda is a truly pleasant task. The relatively light steering is accurate and provides great response, while the brake pedal feels on task to pull the car up when required.

Due to the nature of the i-VTEC engine the torque doesn’t show its head until around 3500rpm and reaches its peak at 5000rpm. As such, it’s relatively gutless below that magic figure. From there on, it just seems to keep pulling until the next gear is called to continue acceleration.

Overtaking is handled with ease. Unlike the Aurion, there is little torque steer to contend with and the Accord pulls in a straight line during overtaking.

Honda uses Variable Cylinder Management (VCM) which allows the engine to shut down up to three cylinders in a bid to reduce fuel consumption. You can feel the system kick in when lifting off the throttle and although it doesn’t work wonders for fuel consumption, every little bit helps.

Fuel consumption during the first highway stretch saw 9.3L/100km on the dial, while the final reading after performance testing and the final city and highway stretch read 11.0L/100km.

It’s hard to fault the Honda Accord. Unfortunately its competitors simply offer better value for money, more features and better gearboxes. It only just lost out to its nearest competitor and in isolation is far from a bad purchase choice.

Third Place – Skoda Superb Elegance V6

A limousine sized European car with a V6 motor for under $60,000…you’re kidding right?

Wrong.

Skoda has managed to offer their flagship Superb to the Australian public for a couple of thousand dollars short of the $60,000 cut-off.

Skoda’s reliability and customer satisfaction is amongst the best in JD Power surveys, continuously placing in the top five.

Jump inside and you’ll see what all the fuss is about. Every component of the interior feels well built and extremely solid. The driving position is superb (pardon the pun), while the position of controls and ease of use is second to none.

Visibility from the driving perch looking forward is great. Looking back on the other hand yields a large blind spot about the C-pillar, while the lack of reversing camera makes parking a bit tricky in tight spaces (although rear parking sensors are standard fitment).

Possibly the most surprising part about the Superb is the front and rear leg room. Leg room easily exceeds all competitors in this class and even challenges the likes of the BMW 7 Series and Mercedes Benz S-Class.

The easy to use touch-screen multimedia system controls audio, climate and the optional satellite navigation.

Leather clad seats provide great side and bottom bolster for passengers and are very comfortable and supportive. During the five passenger portion of the test, the middle seat passenger experienced a very firm seat and lack of head room, hinting that the Superb is built mainly for four passengers. Front passengers and the two outer rear seat passengers get heated seats to help with frosty mornings.

The somewhat firm suspension was surprisingly compliant over sealed and unsealed roads, offering the perfect compromise between handling and comfort.

The intuitive boot opens as either a hatch or sedan style boot by virtue of twin servo motors that alternate boot hinges.

At $56,990, the Superb is the second dearest car in this comparison and contains the least number of standard features. Satellite navigation, electric seats, front parking sensors, sun roof, reversing camera, Bluetooth and metallic paint are optional.

Cabin noise at 100km/h on sealed roads is 74dB, placing it fourth overall. Noise on gravel increases to a comparison leading 82dB.

While the Superb lacks standard features, it most certainly doesn’t lack grunt or handling prowess.

Powered by a 3.6-litre V6 producing 191kW, torque is directed through an all-wheel-drive system. Mated to a six-speed Direct Shift Gearbox (DSG), the Superb is capable of shifting up gears in a mind numbing 8ms.

The punchy and sonorous V6 engine is very capable and pleasing during normal driving and during cornering.

The all-wheel-drive system which uses a Haldex coupling offers precise torque distribution and brilliant surge from a standing start. The steering and brakes are also standout, offering superb (there it is again) response and pedal feel.

Our brake test indicated that the Skoda’s 100-0km/h brake distance of 36.34m was over 2m better than its nearest competitor, the Ford Falcon G6E Turbo.

During the initial highway stretch, the Skoda returned an equal best fuel economy of 8.9L/100km. At the end of the day after performance testing and the final city and highway stint, the Skoda consumed 11.2L/100km on average, placing it fourth.

The Skoda Superb was a massive standout during the comparison. The space on offer, along with the superb (okay, I’ll stop now) drivetrain were undoubtedly one of the best. Unfortunately, the pricing and lack of standard features dragged it down, placing it within a bee’s wing of the Nissan Maxima, which bet it by the closest of margins.

Second Place – Nissan Maxima Ti

Snatching second place from its European competitor, the Nissan Maxima Ti was able to do no wrong.

Nissan has attempted to revive the Maxima with fresh styling and a perky engine straight out of the outgoing 350Z.

The styling may not be everyone’s cup of tea, but the pricing and jam-packed level of features certainly will be.

Extremely comfortable seats offer masses of leg and head room, in addition to adequate side and bottom bolster. Heated front seats also warm bums on cold mornings.

Visibility from the driver’s seat is fantastic in all directions. Rear visibility is helped during parking with a reversing camera and rear parking sensors.

An easy to use multimedia interface and intuitive satellite navigation can be controlled by both driver and passenger and are easy to figure out once used a few times. The sound system, which includes Dolby surround sound for DVDs, is phenomenal.

At $46,990, the Maxima Ti is the cheapest vehicle in the comparison. It’s loaded to the hilt with features, including satellite navigation, auxiliary plug, leather, seat heaters, electric seats, sunroof, reversing camera, Bluetooth connectivity, DVD player and rear parking sensors. It only misses out on an auto dimming rear-vision mirror and front parking sensors.

A nuisance attributed to both the Aurion and Maxima is the foot operated park-brake. While it may save room, it’s an absolute pain to deal with each and every time you enter and exit the vehicle.

During the five passenger portion of the test, there were no complaints about comfort. Suspension over country roads is very compliant and reacts well when treated to both gravel and sealed roads.

Cabin noise at 100km/h on sealed roads was 80dB and 83dB on gravel, placing it last and second respectively.

Producing 185kW, the 3.5-litre V6 engine is fitted with a Continuously Variable Transmission (CVT). The pulley based CVT is capable of infinitely varying ratios, opposed to pre-determined gear divisions in a regular automatic gearbox.

This helps by allowing the gearbox to keep revs within the engine’s peak torque range and negating the need for gear shifts. While it takes a little bit of getting used to, it propels the Maxima in great haste when required.

As one of the best cars to drive in this comparison, the Maxima’s acceleration is very impressive. The engine note is also noticeable and pleasant to listen to.

Steering and brake feel is impressive to say the least, obviously taking inspiration from its sporty 370Z cousin.

Fuel consumption during the first highway stretch was 9.8L/100km, placing it fourth. At the end of the day though after performance testing and the final city and highway loop, the Maxima returned 10.0L/100km, placing it second.

The Nissan Maxima Ti was well and truly surprising when stacked up against its closest rivals. While it couldn’t match the overall winner in terms of performance, it didn’t put a foot wrong throughout the rest of the comparison.

It was a very tight tussle between second and third, with the Maxima eventually clawing its way to the top. We would love to see more of these vehicles on the road as they are outstanding value for money.

First Place – Ford Falcon G6E Turbo

I can just see the complaints flooding in now.

“Where’s your credibility CarAdvice, another biased win for Ford!”

“Get with the times CarAdvice, the taxi shouldn’t be anywhere near this comparison!”

When Ford set out to develop a competitor to the VE Commodore, they didn’t stop at the design or technology front. They went one step further and produced a car which could perform when it needed to and use little fuel the rest of the time.

From the moment you open the door and sit down in the driver’s seat, you are impressed with the layout of all the controls and the marked build quality and trim improvement from the BF Falcon. The Onyx leather interior and charcoal trim surrounding the centre facia give you the impression you’re driving something much more enticing than the humble Falcon.

Extremely comfortable seats both front and rear offer generous side and bottom bolsters and allows the passengers to sink in and become relaxed. Rear seat leg room is the least accommodating of all competitors and could certainly be improved.

The five passenger portion of the test revealed a set of happy passengers. Leg room was a bit tight in the rear due to the protrusion of the driveline down the centre of the cabin. Cabin noise at 100km/h on sealed roads was 73dB, placing it equal second with the Aurion, while on gravel it rose to 85dB, making it equal fourth with the Commodore.

The standard features list is impressive, with the Falcon only missing out on heated seats, satellite navigation, DVD player and front parking sensors.

The commanding driving position has the driver sitting high with an uninterrupted field of view both out the front and rear of the vehicle. The reversing camera is also the best out of this bunch, offering great clarity during day and night.

At $57,490, the Falcon is the most expensive car of the comparison. The G6E on the other hand is priced at $49,490, but doesn’t receive the stellar turbocharged engine.

Producing 270kW of power, the 4.0-litre inline-six-cylinder turbocharged engine is mated with one of the best gearboxes on the market – the six-speed ZF Sachs automatic gearbox.

The intuitive gearbox is constantly in the right gear and when a boot full of throttle is unleashed, the turbocharged six begins moving – seriously fast.

The fighter-jet style induction noise is seriously addictive and is unlike any other car on the market.

Steering is brilliant, with direct feel and responsive feedback. The brakes feel okay, but could do with a bit more pedal feel.

Handling is the Falcon’s downside with a considerable amount of body roll hampering overall performance. The body roll does allow the ride to be more compliant through, soaking up all types of roads thrown at it.

CarAdvice also managed to record a blistering 0-100km/h time during performance testing. The G6E Turbo managed to cover the stint in just 4.97-seconds and went on to finish the quarter mile in 13.25-seconds.

For such a heavy car, it is seriously fast. As you can imagine, overtaking is completed without even a consideration for space.

The Falcon consumed 10.2L/100km on the highway stretch and finished the day at 12.6L/100km after the city and final highway stint.

The world class engine and gearbox combination was absolutely unmatched in this comparison. At $57,490, you will not find anything that matches it in terms of performance, luxury and space.

Performance Tests –

While performance isn’t at the forefront of most purchases, it is a benchmark which allows drivers to compare braking and acceleration.

All tests were performed with two passengers on board (driver and front passenger) using a Racelogic VBOX. Each vehicle had three-quarters of a tank of petrol. Ambient temperature was 17-degrees Celcius.

Equipment supplied by Applied Measurement.

Ford Falcon:

Nissan Maxima Ti:

Skoda Superb Elegance V6:

Honda Accord Luxury V6:

Toyota Aurion Presara:

Holden Commodore Calais V-Series V6:

Scoring Regime and Vehicle Specifications–

Conclusion –

With that, CarAdvice is pleased to award the Ford Falcon G6E Turbo with the award for the 2009 Large Car Comparison. Well done Ford, this is a car which Ford should be sending overseas with great haste, it would be a certain sales success given the opportunity.

While the Falcon took the award for best car, each of the other vehicles is a sensible and good value purchase option. Most have their individual flaws but none of the vehicles featured in the comparison had glaring omissions.

Money talks, so haggling and test driving the lot are the only way to find which vehicle suits your situation the most.

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

CarAdvice has spent the best part of the week evaluating six of the best selling cars in the large car segment, including as an Australian first, a comparison with the new Holden Commodore Calais V-Series featuring the new SIDI V6 engine.

The cars were put through a barrage of tests, ranging from ride and comfort through to performance tests.

For more, check back on Friday when the full details are revealed.

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

Offering high comfort levels, generous space and a distinctive design this long wheel base wagon features a roof line that forms a moderate arch give the vehicle well-balanced proportions, as well as an optimum combination of passenger and luggage compartment dimensions.

Key dimensions of the Superb Estate:

• Overall Length: 4838mm
• Overall Width: 1817mm
• Overall Height: 1510mm
• Cargo Capacity: 633/1865 litres

Also for the first time, the Skoda Estate will be available with the KESSY system for starting, unlocking and locking the vehicle without using a conventional key. Instead, an impulse transmitter communicates with the vehicle’s control unit and unlocks and locks the doors upon touching the door handle. The engine is started and switched off by pushing a button placed on the right side of the steering wheel column.

“Superb Combi is yet another excellent vehicle by Skoda. Combi version of the Skoda Auto flagship illustrates ongoing development efforts of the company,” said Reinhard Jung, Skoda BOD Chairman. “With its specific design so typical of Skoda, outstanding spaciousnes and several Simply clever innovations it extends the tradition of Skoda Auto.”

The engine portfolio of the Superb Estate is identical with that of the Superb Sedan as recently tested by CarAdvice.  All of these engines are based on direct fuel injection for low fuel consumption and emission values. The latest generation of the Haldex transmission will be featured in the all wheel drive versions of the vehicle.

Superb Estate will also be available with an optional electrically controlled two-piece panoramic sunroof.

The Skoda stand at Frankfurt will also see the brand showcase its new Yeti, Octavia LPG and newly revised Roomster design packages.

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

The big car’s not dead, but the big engine might as well be.

Models Tested:

• 2009 Skoda Superb MkII TDI Elegance; 2.0-litre, four-cylinder, turbo-diesel; six-speed DSG automatic; hatch – $48,990*
• 2009 Skoda Superb MkII TSI Elegance; 1.8-litre, four-cylinder, turbo-petrol; seven-speed DSG automatic; hatch – $45,990*

Options (As Fitted):

• Metallic Paint $990; Six-CD Stacker $790; Park Distance Control $590; Satellite Navigation $2890

Rear legroom; boot space; capable TDI engine; value
Torque on TSI model; option pricing; ambiguous styling

CarAdvice Rating:

Words: Matt Brogan Photography: Paul Maric

Seldom does a car’s name actually describe its nature in any way at all, I mean think about it, the Fiesta is hardly a celebration of life, the Colt is by no means a young male horse and the Camry, well just what does that mean anyway?

However, when it comes to describing Skoda’s latest long-wheelbase hatch, more apt a word could not be considered than its own name.

Now before I get down to the nitty-gritty, let’s tackle the big one first, Superb’s ambiguous, and slightly ungainly looks.

The Superb is a car truly built for function. It’s shape and design, while unlikely to win any beauty pageants, does make an incredible amount of sense once you open the doors and step inside.

Inside all the odd, out of place curves and awkward lines allow Superb an incredible amount of space. There’s lengths of legroom, hectares of headroom, and a boot that just seems to go on forever.

More than this the Superb offers an elegant ambiance and a level of comfort that, were you to remove the badges, could easily be considered on par with German rivals that sport a much heavier price tag – and all this before even turning the key.

A quick glance around the sensible, contemporary styled cockpit and you’ll find standard features that are sure to impress, and should you have deep pockets, an option list that will make the Superb the envy of all your friends.

As standard equipment Superb offers dual-zone climate control; trip computer; self dimming centre and wing mirrors (which are also electrically operated, heated & self-folding); single-CD tuner with auxiliary input, SD card reader, 10GB hard drive and steering wheel mounted remote controls; cruise control; auto headlamps and wipers; remote keyless entry; and electrically adjustable front seats with three memory positions and lumbar support.

Functionality is simplistic, intuitive, and the driving position excellent, especially when you consider that most long wheel-base offerings are designed purely to pamper those in the rear seat, though I’m not for a moment suggesting the Superb fails to do exactly that.

The rear pew is a veritable acreage of space and with seat heaters as standard, a centre armrest with ski hatch – and even an umbrella holder in the door – is a rather cosy and practical proposition as well.

Road noise is acceptable at 71dB at 100km/h, though personally speaking, a little more sound insulation wouldn’t have gone astray given the coarse chip asphalt found on most of Victoria’s roads.

In terms of ride we found that, thanks to a strut front, multi-link rear suspension arrangement, Superb’s comfort levels drew many favourable comments from even the most die hard German car enthusiasts who happened to grace the back seat.

Best yet, the compliant ride has done little to impede on the car’s handling with the Superb managing impressive levels of stability and responsive steering even when driven to a level one would not accustom with a vehicle of such decadence.

Over the course of a fortnight we were fortunate enough to test two offerings from Skoda with both the 2.0-litre TDI, or turbo diesel, and 1.8-litre TSI, let’s just say turbo petrol for simplicity’s sake, availed.

For my money the TDI is the pick of the pair with a requisite 350Nm of torque on hand quite low in the piece and smooth shifting six-speed DSG transmission.

Performance is quite capable for the car’s purpose and manages brisk, almost lag-free acceleration from standstill. Overtaking too makes highway travel a confident affair, even with a car full of people and luggage.

The TSI model is similarly impressive and manages to hold its own in city traffic, thanks primarily to the wallop of torque being available from just off idle and the additional cog of the petrol model’s slippery seven-speed DSG.

Fully loaded the petrol Superb is kept a little busy in the gears, and high in the rev range when tackling steep hills, but it’s not that you’d notice. The gearbox is meticulously smooth with no hunting or muddled grabs for low gear evident. In fact with the exception of a slight stumble off the mark, I’d even go so far as to say the ‘box is one of the best I’ve driven this year.

Fuel economy returns are impressive whichever option you choose and, given the TSI model can run on 95RON petrol quite comfortably, make the economics of the situation a matter of clarifying your priorities. For the record, our week in each vehicle returned 8.7 litres per 100 kilometre and 7.2L/100km for the petrol and diesel respectively.

As is becoming the trademark for most large Skoda’s of late (think Octavia) the Superb features a versatile split level boot that sees the car transform between a large sedan or a large hatch at the push of a button.

Cargo capacity is a capacious 565 litres when used as an ordinary boot and can be expanded to a cavernous 1670 litres with the 60:40 split fold rear seats down and cargo cover removed.

Safety comes courtesy of front, side, curtain and driver’s knee airbags as well as ESC with Traction Control and ABS brakes with EBA and EBD. The Superb scored the highest possible five-star rating in stringent EuroNCAP crash testing.

With these remarkable lower capacity engines proving themselves as both capable and efficient in either petrol or diesel guise, the large car equals large fuel bills challenge is dead in the water when it comes to Superb.

When you consider the value on offer, this is one large car certainly worth a look in.

*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:

• Chrysler 300C
• Holden Statesman

Specifications (Diesel):

• Engine: 1968cc DOHC four-cylinder (16-valve)
• Power: 125kW @ 4200rpm
• Torque: 350Nm @ 1750rpm
• Induction: Turbocharged & common rail
• Transmission: Six-speed DSG
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 220km/h (Claimed)
• 0-100km/h: 8.8 seconds (Claimed)
• CO2 Emissions: 182 grams per kilometre
• Fuel Consumption: 6.9 litres per 100km (ADR combined)
• Fuel Consumption: 7.2 litres per 100km (as tested)
• Fuel Tank Capacity: 60 litres
• Fuel Type: Diesel
• ANCAP Rating: Five-star EuroNCAP
• Airbags: Front, side, curtain & driver’s knee
• Safety: ESC with Traction Control
• Spare Wheel: Space saver
• Suspension: Strut (F)/Multi-Link (R)
• Cargo Capacity: 565 litres/1670 litres
• Tow Capacity: 1500kg (braked)
• Turning Circle: 11.5 metres
• Warranty: Three-year/unlimited kilometre
• Weight: 1698kg (tare)
• Wheels: Alloy 17×7.5-inch (Elegance)

Specifications (Petrol):

• Engine: 1798cc DOHC four-cylinder (16-valve)
• Power: 118kW @ 4500rpm
• Torque: 250Nm @ 1500rpm
• Induction: Turbocharged & direct injection
• Transmission: Seven-speed DSG
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 220km/h (Claimed)
• 0-100km/h: 8.5 seconds (Claimed)
• CO2 Emissions: 200 grams per kilometre
• Fuel Consumption: 8.4 litres per 100km (ADR combined)
• Fuel Consumption: 8.7 litres per 100km (as tested)
• Fuel Tank Capacity: 60 litres
• Fuel Type: 95RON petrol
• ANCAP Rating: Five-star EuroNCAP
• Airbags: Front, side, curtain & driver’s knee
• Safety: ESC with Traction Control
• Spare Wheel: Space saver
• Suspension: Strut (F)/Multi-Link (R)
• Cargo Capacity: 565 litres/1670 litres
• Tow Capacity: 1500kg (Braked)
• Turning Circle: 11.5 metres
• Warranty: Three-year/unlimited kilometre
• Weight: 1647kg (tare)
• Wheels: Alloy 17×7.5-inch (Elegance)

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