NEW CAR NEWS Last updated August 2010 Copyright AEM
Exclusive new model reviews and road tests by Paul Blank Copyright - Paul Blank
Alfa Romeo MiTo - Aston Martin V12 Vantage & DBS Volante - Lamborghini Gallardo Valentino Balboni - Toyota Prius 3rd Generation - Mercedes-Benz S320 CDi - Lexus RX350/450H - BMW Z4 35i - Volkswagen Passat CC V6 FSI - Volkswagen Golf 118 TSI - Mitsubishi Lancer Ralliart Sportback - Audi Q5 3.0 TDi quattro - Lexus IS-F V8 - Volvo XC90 V8 Sport R-design - Mercedes-Benz ML320CDi - Audi S3 Sportback - Rolls-Royce Phantom Coupe - Audi A4 1.8 FSI Avant - Maserati Granturismo - Lexus LS460 - Mini Cooper S - BMW 135i Coupe - BMW X6 - Mitsubishi Lancer EvoX - Volkswagen Touareg R50 - Fiat 500 - Volvo C30 2.4S - Nissan GTR R35 - Skoda Roomster TDI - BMW 850i Convertible - Peugeot 207 XT HDi Touring - Bentley Flying Spur - Elfin MS8 Clubman - Mitsubishi Lancer VRX - BMW 320d Touring - Mitsubishi Pajero VRX & Exceed LWB Wagons - Skoda Octavia 1.9 TDI - Audi A6 2.0 TFSI - Renault Espace 2.2 dCI - Audi A4 3.0 TDi quattro - Chrysler 300C Touring - Porsche Cayman S - Skoda Superb V6 - Lexus IS250C convertible - Hyundai Santa Fe Highlander CRDi - Mercedes-Benz E220 CDi - Volvo XC60 D5 - Hyundai i45 - Audi A6 2.7 TDI - Mercedes-Benz E350 Wagon - Audi A5 Sportback 3.0 quattro - Skoda Octavia Scout - Mitsubishi i MiEV - Volvo C30 T5 R-Design - Toyota Rukus - Mercedes-Benz CLC 200K - Mistubishi Outlander XLS
Mitsubishi Outlander XLS - Tested
There are two breeds of SUVs. Those which are big, tough 4WD machines, Landcruisers, Pajeros, Patrols and their like. Not necessarily all that pleasant to use around town, but when taken off road, they excel. Then there are the more road-friendly machines. At one extreme Porsche Cayennes, BMW X5s and Range Rover Sports. But at the more accessible end of the market there's a proliferation of models to choose from where on-road is more important than off-road.
One of the nicer offerings in this category is Mitsubishi's Outlander. The popular model received an update a little while ago, bringing the front styling in line with the Lancer, which it shares some underpinnings with. And it looks pretty good. Interestingly Peugeot and Citroen have an arrangement with Mitsubishi where they take versions of the Outlander for certain markets with different front styling and engines.
We tested the XLS version. With the Luxury Option Pack, it's packed with all the luxury goodies Mitsubishi can throw at it - a fold down DVD player for rear passengers, 18-inch alloy wheels, glass sunroof, sat nav, a huge Rockford Fosgate sound system, and heated, powered, leather seats. It also has rain sensing wipers, auto headlights, and a reversing camera as well as a cool box and smart key. All in all, there's not much more you could want.
Mechanically, it features Mitsubishi's willing 2.4-litre four, mated (optionally) to a CVT transmission with 6 'modes' available by paddles or the console shifter. Unless you're new to CVT and the 'slipping clutch' sounds, the system works very well and is nicely suited to the engine's characteristics. Compared to its Pajero or Challenger siblings, the Outlander is positively sporty. It can even be fun to punt around a bit - something foreign to many similar offerings. Mitsubishi has done well with the Outlander, the mix of ability, equipment and drivability making a winning combination.
Cheaper versions and larger-engined V6 Outlanders are also offered.
VITAL STATISTICS
Engine type: 2359cc 4-cylinder
Power: 125kW
Torque: 226Nm
Transmission: 6-mode CVT automatic with paddles, or 5-speed manual
Price: $40,490 at time of review
Text & photo - Paul Blank (copyright)
Mercedes-Benz CLC 200K- Tested
This is the Evo Edition version of the long running small Mercedes coupe. That means, it's loaded with goodies including the panoramic glass sunroof, attractive 18-inch AMG alloy wheels with low-profile tyres and dark tinted 'privacy glass' at no extra cost. Which at $65,900 for the 2-litre supercharged coupe is a pretty attractive price.
The CLC began life an automotive generation ago with a different name and different styling at its extremities. As the Sportcoupe launched in 2001, it was based on the previous C-Class (nothing wrong with that) but as the C-Class changed completely, this car has been upgraded without benefiting from the wholesale changes that the completely new C-Class saw.
Certainly the update makes a far better looking car of it. The dynamic front end styling suits the pronounced wedge shape of the car better than in the earlier version. It's at the high back of the car where its biggest problem now lies. The earlier model had a small, secondary vertical window built in to the tailgate. With the update, this has been deleted, and while it may look sportier and more modern now, it means the CLC has appalling rear vision. Really, it's quite dangerous. You can't see much out of the raked rear window - the roof of a car a few car spaces behind, provided it's not a low sports car. And the poor view out the internal rear-view mirror, more than 50% of what you see is the interior of the car - and not much out the slot-like rear window. It makes lane-changing a risky proposition.
That criticism aside, it's a pretty likeable car. Inside is pure Mercedes-Benz, meaning well laid out controls, with logical operation, easily readable instruments and a good quality feel of solid construction. The front seats are a bit odd, in that the base is too flat and unsupportive of your thighs, but the backrests are beautifully formed and body hugging. The 2-tone upholstery materials in the car we drove was very nice too. It's of a material called Artico, which Mercedes-Benz describes as "man-made leather". Remember, that this company has a decades long history of making extremely good quality artificial upholstery materials. The rear seats, hard to get to for an adult as with any coupe, are adequately comfortable, and allow almost enough headroom for a 6-footer. The rear section of glass roof helps alleviate any feelings of claustrophobia.
There's a decent size boot, flip down split rear seats adding to the flexibility. Even the two-tiered glovebox is quite spacious.
On the road, be assured the CLC 200K is not a sports car. It handles well enough, the roadholding via the low-profile tyres is excellent, but the car just doesn't engender a feeling of sportiness - it doesn't make you want to throw it around a corner, do any late braking or rev the engine especially high... Performance from the engine is reasonably good - there's a rich stream of power there, but it's not a blast of acceleration. The 0-100km/h time of 8.7 seconds supports this.
The ratios of the 5-speed automatic transmission can be accessed by paddles mounted behind the steering wheel, but they give pretty slow response and really add nothing to the sporty nature of the car. Left in auto, the transmission changes smoothly and kicks down quickly enough.
Loaded with ABS, ESP and Brake Assist as well as a full suite of airbags the well-equipped CLC also boasts parking proximity detectors front and rear, automatic headlights, cruise control and a decent 'multi-media' system.
This car's natural enemy would be the BMW 332i Coupe, with similar power (the BM has 5kW more), torque (the Merc has 20Nm more) and performance, and while the BMW may be a bit more sporty, the Mercedes is a bit more chic - and significantly, around $15,000 less than the less well-equipped BMW.
VITAL STATISTICS
Engine type: 1796cc 4-cylinder supercharged
Power: 135kW
Torque: 250Nm
Transmission: 5-speed automatic with paddles
Price: $56,900 at time of review
Text & photo - Paul Blank (copyright)Toyota Rukus - Tested
Toyota may be the last company you think of for an off-beat car, but the Rukus comes from the company's Scion range marketed in the USA, which aims to sell cars to a youth market. The models are also sold in Japan, where anything a bit out of the ordinary gets a strong following. But in Australia, aside from the Prius, Toyota is known for its down to earth, un-challenging cars. And there are plenty of buyers for those - probably not including you as a reader on this website.
The Rukus sits on a modified Corolla platform, and benefits from having a 2.4-litre VVTi engine much as you'd see under the bonnet of a Camry. So while this blocky looking little number appears to have no sportiness, in fact, it goes surprisingly well. Better than either a Corolla or Camry. It's only available as an automatic, for which it gained some criticism in the media, but I don't really see that as a problem. The Rukus can be almost sporty sometimes, the willing engine allowing you to get some benefit from giving the car a bit of a hurry-along.
It handles very well, with much flatter cornering attitudes than you might first expect. Stability and traction control as well as ABS brakes are standard fitments. But I'm not sure many Rukus buyers would really care.
The styling is certainly unusual, though it's not the first of its kind in Australia - the Kia Soul has that honour. These boxy shapes have been popular in Japan for several years, with the Nissan Cube having been the longest-established success among them.
So what does a car like this really offer? Space? Yes, there's plenty of space for five adults. Economy? Not really a strong-suit. Individuality? Yep, that's it. Again, not something you normally associate with Toyota, but here it is... an in yer face Toyota. It's perfect for the people who've previously bought a Chrysler PT Cruiser, which offers a similar sort of package.
The low roofline and high-ish driving position seem to work in combination. You sit higher than in a normal sedan, but not as high as in an SUV, and that's good (especially from the point of view of the women who will buy most of these). The front seats are especially comfortable, supportive and plush. The dashboard layout is unusual, with centrally mounted instruments atop the dash. Otherwise the interior is quite lacklustre, with a variety of hard plastic finishes, all in dull shades of black. The top of the range model features a huge glass sunroof which helps alleviate the claustrophobic tendencies of the dominating black. Some bright red carpet floormats would give a huge boost here.
Toyota offers a selection of optional body graphics which can elevate the exterior style to a different level, but the big question is, how many people will be brave enough to order them? The Kia Soul has a vast range of such options, but you never see a car wearing any of it. Why? Probably because the dealers order plain cars. To sell these cars to the target youth market, the dealers should follow the manufacturer's lead and have some up-specced demos on their fleets to inspire buyers. Otherwise the niche these cars will sell in will be very, very small.
While I had the car it certainly got a lot of attention - from a very wide range of people. Perhaps because it's new on the market, but undoubtedly because of the unusual shape, which many people likened to a Hummer. Well, it's nowhere near as big or unwieldy as a Hummer.
All three versions of the Rukus are generously equipped. Even the base $27,490 Build 1 includes power steering, air conditioning, power windows, locking, 6-speaker sound system, cruise control, keyless entry, Bluetooth and iPod connectivity and alloy wheels. Privacy glass is fitted on all versions, which I think is of dubious value. As you go up the range (all are the same mechanically) to Build 2, you gain "leather accented" trim, dual-zone air conditioning and more speakers and a few other minor goodies. The Build 3, which was tested for this review, gets the panoramic tilt and slide glass sunroof.
VITAL STATISTICS
Engine type: 2362cc 4-cylinder petrol
Power: 123kW
Torque: 224Nm
Transmission: 4-speed automatic
Price: $31,790 at time of review
Text & photo - Paul Blank (copyright)Volvo C30 T5 R-Design - Tested
Now here's a really stylish Volvo... once upon a time that would have been an unlikely statement, but not with this little number. Volvo has recently treated the C30 to a facelift and it's done the car the world of good. As I sat in traffic today I could hear two guys in a hot Commodore next to the Volvo conversing "Hey, it's a Volvo!" exclaimed one, to which his driver replied "That's really cool." And they are right.
Volvo has recently begun selling the updated version of their small coupe, and the facelift really worked. With R-Design Volvo adds colour coding of parts normally black, with deeper side skirts, 17-inch alloy wheels and minor details such as aluminium-colour trim sections around the foglamps and on the mirrors as well as twin tailpipes, and it makes the sleek coupe look very sporty. The shape is pretty good anyway, though the styling at the back is overly complicated and messy. The deep rear window glass harks back to Volvo's classic 1800ES of the early 1970s.
That window, though is the cause of the C30's biggest failing - a tiny and inaccessible boot. There's a clumsy cover, with a lift up flap, which gives restricted access to a space not generous enough for a big suitcase. You can unclip the cover giving marginally better access, which helps. The floor is high, even with a space-saver tyre underneath. Clearly load carrying wasn't a design requirement - and Volvo makes some excellent wagons if that's your priority.
Inside, the cabin has a sporty feel, with excellent front seats, nicely trimmed in a combination of leather and what Volvo calls Lecsand - which sounds like Ikea-speak for vinyl - but it's nice. The driving position is low and sporty, but it's not a hard car to get into or out of. There's Volvo's trademark 'floating' console, with a different finish for each version of C30.
On the road the lusty 5-cylinder turbocharged engine really delivers. There's smooth power and decent torque right through the rev range, and performance aplenty when you give it a bit of welly. And that's one of the most satisfying aspects of the C30 T5, the acceleration and ease of performance. If you really get up the car, the handling and braking are amply capable of handling the power. There's a slightly surprisingly reassuring level of fun to be had from this car. The chassis is excellent, the engine is strong, and in a marketplace short on sporty coupes, it is a compelling package. Well done Volvo.
VITAL STATISTICS
Engine type: 2435cc 5-cylinder turbo petrol
Power: 169kW
Torque: 320Nm
Transmission: 6-speed manual
Price: $47,150 at time of review
Text & photo - Paul Blank (copyright)Mitsubishi i MiEV- Tested
So this is the future... Maybe not exactly the future of motoring, but certainly a pretty good indication of a direction many of us will be taking. Mitsubishi has taken the lead, becoming the first mass market company to roll out a fully electric car for Australian buyers.
It's not a cobbled-up concoction or a compromised half-baked effort. It's the real deal. There are two versions of the i - a petrol engined model, by far the bigger seller in the home market, and the MiEV "Mitsubishi Innovative Electric Vehicle". The petrol version is very much inspired by the Smart Fortwo, with its little engine down between the rear wheels and an upright, one-box shape - albeit with four doors. Nothing at all wrong with that for a city car. The electric version was developed alongside the petrol car and loses nothing of the practicality of the petrol car in everyday use - with the exception of on road range. The other downside is the cost, which I'll get to shortly.
Mitsubishi has a challenge ahead of it (as will other companies offering electric vehicles) to change the motoring environment to allow for charging stations in the infrastructure. For private buyers a single-phase plug is all that's needed - not hard or expensive. The real future for these cars though is for government departments - where cars are used only for short city runs and can be charged overnight. If quantities of such cars are bought, then appropriate charging facilities need to be set up. Paris and London are already installing such stations on footpaths and in carparks. But in Australia, the most urbanised country in the world, we have an abundance of off-street parking which places like Paris and London don't have.
Then there's the curly question of where the power is coming from, and in Australia, that's predominantly from coal - not an entirely clean option... When renewable energy sources supply electricity, then the i MiEV will be able to be run as a completely emission-free car.
Mitsubishi part owns a factory manufacturing lithium-ion batteries suitable for electric cars, which just can't keep up with demand. In fact that's a limiting factor for many electric cars at present. The 88-battery pack fits unobtrusively underneath the car.
Fully charged the i MiEv is supposed to be capable of 160km - that's if driven very gently. At the other extreme, if you're a lead-foot, 100km is your limit. But for city use, that's still pretty reasonable. There are fast charge capabilities for an 80% charge in 30 minutes. Mitsubishi will confidently offer a 10-year, 150,000km guarantee on the batteries.
The car weighs 1080kg, of which 200kg is the batteries. Nevertheless, performance is very acceptable. There are three different modes, D, E and B - Drive, Eco and Brake mode. Drive is what almost any driver would use all the time. It gives good performance, decent acceleration when needed, but uses power the most quickly. The Eco mode restricts power use, but also restricts performance. I suppose if you spent a lot of time in traffic jams or like the idea of driving slower than anyone else (sadly there are many who already do), that could be useful. Then there's Braking, which uses regenerative braking to recharge the batteries, but it feels like you're towing a boat. A big one. Lift of the accelerator pedal and the car drastically slows to walking pace, even without touching the brakes.
The i MiEV is beautifully quiet, like an electric car should be - and I found that to be one of the pleasures of driving it. You can achieve that silent, no engine noise driving briefly in a Prius, but in impossible circumstances that are not useful in the real world. It's genuinely fun to scoot around in and the finish and equipment levels are fine for a small city car. Equipment includes air conditioning, power windows and alloy wheels.
Mitsubishi's aim is to sell the car to government fleets and large organizations initially. The two reasons are availability and cost. Mitsubishi Australia considers themselves lucky to have persuaded Japan to allow some production to come our way - demand at home vastly outstrips production. The cost is another factor - and a big one. The estimate is that these cars will lob for between $60,000 and $70,000, and however you look at it that's big money for a little car.
While it may be easy to say that nobody will stump up that sort of money for a little city car, consider that plenty of people pay $40,000 for a Prius when they could buy a Corolla for half the money. I say good on Mitsubishi - good luck to them.
VITAL STATISTICS
Engine type: Electric, with 16kWh lithium-ion batteries
Power: 47kW
Transmission: effectively automatic
Price: $60,000-70,000 estimated
Text & photo - Paul Blank (copyright)Mercedes-Benz E350 Wagon - Tested
Some people are ardent Mercedes Wagon fans - and it's not hard to understand why. Beautifully built and with great attention to detail, these German wagons have provided exceptional practical motoring since the first generation TE was introduced in 1977.
For those people who don't find it compulsory to buy a four-wheel-drive truck if they require more space than a sedan, there are precious few wagons left on the market today... and fortunately Mercedes-Benz offers one of the best. It's not cheap, but the E350 is quite comprehensively equipped and certainly not a bare bones Merc like you used to be able to buy years ago. There is only one version available in Australia at present - with the two different trim levels offered.
They feature the excellent 3.5-litre V6, mated to an exemplary 7-speed automatic transmission. The variable double overhead valve camshaft engine produces syrupy smooth performance - plenty without being a supercar (there's always the AMG E63 for that) and without ever leaving you wishing for more go. On country roads this car excels. And around town it's a very easy car to use. In fact the E350 Wagon was very hard to part with after our review period...
The handling and roadholding are far beyond what most people would expect from a wagon. It's always confidence inspiring, even when you're pushing it. Turn-in and steering response are not the greatest aspects of the car, but most certainly not bad in any way.
The E-Class is a leader in safety today, probably out-gunning every other car on the market, regardless of price.
Inside there's all the luxury and comfort anyone could require - and an obviously very high quality of build. There are no rude surfaces or unpleasant parts when you fold the seats down for example. Everything works well and the most fussy or critical of users (like me) would be well satisfied.
To drive your family across Australia (OK, or any continent), the E350 Wagon would be pretty hard to beat. This is a car you could buy and drive daily for a decade - in absolute comfort, safety and confidence that Mercedes has found their way again in building desirable, high quality cars.
VITAL STATISTICS
Engine type: 3498cc 6-cylinder petrol
Power: 200kW
Torque: 350Nm
Transmission: 7-speed automatic
Price: $138,100 at time of review
Text & photo - Paul Blank (copyright)Hyundai i45 - Tested
Hyundai boasts being the world's fifth largest, fastest growing and most profitable car company. Replacing the competent but completely unmemorable Sonata, Hyundai has made a brave move to reposition their new i45 as a segment leader by being a far more luxurious and modern model. We drove the new i45 at its launch around Brisbane and came away impressed.
Tackling the popular category dominated by Camry and Accord is a challenge. Buyers are generally conservative, but Hyundai has taken the view that moving forward, they need to move the game on, and not produce porridge like some of their competitors do... Mazda has taken the lead with its modern 6 and Hyundai should take comfort in the Mazda's huge success.
Whet gets your attention first is the sleek, modern styling. It's well proportioned and has some beautiful detailing, making it the most attractive among its competitors to this writer's eyes. Styled at Hyundai's facility in Irvine, California, the chief stylist Andre Hudson (pictured) was on hand at the launch and spent some time with this writer describing the process. Hyundai's international design centres submitted proposals and the American concept was selected. Only a year and a half in gestation allowed a fresh design to come to market quickly. The drag co-efficient CD of 0.28 is impressive.
At launch, the i45 was available in two versions, Elite ($34,490) and Premium ($37.990), with a price-leader Active to follow soon - at $29,490 for the 6-speed manual and $30,990 for the automatic. They share a 2.4-litre 4-cylinder motor of the same specification in all i45s. Pricing and technical specification makes the car very competitive.
All versions are very well equipped - the automatic transmission is a new 6-speed unit - which performed faultlessly on test, with smooth and quick changes. The start up models boast smartkey, a full suite of 6 airbags, leather trim, electric seat adjustment, 17-inch alloy wheels, flourescent instrumentation, rain-sensing wipers and plenty more on the spec sheet. Hyundai's aim is to give it the highest specification of any mid-size, mid-priced sedan on the market.
To drive, the car impresses primarily in two areas. First, is the impression even on testing roads that the car is very solidly manufactured. The fit and finish are extremely good, and there's nothing that rattles or looks like a poor finish. The second area is the overall impression of comfort - it's quiet, with some road roar on very coarse surfaces, and the engine noise is well supressed too. The front seats are exceptional, which you haven't always been able to say about Hyundais...
It's not a sporty car, but then the buyers attracted to this part of the market obviously aren't after a sporty car. Engine power and torque (top of the class among its competitors) are certainly adequate, but when overtaking on country roads it gets a bit breathless. Handling is nice and flat but the steering is a little dull - not that most buyers would notice, or even care. The i45 is an easy car to use, all the controls are straightforward and there doesn't appear to be any surprises or operating challenges. I doubt though, that people will utilise the key holder hidden away in the armrest box - just too hard to get to. I suppose most people will leave the key in their pocket or dump it on the console.
The suspension is significantly different for the Australian market, where the company expects to sell 4000 units by the end of the year. In the US and Korea where the car is already available, it's been a major success - so we should expect the same here.
VITAL STATISTICS
Engine type: 2359cc 4-cylinder with variable valve timing
Power: 148kW
Torque: 250Nm
Transmission: 6-speed automatic
Price: From $29,490 at time of review
Text & photo - Paul Blank (copyright)Audi A5 3.0 TDI Sportback - Tested
Audi isn't a company averse to trying something new. The original Quattro, the aerodynamic 100 and the powerful RS models have illustrated Audi's ability to think outside the square. While other German makers are marketing 4-door, low-roof sporting sedans (for example the Mercedes-Benz CLS and Volkswagen Passat CC), Audi has taken a different approach by making a 4-door hatchback version of its sporting coupe the A5.
And a successful job the stylists have done of it too. The bodywork is handsome, lithe and the shape balanced - probably even moreso than the 2-door coupe.
The top model A5 Sportback marketed in Australia features the 3.0-litre turbodiesel engine and Audi's brilliant quattro all-wheel-drive system (though for $40,000 more there is the S5 Sportback). The whole A5 and S5 range includes coupes and Cabrios with engines spanning 2-litre turbo 4-cylinder units up to stonking 4.2-litre V8s... All Sportback models enjoy the quattro system.
The S-tronic transmission is a 7-speed unit allowing paddle or gearshift operation as well as fully automatic mode.
The 3-litre turbodiesel engine in this car is a masterpiece. With deep, rich reserves of torque, the engine provides ample performance in town or on the highway. While a power output of 176kW isn't vast, the torque at 500Nm most certainly is. At start-up there's just a little diesel rattle audible - if a window is open - the rest of the time anyone would be hard pressed to guess the fuel type from the noises from the car.
6.1 seconds 0-100km/h is quite decent for a 1700kg car (unladen), but it's at freeway speeds or on country roads that the car excels - imagine how good it would be on an unrestricted autobahn... The car's roadholding is another highlight, even in wet weather, with the sophisticated quattro system giving justified confidence.
Inside, the Sportback continues Audi's well-acknowledged extremely high quality interior design and assembly. It's unquestionably impressive. A full compliment of airbags - adaptive and with seat position recognition, and seatbelt pre-tensioners are among the safety elements. While the rear seats are a bit flat and compromised, those in front are exceptional. The boot is also usefully cavernous - even before the rear seat is folded.
The options list is almost endless. Along with other makers, Audi also offers lane departure warning and blind-spot assistance as well as self parking. Nonsense really for any half astute driver - and Grandma is unlikely to buy an A5 Sportback... The 17-inch alloy wheels fitted standard are attractive (and not a chore to clean), but Audi offers some striking looking 19 and 20 inch options. I'd be tempted...
In fact the whole package is pretty tempting. Diesel economy in a stylish, mid-sized, practical hatchback, with strong performance, exceptional roadholding and Audi quality. It makes a pretty compelling pitch for itself.
VITAL STATISTICS
Engine type: 2967cc V6 turbo-diesel
Power: 176kW
Torque: 500Nm
Transmission: 7-speed Tiptronic
Price: $101,400 at time of review
Text & photo - Paul Blank (copyright)Skoda Octavia Scout - Tested
For reasons I don't really understand - and I've tried -many Australians are dedicated buyers of Subaru AWD wagons. There's nothing especially wrong with these cars, but they're like a uniform in some rural areas, such as the Southern Highlands in NSW.
Now there's a valid alternative - Skoda's useful Octavia Scout. While the Skoda name is slowly gaining acceptance in Australia and Skoda products are seen as unusual, in fact the Scout is far less off-beat a design than the much loved Subarus. It's a straightforward design mechanically, using parent company Volkswagen's 2-litre turbo-diesel engine and 4-wheel drive with Haldex clutch.
Perhaps the most limiting aspect for sales is that the Scout is only available as a 6-speed manual at present. Whilst the gearbox works perfectly well, many buyers in this car's category will prefer automatic.
Based on the front wheel drive Octavia wagon, the Scout gains more than just taller suspension and four-wheel-grip. There's underbody protection, wheelarch and sill extensions and 17-inch alloy wheels. Inside a few mainly decorative items spell out that it's a Scout and there are trim differences over its sibling.
The Scout has a decent luggage area, expandable of course, and comes with roof rails standard. There's a storage tray under the passenger seat and a useful cargo net in the boot. Usefully, the front console box and the glovebox are both cooled. Six airbags are fitted. Power windows, cruise control, rain sensing wipers, auto-dimming mirror, heated front seats, parking sensors, dual-zone climate control and an 8-speaker 6-disc CD and MP3 player are part of the picture of a pretty comprehensively equipped car.
Octavias benefited from a facelift about a year ago and they remain a smart looking if inoffensive design.
Whilst there are not many car-based 4WDs on offer in Australia - mostly SUVs, the $36,490 Scout compares favourably with its main opposition on specifications and price. Subaru's Forester costs about $5000 more for an equivalent spec car (though they do offer cheaper versions) and the larger Subarus are more pricey of course. Peugeot's upcoming 3008 is expected to start just a little higher than the price of the Scout. And there's not much more like it, without going to taller SUVs.
The Scout is solidly put together, well equipped and a good drive - surely it should see decent sales - if only people can come to grips with the Skoda name.
VITAL STATISTICS
Engine type: 1968cc 4-cylinder turbo-diesel
Power: 103kW
Torque: 320Nm
Transmission: 6-speed manual
Price: $39,490 at time of review
Text & photo - Paul Blank (copyright)Audi A6 2.7 TDI - Tested
Audi’s full-size sedan is not new, but is most certainly ageing with grace. A subtle update to the A6 has given it a new lease of life. The styling at the back and front of the car have been brought up to date with Audi’s current look, and with little effort, the German designers have kept the A6 looking up to them minute. It’s pretty much what people perceive a large Audi to be – and that’s no bad thing.
It’s a beautifully styled car in a simple kind of way. The lines are very clean, there’s no radical angle to the side windows and no dramatically angled crease lines (which other German other makers are prone to currently). The windows are large, vision out is unimpeded and there’s a rare feeling of spaciousness front and rear in the cabin.
Nine versions are offered on the Australian marketplace now, ranging from a turbocharged 2-litre, 4-cylinder model to the high-performance RS6, in sedan or wagon configuration. We tested the V6 2.7 TDI turbo-diesel sedan, which features the middle of the three diesel units offered. The smallest is a 2-litre turbo 4-cylinder, the larger unit is a supercharged 3-litre V6. A range of petrol engines peaks with a spectacular twin-turbo V10.
Of course it’s torque, not power which is the important figure from a diesel engine. For those unaccustomed to driving modern diesel cars, you need to adapt to a driving style where you rely on the torque – of which there’s plenty in this Audi.
Performance is more than adequate, with the acceleration time for 0-100km/h being 7.9 seconds, which is comparable to the opposition. For those needing to go faster, the 3-litre A6 diesel runs up to 100km/h in just 6.8 seconds – and a RS6 takes a mere 4.5.
There’s little of the diesel clatter for which these engines were known in days gone by, and it’s just audible on start-up. Once you’re on the move you’d barely know it was a diesel. Around town the engine performs smoothly and the transmission seamlessly, the only criticism being that the ride sometimes seems a little hard.
On the highway and in the country the A6 comes into its own. The engine purrs and offers plenty of overtaking performance. The car strides along beautifully with excellent isolation from road noise and wind noise.
Inside the A6 the styling theme of clean simplicity continues. While the look is still luxurious, it doesn’t rely on being overdone, which leads to a serene and comfortable feeling inside the car. The finish is exemplary – nobody this side of Bentley makes a higher quality interior than Audi, and you just can’t fault this car.
It feels spacious and comfortable front and rear and the level of equipment leaves little anyone could wish for. The options list does include items such as power assisted door closing ($1400) and TV ($2672), but standard, it’s a pretty well equipped car and includes leather upholstery, Sat Nav, adaptive cruise control, sensor operated wipers and lights, electromechanical handbrake, automatic dimming mirrors and parking sensors.
The standard audio system boasts ten speakers and the optional BOSE Surround Sound System is thoroughly impressive. It processes and compensates for any extraneous ambient noises.
The system for operating the many functions (navigation, audio, climate, settings, etc) is relatively straightforward and logical, with the interface between the console-mounted controller and screen quite good. In a time when you need to study a course to operate some cars (some Lexus models have almost 1000 pages of instruction books), the instrument panel is uncomplicated yet offers all the information a driver might want.
It’s an easy car to just jump in and drive, without any hidden tricks to be learned. And at any time on the road the car keeps its composure, even when you’re pushing hard, as a proper luxury car should do. It’s comfortably enjoyable to drive, without being exciting – that’s left to the high performance models in the A6 range.
Probably the greatest feature of this car is the supreme quality of its build and finish. The A6 boasts a quality beyond most of its higher priced competition. There is precious little to criticise about the A6. Even the pricing is very attractive compared to its opposition. Today Audi isn’t an ‘alternative’ choice from mainstream luxury makes, but probably the sensible choice.
VITAL STATISTICS
Engine type: 2698cc V6 turbo-diesel
Power: 140kW
Torque: 380Nm
Transmission: 6-speed manual or 7-speed multitronic
Price: $84,500 at time of review
Text - Paul Blank (copyright)Lamborghini Gallardo LP550-2 Valentino Balboni - Tested
Part way through it's model life, Lamborghini has taken an unusual turn with it's popular Gallardo model. Normally improved high performance models added to a range get more ane more high tech equipment added or become stripped out noisy faux competition cars.
Well, Lamborghini has taken a different path. Along with the updates that the other Gallardos have gained (predominantly bigger, more powerful engines), a limited edition version called the Valentino Balboni is the new star model. The biggest difference is that the Balboni is rear wheel drive only - while all Lamborghinis since the Diablo gained another diff, have been all-wheel-drive. It's been a major point of differentiation with the Murcielago and Gallardo, helping make them sales successes. So it's an interesting and important change of direction to see a lighter, simpler 2-wheel drive car released.
Not so the Balboni. Firstly, it turns in beautifully - no - magnificently. The steering response on your way in to and through a corner is spectacularly good. Push the car harder through a corner and the tail moves out, ever so controllably. Grip is absolutely confidence inspiring. Try driving a lap of a track in this car without grinning...
The Balboni feels lighter and nimbler than its all-wheel-drive sibling, even though the factory figures mark it as fractionally slower. In fact the Balboni is lighter at 1380kg (compared to 1410kg). Aside from removing the drive to the front wheels, the suspension has been changed and even the aerodynamics have seen modifications t suit the 2-wheel drive model.
The 408kW engine sounds glorious and pushes the car along completely thrillingly. Whilst this isn't the big Lamborghini, it's certainly a supercar in all respects.
Fit and finish appear to be up to parent company Audi's high standards. Inside the Balboni is very well kitted out. It's not a stripped-out competition car.
In case you don't know, Valentino Balboni is famous as Lamborghini's test driver, having been employed by the company since 1967. And that ties in nicely with his eponymous car being a real driver's car.
Lamborghini plans to make only 250 of the Valentinio Balboni model, however interest and responses have been so positive that a rear wheel drive model is likely to join the range permanently - and that's very, very good news.
VITAL STATISTICS
Engine type: 5.2 litre V10
Power: 408kW
Torque: 540Nm
Transmission: 6-speed manual of E-gear
Performance: 0-100km/h 3.9 seconds
Price: $505,000 at time of review
Photos & text - Paul Blank (copyright)Mercedes-Benz E220 CDi - Tested
One of Mercedes-Benzes volume sellers for decades has been their E-Class model. It's existed in various guises for several automotive generations. I've owned a few of them myself and driven many more - and always found them to be decent, straightforward machines. How does the latest version, with a relatively small turbo-diesel engine shape up?
While a few years ago the famous Mercedes-Benz quality became a little bit shaky, the steps the factory has taken to counter this really show. This car exhibits Mercedes-Benz quality like we expect. It's beautifully built, with a great deal of attention to detail in fit and finish. No disappointing sharp edges inside, no ill-fitting plastic mouldings. And to drive, it feels solid, and beautifully crafted.
There's a vast array of engines available in the E-Class body, not all of them offered in Australia. They span four-cylinder engines through to the thundering 6.2-litre V8 AMG models. So handling all these powerplant options means the E-Class body has a tough ask... There's an expectation that the high performance models will be exemplary in handling, braking and roadholding, but does that mean the lower-spec cars will feel under-equipped? Not with this car. When pushing it hard, the pedigree of its high performance siblings shine through with very impressive, confidence inspiring on-road characteristics.
The engine, a 2.2-litre turbocharged, 4-cylinder diesel is from the new generation of Mercedes-Benz oil-burners. At idle it isn't as quiet as the best in the marketplace, but the performance (and of course, economy) are impressive. If you rely on the strong torque the motor produces, acceleration in the mid-range is surprisingly good. It's not completely out of line to say this car's a bit sporty - not how you'd really expect to describe a small diesel E-Class.
The styling tales a little getting used to. There's nothing radical about it, and while it's easily recognised as a Merc, there's a lot of fussy detail, especially at the front. It's nice that the car doesn't have an excessive front overhang (typical of front-wheel-drive cars). It's just a bit too try-hard in the styling. Look at the radical angle side slashes, the uncomfortably bulging rear wheelarches and the compromised headlight detailing... Cleaner, more confident detailing would have resulted in a more impressive machine.
Inside, there's good space, front and rear. And it's a very comfortable place to be, even on a long drive. The equipment level is quite acceptable for a car of its price, and of course Mercedes offers a lengthy list of options...
Possibly the most impressive aspect of the E220 CDi is, perhaps surprisingly, the price. Starting at a smidge over $80,000, this car is excellent value for money.
VITAL STATISTICS
Engine type: 2143cc 4-cylinder turbo-diesel
Power: 125kW
Torque: 400Nm
Transmission: 5-speed automatic
Price: $80,900 at time of review
Text & photo - Paul Blank (copyright)Volvo XC60 - Tested
The XC60 is now Volvo's biggest selling model in Australia. And while that acknowledges the fact that we're a nation obsessed with SUVs, there's good reason why the XC60 is so popular.
Volvo offers the model with three basic models and prices range from $56,000-67,000. Engines offered are the D5 - a 2.4-litre turbo-diesel 5-cylinder (151kW, 420Nm), then a 3.2-litre petrol V6 (175kW, 320Nm) and finally a turbocharged V6 3-litre petrol engine (210kW and 400Nm) sold as the T6. In Australia, all are fitted with a 6-speed 'Geartronic' automatic.
Our test vehicle was the D5. The engine isn't a quite diesel, but it's quite unobtrusive and on the move, fairly quiet. As with any decent diesel, your driving style adapts to suite the fantastic amount of torque available, which translates to good on-road performance. A 0-100km/h time of 8.9 seconds is quite respectable (the 3.2 is only 0.01 second quicker, while the T6 takes just 7.5 seconds.
Inside, the Volvo trademark floating console, with a blond-wood finish immediately stands out. The dash-top is a vast piece of rubbery plastic, and not very appealing. But the fit and finish throughout the interior aligns with the Volvo's supremely solid feel. The seats are sportier looking than you might expect for such a vehicle, and prove comfortable and supportive on long runs. The two-piece front and rear glass sunroof helps give the interior a spacious feel.
Boot space is good, while not being especially great. As with too many SUVs, the boot floor height is too high, so that it aligns with the rear seats when they're folded.
The power tailgate is a nice feature, but on our test car it had a bit of a mind of its own sometimes, though it didn't try opening on the move... A question which is hard to answer, is why given that there's enough room to fit a full-sized spare wheel in the wheel-well, is just a space-saver fitted?
One of the most obvious features of the XC60 is the electronic driving aids. There's BLIS, which tells you if there's a car in your blind spots to either side. Then there is the radar-driven warning lights telling you if you're too close behind other traffic. It's setting was so long a space, that trying to keep the red light off (it's in your line of sight, projected onto the base of the windscreen), the space is so large that other cars pull into the gap. You're forever going backwards in the traffic. I switched it off after a while. You can set the preferences in the car - including for when the cup of coffee logo lights up to tell the driver you need a break. And there's the lane departure warning chime, which sounds like the start of the 1812 overture... Collision warning with automatic braking is a hard party trick to convince yourself to try.
According to Volvo's publicity material, it has ACC, CWAB, DAC, LDW, DTSC, IDIS, RSC, ABL, SIPS, ROPS, IC, BLIS and WHIPS, so it must be safe! To be honest I was pleased that the next Volvo I drove had few of these.
But there's no denying, if safety is your priority, an XC60 would have to be near the top of your list.
It's not a giant like a Prado, is quite stylish and pretty comprehensively equipped, and has a prestigious cachet that many cars in its class simply don't have. All in all, the XC60 is a good choice. And, the optional R-Design sports kit makes for a pretty hot looking SUV.
VITAL STATISTICS
Engine type: 2.4-litre 4-cylinder turbo-diesel
Power: 151W
Torque: 400Nm
Transmission: 6-speed automatic
Price: $58,950 at time of review
Text & photo - Paul Blank (copyright)Hyundai Santa Fe CRDi Highlander - Tested
November saw the launch of a significant upgrade to Hyundai's successful Sante Fe, the current shape first seen in 2006. The big change was the addition of a turbo-diesel engine to the petrol V6 in the range. While visual changes are few, the neat styling remains inoffensive and modern.
The torquey diesel engine is a real rattler, as with the majority of Asian diesels (they just haven't achieved the smoothness and quietness that most European diesels have). However the 16-valve, double overhead camshaft engine is a very strong performer. The gearing allows the Santa Fe to blast off the line, with surprising acceleration. It gets a bit torque-steery if accelerating hard around a corner from standstill, which can be surprising if you're not acquainted with the car, but OK if you're ready for it. The performance that the vast torque offers can be quite enjoyable.
The excellent new 6-speed automatic transmission is one of the additions on this latest version.
The ride is firm, but no more so than equivalent vehicles on the market. Roadholding and handling are pretty much as you'd expect from this kind of machine - nothing great but nothing to criticise. These are not going to be the greatest areas of strength in a vehicle designed to have good off-road capabilities.
One of the Santa Fe's real strengths is the 7-seat layout. The seats all fold easily and provide a decent flat floor, which not all SUVs achieve - surprising that so many make such poor use of their internal space. There's proper foot space in deep footwells for the rearmost passengers, which some other vehicles don't manage. The boot passengers even have their own air vents with controllable fan speed. A nice touch. However when in use the rear seats use up the entire boot space.
Other interior features include a 'conversation mirror', really to keep an eye on the kids, and a large refrigerated centre console box. A novel feature is the standard reversing camera screen - which appears to one side of the rear view mirror. The image is smaller than on a navigation screen and takes some accustomisation to the looking deep into one part of the mirror to see what's behind compared to looking at the surface of the mirror for the electronic image.
The biggest criticism I have (which was really minor) was the head restraints - they poke too far forward and are only adjustable for height, making it uncomfortable for my 6-foot shape. No amount of seat adjustment fixed this, so eventually I removed the headrest, putting it back in backwards - still providing neck safety, but no head resting...
It's a well equipped machine, with keyless entry, power windows, 17-inch alloy wheels (or 18-inch on upmarket versions), front and side airbags (including curtain airbags for the 3rd row), ABS, stability and traction control, cruise control, etc.
There's an extensive range offered, with diesel models start at $39,900 and petrol from $35,900. The high quality build and finish illustrates how far the Korean manufacturers have come in the last 15 years, and helps explain why Hyundai sales have been booming while all around have been suffering.
VITAL STATISTICS
Engine type: 2.2-litre 4-cylinder turbo-diesel
Power: 148kW
Torque: 436Nm
Transmission: 6-speed, manual or automatic
Price: $48,490 at time of review
Text - Paul Blank (copyright)Skoda Superb V6 4x4 - Tested
Now and then you drive a car which genuinely surprises - and Skoda's thoroughly impressive new Superb model is just such a car. I'd driven other current model Skodas which I'd found enjoyable (a couple are reviewed below) so my expectations for the bigger Superb were not low.
Using some components shared with larger Volkswagen and Audi models, the Superb takes Skoda into a more upmarket segment of the car world than they've been in since before World War 2. In fact the somewhat unfortunate name Superb harks back to models the company sold in the 1930s. It's a bit difficult to pidgeonhole the new Superb. There are three models offered here - a 1.8 TFSI (turbo) 4-cylinder petrol unit, a 2-litre turbo 4-cylinder diesel, and at the top of the list, a petrol 3.6-litre V6, which I tested. The V6 Superb comes only with all-wheel-drive and a high specification level.
The 3.6-litre engine is a slightly lower power version of the powerplant I enjoyed in the Passat R36 and Passat CC earlier in the year and gives the Skoda very strong performance. Zero-100km/h in 6.5 seconds is no slouch for a big luxury car. And the all-wheel grip means that performance is very usable, even in adverse conditions.
The styling is generally inoffensive, if a little ungainly at the back. But there's a reason for that... the car can be used either as a sedan or hatchback with a clever system which allows either configuration to be used at the press of a switch. BMW has already copied the system and others will surely follow. You'll notice that the back doors are extremely long. Inside the back there's more legroom than in my Rolls-Royce. Very impressive. The leather seats are all very comfortable and the comfort and luxury level will satisfy anyone looking for a car in the under $100,000 mark.
And that's all the more impressive because the V6 4x4 Superb is just $56,990. the 4-cylinder models are more than $10,000 less! Compare these prices to their real opposition... a Citroen C6 is $118,000 a top line Saab 9-5 is $80,000. Audi's A6 starts at over $70,000 and a Passat CC is $65K. Alfa and Peugeot have both recently bailed out of this market segment in Australia. Nobody looking at a Skoda is really going to buy a BMW, the base 3-series (smaller, slower, less equipment) is the same as the top of the range Superb - and an equivalent 5 series costs more than double the price. Everyone I showed this car to was amazed by the value for money.
Areas where the Skoda definitely doesn't let you down are the quality and finish. Its a beautifully put together car as a look around the cabin or drive will prove. In overseas quality surveys, Skoda has been coming out ahead of sister companies VW and Audi in recent years. The feeling I got when first driving the Superb was a flashback to the old W126 S-Class Mercedes of the 1980s. And that's a compliment.
This is a car which certainly deserves to sell well - much better than it will, unfortunately. It's bound to take Australian buyers a long time to wake up to the quality and value that the Superb offers. Yes, the Skoda name doesn't do it any favours, and it will depreciate worse that a BMW or Mercedes - but no worse than a Citroen or Saab - but the actual dollars lost in depreciation will be less. When I see someone driving a Superb, I'll admire them for their decision and commitment, knowing they've bought wisely. If you're in the market for a car anything like this, I'd highly recommend taking a drive.
VITAL STATISTICS
Engine type: 3.6-litre V6
Power: 220kW
Torque: 350Nm
Transmission: 6-speed DSG
Performance: 0-100km/h 6.5 seconds
Price: $56,990 at time of review
Text & Photo - Paul Blank (copyright)Lexus IS250C - Tested
Here's a car clearly aimed at the American market. The US is convertible and coupe country - and there's even a convertible Camry, which is spookily similar to the new Lexus IS250C... Lexus is also the luxury brand of choice in the USA, so a convertible version of the small Lexus makes a great deal of sense.
The IS has been available as a 4-door sedan for a few years now, with the (brilliant) high performance IS-F version being the most recent addition to the range until the convertible version. Offered in Australia only with the smallest engine - the 2.5 litre V6, three levels of luxury are available in fundamentally the same car - spanning the $80-100,000 range.
To look at, it isn't the most exciting styling seen in recent years, but is unlikely to upset anyone. The bulky rear is not unlike many modern cars. Roof up, is not it's not at its prettiest, but folding hardtop cars usually look disproportionate with the lids on. The roof itself folds quickly and efficiently, in 20 seconds, but takes up almost the entire boot when packed away. The high boot adds reason for the reversing camera which is standard in the Sports Luxury trim model.
The seating is good in the front, the test car fitted with heating and cooling through the perforated leather. The back seats are best for kids. The clever air conditioning system detects when the roof is down and adjusts accordingly, also taking into account your speed. Neat.
Roof down, with the side windows up, the car is commendably free of buffeting, and passengers can converse - even those in the back - without needing to raise voices. Also noteworthy is the pin sharp Mark Levinson sound system - I'm rarely impressed by car audio systems but this one stood out.
On the road the small engine gives adequate but unexciting performance. The Lexus transmission is as smooth as you could wish for though the combination makes the paddle shift option unlikely to be used.
There C offers the full gamut of electronic aids, including active cruise control. The turning headlights are as useless as all modern systems seem to be. Have Lexus, BMW and Mercedes engineers never driven a Citroen DS at night?
Lexus beefed up the structure to make a convertible with longer door openings and for the most part have done a fine job. Every now and then there's a very small amount of scuttle shake evident, but certainly within an acceptable level. However there's something not quite right... on a freeway or country road the driver is forever making miniscule corrections to the steering as if there's a buffeting gale blowing outside - even when it's a still as can be. This can be quite tiring on a long drive.
The C is relatively well priced, the lowest-priced version undercutting BMW's entry level 3-Series convertible by a useful $20,000, making it well worthy of consideration if you're looking for a car in this category.
VITAL STATISTICS
Engine type: 2.5-litre V6
Power: 153kW
Torque: 252Nm
Transmission: 6-speed Automatic
Performance: 0-100km/h 8.9 seconds
Price: $79,000-99,900 at time of review
Text & photo - Paul Blank (copyright)Alfa Romeo MiTo 1.4 Turbo 88kW - Tested
The MiTo is the start of a brave new face for Alfa Romeo - not just visually, but it marks the beginning of a whole new generation for the famous Italian marque. And it brings the make to a new sector of the market.
To start with, the MiTo (for Milano and Torino in case you were wondering...) has a new look, which we will see carried over to much of the rest of the range. The PR people at Alfa tell us it's inspired by the modern day 8C - a very exotic Alfa with a Maserati engine. There are a few similarities, but the MiTo needs to stand on it's own to gain credibility. My first views of photos left me wondering. On seeing some MiTos in Europe didn't quite convince me... But after close inspection and living with one for a week, the style has grown on me enough to appreciate the strengths of the design, but not quite enough to convince me the new face is attractive. The flow of the bonnet, over the windscreen to the roof is a beautiful line. The cut-out for the side windows blends in beautifully. The chunky rear with its round tail-lights works well. But the surprised looking headlights and budgie's beak of a grille just don't get me.
The model tested was the lower powered version with the 88kW iteration of the 1.4-litre turbocharged motor. The question would be, as this is the least powerful version available in Australia, would it be too wispy to be enjoyable? No need to worry - it has plenty of poke (and no turbo lag). In fact, it is a ball of fun to drive. And surely that's exactly what an Alfa Romeo is supposed to be about. The long-travel throttle pedal somehow encourages the driver to eke out every bit of the car's performance to maximise the fun.
The steering is quite light and turn-in is very sharp. No doubt the sportier versions with lower profile tyres do this even better. It's a great deal of fun to throw into a corner or roundabout. The lightness and directness of the steering take a little getting used to, but once you're comfortable with it - there's fun to be had. There's no torque steer to upset things (unlike in the Mini Cooper S).
With the full suite of safety features - airbags, ABS, ESP, etc, the MiTo also has what Alfa Romeo calls DNA, offering a selection of sportiness at the flick of a switch. Changing the DNA to the Dynamic setting delivers a sportier drive. Power steering assistance is reduced giving a sportier feel to the steering and there is less intrusion from the Vehicle Dynamic Control and the Anti Slip Regulation systems.
Inside the car is a mixture of good and not quite so good. The styling in the cabin is alright - no great shakes. Some of the plastics are unpleasantly hard and there are a few moulding lines to feel. Worst of all is the very crappy piece of soft vinyl which shrouds the top of the steering column - allowing for the movement through the adjustment of the wheel. This is well below par - not even a Lada would have this. But it's a small criticism of what's a quite comfortable, liveable interior. There's a tad of the traditional "Italian Driving Position" to get the best position - which I don't mind.
The back seat space is acceptable, with minimal legroom if there's a full-sized person in front, but no more so than any similar car. Boot space is not vast, but again, that's not why someone buys a little car like this. So who would buy a MiTo? It's very much aimed at the Mini buyer, and would probably be a consideration for a buyer alongside a Peugeot 207 GTi or a new Golf. Interestingly each offer an 88kW version, plus a more powerful model.
MiTo 1.4 turbo 88kW $31,490
MiTo Sport 1.4 turbo 114kW $37,490
VW Golf 1.4 turbo 90kW $25,990
VW Golf 1.4 turbo 118kW $30,490
Peugeot 207 XT 1.6 88kW $25,990
Peugeot 207 GTI 1.6 turbo 128kW $34,490
Mini Cooper 1.6 88kW $31,100
Mini Cooper S 1.6 turbo 128kW $39,900Each of these is a fine car. The Mini would come close. The Golf buyer would know he's made the sensible choice. The Alfa is a car which would certainly make its owner feel special, and as the model likely to be seen in the smallest numbers on our roads, it's likely to remain a bit of a rare sight. More's the shame because this is a very competent, interesting and above all, fun car.
VITAL STATISTICS
Engine type: 1.4-litre 4-cylinder turbo
Power: 88kW
Torque: 206Nm
Transmission: 5-speed Manual
Performance: 0-100km/h 8.8 seconds
Price: $31,490 at time of review
Text - Paul Blank (copyright)
Aston Martin V12 Vantage & DBS Volante - Tested
In the world of exotic cars the Aston Martin name is amongst the most hallowed. With a long and often troubled history of making sports and grand touring cars, the British firm has hit its straps in recent years. The company's current platform has become the basis for a remarkable, if not confusing, array of models. In the old days Aston Martins had their standard model, then a high performance Vantage version and a convertible Volante. And that was about it.
Today, the range spans nine models, including the highly specialist One-77 with its carbon-fibre chassis and 7.3 litre V12. Newest addition is the Rapide, a 4-door model on a stretched version of the aluminium platform shared with other models.
I test drove the newest models to the Australian market. First was the V12 Vantage. Adding four more cylinders to the already potent V8 Vantage was sure to be a successful formula. This car is being marketed as very much the sporting model - carbon fibre bucket seats (no adjustable backrest), extra bonnet vents and 6-speed manual transmission (only) are hallmarks of this car. Inside there's no reduction in luxury or comfort, and additional carbon-fibre finished parts adorn the cockpit.
One of the highlights driving the V12 Vantage is the remarkable torque available. Smooth and with deep resources the magnificently tractable motor allows for easy cruising - but when you put the hammer down... well it shouts as it gives you its all. The active bypass valves in the exhaust help give the driver the idea that there is very rapid acceleration taking place - in fact 0-100km/h comes up in just 4.2 seconds. The makers claim a top speed of 306km/h, which I didn't try.
The car turns-in beautifully, inspiring the driver with confidence, even if the tail steps out ever so slightly. Big carbon ceramic brakes also inspire confidence and work exceptionally well whether hot or cold. Even with sports calibration for the suspension and 19-inch wheels wearing 255/35 and 255/30 Pirelli P Zero Corsas, there's no harshness to this car's ride, so you really could use it everyday unlike some other performance models of supercars. Yes, this is certainly a driver's car.
Of the 'normal' models, the DBS Volante is the top of the range. It shares the 6-litre V12 with its siblings and in the guise tested, sported the Touchtronic 2 automatic with shift-by-wire gear selection system. And very good it is too. Offering the choice of fully automatic of flipper shifting it's not hard to understand why it is a very popular option on the DBS range. Either way, shifts through the six ratios are seamless even when the car is being pushed hard. Even this bigger car accelerates to 100km/h in an impressive 4.3 seconds.
The sonorous bark of the exhaust as the valves open are borderline raucous, but only really become noticeable when you're pushing reasonably hard.
The DBS also sports carbon ceramic brakes front and rear brakes, wears 20-inch wheels and features adaptive, switchable damping. Along with the sportier setting for the damping, the throttle response is increased.
Something I really appreciated in the convertible is the distance away that the windscreen sits. In far too many modern convertibles, the top of the windscreen sits uncomfortably close to your head. The feeling of spaciousness and comfort in the Volante is most enjoyable. I wouldn't like to try the miniscule rear seats though...
One of the greatest assets of both these models has to be the wonderful styling. Sleek and svelte, it's abundantly clear when driving one that people love the current Aston Martin look.
VITAL STATISTICS
Engine type: 5935cc V12
Power: 380kW
Torque: 570Nm
Transmission: Manual or automatic/Touchtronic
Price: V12 Vantage $395,000 and DBS Volante $535,000 at time of review
Text - Paul Blank (copyright)Toyota Prius 3rd Generation - Tested
It's the world's most successful Hybrid vehicle, made by the world's largest car manufacturer, now in it's third generation. Apparently Toyota still loses money on every Prius it sells, but the good image that it builds is like money in the bank. I lost count of how many times I was asked my opinion of the Prius in the week I had it for review. Most of the questions were from people with little interest in cars, but keen to know how good it was. While they appeared to be a bit disappointed in my answers, I was a bit disappointed by the car.
The new Prius is certainly an advance - it moves the everyday Hybrid car goalposts a bit further along. Toyota has answered critics' comments about battery life by giving an 8-year battery pack warranty. The new model has more features, is more advanced and an all round better driving car. But it's still too expensive and there's still too much hype about the car. For example, on the high centre console is a button marked EV. This is for driving in purely electric mode. Sounds great in the advertisements. Seems like a brilliant idea, saving energy, reducing pollution, et al... But try using the car in EV mode and you virtually can't.
Say you want do drive away from a set of traffic lights in EV mode. If you brush the accelerator pedal ever so gently (yes, cyclists are out-dragging you at this point) and you can get to about 25km/h before the petrol engine cuts in - Toyota claims it happens at 50km/h. On flat ground. If there's a slight incline to tackle, you can't even get to that speed. Or if the demister is on. Or any of the other 20 reasons why you can't use EV mode. You can't engage it at normal driving speed either. And at low speeds in either of the other 'normal' modes, the car starts off on just electrical power if driven gently anyway. In other words, the EV mode is just hype. Completely useless for normal driving.
So is the rest of the car hype-driven? Well, in most other respects it's a decent little car. The build quality is up to the high standard that Toyota always achieves (even though some of the interior plastics are a bit clacky). It runs fairly quietly, even when the petrol engine is working hard. And in Power mode, the performance is quite good.
The front seats are very good, offering excellent support even on a long drive. The hard and flat rear seats, not so good. The central electronic instrument panel functions well, with a couple of neat tricks. The Head Up Display - road speed projected onto the lower windscreen ahead of the driver is a great feature which will hopefully spread to other cars.
A few small gripes for everyday use: rear vision is blocked by the horizontal edge between the back windows, the rear pillar is unnecessarily big and blocks rear three-quarter vision and the boot is particularly small. On the upside, economy as you'd expect, is bettered by only a few cars in the world.
Australian Priuses get small diameter wheels (alloy wheels with plastic covers) but otherwise a relatively high level of equipment - with a high spec i-Tech model also available (add $13,500) - which includes goodies such as remote self-running air conditioning from solar panels in the roof, reversing camera and sat-nav. Toyota is hoping to increase the level of sales to private customers with this new model.
No doubt it will sell well. Primarily to companies and government departments which have fleet controllers with a level of guilt about using cars - and who believe that Hybrid is the future. Is a Prius worth spending twice as much as it's sister car, a Corolla? I seriously doubt it. Or a significantly cheaper and altogether nicer Golf diesel? No. When the man from Toyota handed me the keys, he told me "This is the future of motoring". He's quite right - unfortunately.
VITAL STATISTICS
Engine type: "Hybrid Synergy Drive System" 1.8-litre 4-cylinder petrol + electric motor
Power: 73kW petrol + 60kW electric
Torque: 143Nm
Transmission: Automated manual
Price: $39,990 at time of review
Photo & text - Paul Blank (copyright)
Mercedes-Benz S320 CDi - Tested
In Europe it's understandable why diesel engined cars are so popular. In much of Western Europe, diesels outsell petrol cars. The fuel is cheaper there and unlike the perception many Australians have, the engines are far more refined than diesel truck engines of old. So is it odd to have a diesel engine in the big S-Class Mercedes-Benz?
No, not at all. The German company has offered diesel engines since the 1930s and is among the leaders in such powerplants. Why wouldn't the biggest model be available with such an engine? The 3-litre V6 engine is certainly smooth and doesn't suffer from the clattering that some cheaper diesel units have. Power out put is 173kW, which compares well with the entry level 3.5-litre petrol unit also offered. But the big difference is in the torque - while the 350 petrol engine provides 350Nm at 2400rpm, it's hard to go past the 540Nm at 1600rpm from the diesel engine. And that translates to easy performance, both around town and on country roads. The 0-100km/h acceleration time is almost exactly the same for both versions.
Realistically the diesel version will appeal to people who do a lot of country miles. There the torque makes it a good choice, but the fuel economy is its real strength. A long country drive hardly moved the fuel gauge. The factory figures list between 11.6 and 6.4 l/100km - as opposed to 14.7 and 7.7 for the V6 petrol. There are also larger capacity diesel and petrol engines offered in the S-Class.
Being an S-Class, you expect the car to rate highly on the comfort scale, which it certainly does, but with the exception of a couple of little ergonomic gripes. I found the backrest of the front seat uncomfortable, in that the centre poked out between my shoulder blades making sitting back into the seat impossible. I also found the low-set location of the indicator stalk at odds with the steering wheel design. Plus, I'm not a fan of stalk-mounted gear selectors - in any car. The rear seats offer tremendous comfort, in an area where most cars are quite compromised.
The styling of the interior is especially nicely thought out. It's uncluttered, with smooth shapes. There are plenty of storage spaces (including a clever console box openable from either side). Mercedes-Benz has been the pioneers of many features such as climate controlled seats, and the S-Class is of course their showpiece flagship. While there's plenty of standard equipment, the options list allow you to customise to an extremely high level of specification.
Certainly one of the finest attributes of the S-Class is its feeling of solid construction. When sweeping along country roads at speed, or hemmed in by large trucks in traffic, the occupants have an unusual feeling of being cosseted, not only in luxury, but safety. There are few cars which impart such a feeling of being in an immensely safe environment. That, in addition to the real feeling of presence that the S-Class encapsulates.
There's a reassuring sure-footedness in the handling and roadholding which belies the size and weight of the car. It's no sports car, but even the smallest-engined version, shows a satisfying hint of sporty edge which is nicely suited to the car's luxurious character.
For a big, comfortable luxury sedan, the diesel engined entry-level option is an interesting one. It has a far more compelling raison d'etre in Europe, but still puts up a convincing case for the Australian market.
VITAL STATISTICS
Engine type: 3-litre V6 turbo
Power: 173kW
Torque: 540Nm
Transmission: 7-speed automatic
Price: $198,810 at time of review
Photo & text - Paul Blank (copyright)Lexus RX350 - Tested + 450H See below - Tested
The latest in the line of Lexus SUVs is the new generation RX. As one might expect, the latest iteration has grown a little, and is better specified to boot.
Styling of the NG model breaks no new ground, and in fact a few people were unaware it was a new model while we had the evaluation vehicle. Nonetheless, few could be offended by any aspect of the design from an aesthetic viewpoint. But it's no work of art.
Being a Lexus, there's an expectation of a high level of comfort, and in this area the RX350 does not disappoint. Three levels are offered, and we tested the top of the line Sports Luxury. There's not really anything to hang the Sports name on, but little in the way of luxury is missing. The electrically adjustable, leather trimmed seats are very comfortable, and feature heaters (thoroughly enjoyed on some chilly winter nights). Cooling of the front seats is also offered (too cold to be tried). The rear seats also have a decent level of adjustability. The steering wheel is electrically adjustable, and in this model features a combination wood and leather rim. The wood colour matches sections elsewhere inside.
The centre console sits quite high - with a storage tray underneath - and the gear selector is set on an unusual angle, but at close reach. A deep storage box beneath the centre armrest is the only other storage space aside from (deep) door pockets. Nowhere easy to sit a phone, PDA or other such items.
Lexus has updated their computer and navigation system, changing from the touch-screen to a console mounted mouse. Generally it's a good system, with easy to follow logic. One excellent feature which I'm pleased to see is spreading to more cars, is the Head Up Display, showing speed, navigation instructions and other important information projected onto the lower windscreen.
A rear view camera and side camera, showing the kerbside of the car for parking are also useful features.
Driving the Lexus underscores the brand's philosophy of providing an exceptionally smooth and quiet experience. Sound deadening and exclusion is exemplary. When pushed, the engine is audible, but not obtrusive. But while there's reasonable performance offered by the 3456cc V6 engine, it is no powerhouse. But that said, buyers of this vehicle are not likely to be those looking for a high performance machine. Same goes for the handling - it's fine, but that's almost irrelevant to most potential buyers. At over 2 tonnes, it's no lightweight. And this shows in the fuel economy. For those so inclined, there's a hybrid version on offer, which gives much greater economy.
Perhaps the most disappointing aspect of the RX350 is the boot. It's way too small. Aside from the steeply sloped rear window limiting room up high... with a full size spare wheel (a $1000 option), the floor has a raised deck, making the boot floor higher than the bottom of the tailgate. If carrying capacity is a priority for you then this probably isn't your car. The only other option, by the way, is a $3000 Mark Levinson sound system.
But for comfort, luxury and cabin space - as well as superior build quality and finish, the RX350 excels.
VITAL STATISTICS
Engine type: 3.5-litre V6
Power: 204kW
Torque: 346Nm
Transmission: 6-speed automatic
Price: $96,900 at time of review
Photo & text - Paul Blank (copyright)Some months later, we tested the RX450H - the hybrid variant. For about $7000 extra over the equivalent RX350, the hybrid version adds battery pack and two electric motors, plus a swag of additional technology to make the whole deal work. It changes seamlessly from electric to the petrol engine running, but virtually all your driving time the V6 engine is working.
Interestingly, this model is front wheel drive unless conditions require additional grip from the rear wheels, which is provided by electrical power only. It has a smaller fuel tank, but weighs an additional 150kg over the purely petrol version. The other major difference is the CVT transmission fitted to the hybrid car. While it takes some getting used to if you've never experience Continually Variable Transmission (sounds like a slipping clutch), it does suit the car well.
There's a very useful boost in acceleration available (it's fractionally quicker in the 0-100km/h sprint than the RX350), however there's the catch. Would a buyer of this car want it for the economy it offers, and drive it accordingly, never making use of the performance it offers? Does the buyer of a $100,000 car be very worried about economy?
BMW Z4 35i Roadster - Tested
There was a great advertising campaign for this car, which was banned in Australia because it would encourage hooning. Especially inside buildings. With paint on giant canvasses on the floor...
In spite of such brainless decisions, buyers of sports cars can benefit from BMW moving the benchmark forward again with the latest iteration of the Z4 - the new 2009 model throws away all the shackles of the older Z3 and (vastly improved) previous Z4 and takes the company's sports roadster to a new level.
Stylistically there's been a big advance. While it looks generally similar to the outgoing Z4, there's a new found aggressive, muscular and almost menacing look to the new model. To many, it's the most attractive styling of any current BMW - including to my eyes. In some ways echoing the long bonnet look with the cockpit set well back of the McLaren Mercedes SLR on a smaller scale, it really emphasises the where the powerplant is.
Fortunately, the car lives up to its looks. Especially in the 35i version tested. This is the 3-litre, twin-turbo 6-cylinder unit which has impressed so well in the 135i and 335i. It's a decently torquey unit, giving 400Nm from a low 1600rpm. And I think that's a part of the Z4s driving appeal. There's always plenty of performance available. Zero to 100km/h in 5.1 seconds is pretty good going for a car in its range. It wasn't that long ago that people were staggered by a 0-100 time of 5 seconds for a Porsche 930 Turbo. The exhaust note is worthy of acclaim too. It's got a deep burble, and a great crack at gearchanges.
Roadholding, handling and braking all live up to the levels you'd expect and hope for in a performance car. There was no evidence of scuttle shake and the car always felt well planted on the road.
The folding hardtop is a first for BMW, and they've done the job well. It is quick to open or close and provides the cosiness, safety and sound proofing that a soft-top just can't. Though there was a slightly annoying level of wind noise from around the tiny rear quarter windows...
The top spec model tested was loaded with all the goodies BMW could throw at it. Heated leather seats, adaptive headlights, heated windscreen washers, high beam assistant (which I didn't like), 18-inch alloy wheels, park assist, navigation system, and on and on. This car also featured the 7-speed double clutch automated manual gearbox. And it's among the better of these systems I've tested. Gearshifts are as quick as you could hope for, the car blips the throttle appropriately in downchanges and when you're really pushing on, it performs beautifully. Equally, when left in automatic mode, it leaves nothing to be desired.
The seats hug you very nicely, the driving position is adequately adjustable and the only complaint about the stylish interior is the lack of decent small item storage spaces - and that includes too shallow cup holders. And of course, boot space is very restricted if you want to be able to lower the roof - but that goes with the territory. Another minor annoyance was the cold metallized plastic parts of the steering wheel spokes which the sides of your thumbs contact if you want to use the paddle shift. But these criticisms of this car are small compared to the truly excellent overall package that BMW has come up with in the Z4. This is a seriously good sports car which deserves to sell well.
VITAL STATISTICS
Engine type: 3-litre 6-cylinder twin-turbo
Power: 225kW
Torque: 400Nm
Transmission: 6-speed automatic or 7-speed dual clutch automated manual
Price: $133,286 on road, as tested, at time of review
Photo & text - Paul Blank (copyright)Volkswagen Passat CC V6 FSI - Tested
Following the lead of the Mercedes-Benz CLS, Volkswagen has applied the same theory of making an overtly sporting model based on a popular sedan. The resulting Passat CC is a very different car to the general perception of what a Passat is all about.
And there's no doubting it's a success. Few cars tested recently have gained as many comments from passers by or friends when they've seen the car. While I personally found the styling a bit contrived I was out-voted by almost everyone else.
It's strictly a 4-seater inside, with the centre of the back seat fitted with storage space and cup holders. But getting in and out, especially via the rear doors is more testing than most sedans. This of course is a result of the low roof. And this is a part of the problem with this car. It's a case of form over function. The dashboard is very high. This isn't a problem in the everyday Passat, where you sit much higher, but to get under the CCs low roof, the driving position is much lower. And vision out the back is also compromised. The slit-like view through the internal mirror, and high boot make the reversing camera and park assist vital - and you do need to rely on them.
The combination of light interior colours and the optional panoramic glass sunroof helps alleviate any feelings of claustrophobia.
The seats are certainly comfortable and supportive. The controls are designed to the high standard we've come to expect from Wolfsburg. And the finish, attention to detail and quality of the interior is up to Audi levels - that is, as good as it gets in a production car.
I wasn't convinced by the Auto Hold function which keeps the car stationary even when you don't want it to. It just makes parking a jerky and unnecessarily complicated procedure. VW describes it like this: "As soon as the Passat CC comes to a complete stop, the ABS hydraulic unit retains its final braking pressure. Even when you take your foot off the brake pedal, the brakes remain applied to all four wheels, providing increased comfort in stationary traffic." This is a more intrusive system than hill-hold function which many cars have.
The CC has adaptive chassis control, with adjustable settings for the shock absorbers, which quite effectively ranges from true luxurious comfort to sporty handling. The V6 version, as tested also comes with Volkswagen's 4MOTION all-wheel-drive system, which gives tremendous roadholding and great confidence in the wet. 0-100km/h comes up in a very respectable 5.6 seconds.
In spite of its in many ways compromised design, there's much to like about the CC - especially the price. And if a turbo-diesel version takes your fancy, it's even cheaper.
VITAL STATISTICS
Engine type: 3.6-litre V6
Power: 220kW
Torque: 350Nm
Transmission: 6-speed DSG
Price: $65,000 at time of review
Photo & text - Paul Blank (copyright)
Volkswagen Golf 118TSi - Tested
Volkswagen have launched the latest iteration of the Golf, the sixth version relatively soon after Version 5. Having taken a bit of a beating in the press and slow initial sales in Europe when the previous model was launched, VW took the chance to reassess its big-selling model, make it cheaper to build, but a better product. Nothing like a good challenge for the designers and engineers...
The result - deeply impressive. While there was really nothing wrong with the previous Golf, it wasn't very special unless you bought one of the performance models. This time, the German maker has hit the nail on the head. We tested the 118TSi in manual, which is a middle of the range model, and it was fitted with manual transmission. This engine is a 1.4-litre, 4-cylinder unit interestingly fitted with both a supercharger and turbocharger. These negate the small capacity of the engine, providing excellent power and torque, without an economy penalty.
Performance is quite strong - useful around town with enough acceleration to make overtaking and steep hills in the country not a problem. It's not a rocketship - that's left for the GTi model. Handling is confidence inspiring and the car can be a real lot of fun to punt around. Not that long ago the sort of handling and roadholding characteristics that this cooking model provides were the preserve of high performance cars.
The 118TSi is beautifully built, with attention to detail quite apparent. It really gives the impression that it's built to last. There's decent space for a full-sized adult in the back too. The equipment level leaves nothing to complain about either. It's loaded with all the electronic aids, airbags and power-assistance that is de rigeur these days. Options include Adaptive Chassis Control, Park Assist (automatic parallel parking) and reverse camera as well as some stylish alloy wheel choices. Quietness inside is an exceptional feature, to a level of a far more luxurious and expensive machine.
I felt that the new, smoother styling suited the Golf very well, the stylists having taken away much of the clumpiness that it's predecessor had. It's a more cohesive, modern shape with smooth detailing.
I certainly came away impressed enough to think the newest Golf is a car I could happily and confidently own. And it's pretty good value too. It's easy to see why the new Golf has won so many awards.
VITAL STATISTICS
Engine type: 1.4-litre, 4-cylinder turbo & supercharged
Power: 118kW
Torque: 240Nm
Transmission: 6-speed manual or 7-speed DSG
Price: $30,490 at time of review
Photo & text - Paul Blank (copyright)
Mitsubishi Lancer Ralliart Sportback - Tested
Mitsubishi has launched an interesting new variant in their successful Lancer range - the Ralliart fits between the well specified VRX and the all-out performance EvoX. Using the new hatchback shape Sportback bodywork, the Ralliart version features a turbocharged 2-litre engine and the very effective twin-clutch setup, as per the Evo. It can be left in 'auto' to cruise around town, or be driven manually - by paddles or via the floorshift. This package endows the Ralliart with very strong performance, though not quite up to Evo standards. 0-100km/h in 6.3 seconds is quite handy. Handling and roadholding are good, with little evidence of understeer until really pushed hard.
It's well equipped, with alloy wheels, the Evo bonnet with assortment of scoops and aggressive styling courtesy of 'that' grille and a sporty body kit.
Inside, the only let-down is the pair of front seats - they are just not supportive enough to encourage sporty driving... While the extrovertly racing-style seats in the Evo are well suited to that model, this sporting version needs something with better lateral support. The driving position is fine, and quite well adjustable.
The equipment level leaves little to be desired, even having the launch control adjustable all-wheel-drive setup and paddles for mega-quick gearchanges which the Evo enjoys. Power windows, steering, central locking, and the like are pretty much expectations on this class of car today, and the Lancer doesn't disappoint. At the price, it's a lot cheaper than an Evo and makes a credible alternative to Ford's Focus XR5 or a Mazda3 MPS, though these are a little cheaper, they are not quite as well equipped or as quick as the Ralliart.
VITAL STATISTICS
Engine type: 2-litre, 4-cylinder turbo
Power: 177kW
Torque: 343Nm
Transmission: 6-speed twin-clutch with manual or auto modes available
Price: $42,990 at time of review
Photo & text - Paul Blank (copyright)Audi Q5 3.0 TDi quattro - Tested
Audi has hit the nail on the head with the new Q5. The little brother of the successful Q7, the new smaller soft roader from Ingolstadt is on the money - in more ways than one.
To start with, Audi has priced the Q5 range very sharply - ranging from $59,900 and topping out at $71,900. This compares well with its natural enemies - the comparatively outdated BMW X3 and Volvo's attractive new XC60 spanning similar price ranges - the Mercedes-Benz M-class, while bigger, starts well above the highest Q5 price.
We tested the turbo-diesel V6, which with 3-litres provides exceptional performance, far outclassing its opposition. With decent power and seriously impressive torque (500Nm!) 0-100km/h comes up in 6.5 seconds.
The 7-speed s-tronic gearbox with dual clutch setup is a mighty effective tool, providing very smooth, fast changes and allowing responsive driver input via steering wheel paddles. All of this goes through o Audi's proven quattro system, which even if the car never ventures off road, gives plenty of confidence on wet or dirt roads.
Unlike how many people would imagine a small 4WD with a diesel engine to be, the Q5 is a remarkably sporty machine. Once a driver adapts to the technique of using the ample turbo-assisted torque to enjoy the engine's performance the Q5 drives like a thoroughbred performance car - if you don't believe me, drive one for a while and you'll see just what I mean. Audi has really come up with the goods in the Q5.
Inside, the superior Audi quality of fit and finish are quite evident. Whilst the test car had a vulgar colour internal scheme, it was beautifully comfortable in the front and back. There is little anyone would really need to option the 3.0TDi up with - however if you really need lane departure warning, 20-inch alloy wheels, heated and ventilated seats and a climate controlled drink holder ($285), they're all on the options list.
The 3-section rear seats flip down very easily, giving a spacious load area - and the front passenger seat folds forward too, suitable for extra long loads.
Alternative engines are 2-litre petrol or turbo-diesel, or a 3.2-litre V6 petrol unit.
The Q5 is an easy car to live with, its quality, compact dimensions, great performance and handling and useful interior space make it a compelling package which is sure to be a success.
VITAL STATISTICS
Engine type: 3-litre, V6 turbo-diesel
Power: 177kW
Torque: 500Nm
Transmission: 7-speed s-tronic with manual or auto modes available, 4WD
Price: $71,900 at time of review
Text - Paul Blank (copyright)Lexus IS-F - Tested
With the success that Lexus competitors Mercedes-Benz and BMW have enjoyed in recent years with their respective AMG and M ranges of sporting models based on their sedans, it's not surprising that Lexus should see fit to join the fray. Their first effort is the IS-F.
Based on the volume selling 'small Lexus' the IS, they've turned an effeminate and pretty bland sedan into a bit of a fire-breather. In place of the adequate but hardly exciting standard 2-litrew and 2.5-litre engines, is a specially-built 5-litre V8. Whilst this engine is loosely based on the V8 seen in larger Lexus models, the IS-F motor is largely a specially assembled unit with many changes specific to the F. And it's the jewel of the crown of the model. The engine is an absolute gem, which provides brilliant performance - on which more later...
Visually the F gains upgrades in keeping with its sporting nature - a different front bumper-spoiler, side-skirts which stylishly morph into lower front guard vents, a subtle boot spoiler and deeper rear apron with aggressive looking stacked quad exhaust (which everyone notices but on inspection pretty quickly comment that two of them are fakes...). The big diameter alloy wheels look sharp and suit the car well. The hugely bulging bonnet is obviously a necessity.
The ride is somewhat jouncy - all the time - probably expected and to a degree acceptable in an overtly sporty car, but other makers have resolved this better. The handling and roadholding though are of a exceptionally high standard, giving the driver great confidence. The brakes too are excellent.
And now, to the greatest strength of the F - its performance. The 5-litre V8 is mated to Lexus' exceptional 8-speed automatic transmission, which can be manually over-ridden in two ways. Unlike many makers whose manual-shirting automatics change gear whenever the car is ready, regardless of driver input (in my mind, a complete waste of time), Lexus has got this right. Well, almost right... It revs (beautifully) to the redline, when a chime sounds just before the rev-limiter cuts in. You, the driver has to change up - yay - that's how it should be.
This engine makes the most magnificent sound. When tootling around town, the deep V8 burble tells people there's something special under the bonnet, but it's quiet in a Lexus kind of way. Press on a bit and a second, more enthusiastic sound emanates from the engine bay. But when you really get up the F Jeckyl becomes Hyde in the very best way. An awe-inspiring induction roar and thundering exhaust noise are the mark of the brilliance of this motor - and the performance matches it rev for rev. 0-100km/h is despatched in 5.7 seconds. As the Lexus flicks through the gears with a beautiful precision, it sounds like a racing Maserati of the 1950s. And feels faster - which it is.
The only problem in all of this is the flippers for the gearshift. They're mounted in a fixed position behind the steering wheel, which makes them completely useless when turning the wheel. Lexus does offer a good alternative though with back and forth movement of the gearstick.
While the only real competitors for he IS-F are the AMG C63 and BMW M3, and both of these are more expensive than the Lexus, both also provide considerably more performance, which really is what these sorts of cars are all about. Probably the price difference is not enough to persuade anyone into the Lexus, and the AMG and M names carry a cachet that the Japanese maker simply can't match. As a small, high-performance luxury sedan, it's a pretty hard car to criticise. If the competition didn't exist, the IS-F would be considered a world-beater, and as brilliant as it is, we have to damn it with faint praise in saying it is an excellent first attempt.
VITAL STATISTICS
Engine type: 5-litre quad-cam V8
Power: 311kW
Torque: 505Nm
Transmission: 8-speed automatic with manual selection available
Price: $129.900 at time of review
Photo & text - Paul Blank (copyright)Volvo XC90 V8 Sport R-design - Tested
Our test of Volvo's range-topping V8 version of the company's popular large 4WD saw us taking the on an interstate drive. This certainly proved the long distance suitability of the XC90. The leather upholstered seats proved very supportive, comfortable and well suited to hours on the road. The V8 engine gives plenty of the sort of he sort performance which makes the XC90 a great country touring car. At around the speed limit it sits at low revs, with the transmission ready to quickly respond to the driver's demands for overtaking, hills or any other challenge.
Many buyers will be family people wanting the car t perform duties beyond city errands, and the 7-seater certainly excels. There's a pop-up booster seat built into the centre position of the centre row of seats, which is handy. The rearmost seats flip down or up easily, and when folded leaves a decent size boot - quite sufficient space for a family's luggage if five or less are on board. The split tailgate is of questionable use, with the lower section only a few centimetres deep.
Around town the big Volvo chews through the fuel, but it is a blunt object with a big engine, so you really pay for your pleasure. That said, those seeking more economy should consider the alternative engines Volvo offers in the XC90. The V8 is a lovely engine, which never seems strained. The biggest criticism around town is the poor turning circle, which makes for too many difficult manoeuvres when parking in tight spaces, and U-turns need a particularly wide road. Plenty of larger vehicles turn in a smaller radius.
The other major criticism of the car is from an external source - whoever Volvo Australia uses to supply their sat-nav information provides a pretty poor service. It's full of incorrect information and directs you to take ridiculous routes. For example, one time when I was expecting to turn left, I was given instructions to turn right, right again into a small side street, right again on a similar road, right a third time into a dunny lane and then left to go across the intersection to proceed where I'd initially expected to go. A simple, legal, left turn would have sufficed. This happened several times. I also avoided the instructions on freeways where I could see it was suggesting taking an exit be followed by re-entering immediately after...
The quality of finish is up to the high standard that we expect and enjoy from Volvo. The XC90 we tested wore Volvo's R-design upgrades, which on a red car looked quite striking. Large diameter, cleanly styled 5-spoke alloy wheels with low profile tyres are an aesthetic success. The overall styling is modern and attractive, if a little conservative, but that's probably one of the reasons why the XC90 has been a good seller for Volvo. Overall, it's an excellent package and gets our vote of recommendation.
VITAL STATISTICS
Engine type: 4.4-litre V8
Power: 232kW
Torque: 440Nm
Transmission: 6-speed automatic
Price: $93,950 at time of review
Photo & text - Paul Blank (copyright)
Mercedes-Benz ML320CDi - Tested
With the original model ML Mercedes-Benz was breaking into new territory. Their first comfort-based off-roader was very capable, but somewhat uninspiring. Nevertheless, the American-built machines were extremely popular in Australia.
So when the time came for a replacement the question was, would it be an inspiring drive? It would seem so, and with recent updates it makes a pretty compelling package.
We tested the $120,800 turbo-diesel 3-litre V6 version, and took it down into the southwest. Comfort levels are high and it's very car-like to drive. The 165kW motor gives plenty of acceleration whenever required and is mated to Mercedes' magnificently responsive 7-speed automatic transmission. A powerful 5.5-litre petrol V8 is also available, with vast performance. But the diesel model is no slouch, even when loaded up on country roads.
The styling is very much in the current Mercedes look, so mostly inoffensive and quite well balanced, if a bit fussy in some areas. The 18-inch alloy wheels help give a sporting look...Inside, the steering column-mounted electronic gear selector frees up console space, helping give a spacious feel to the nicely finished interior.
The updates are quite small and mainly visual – most people wouldn't be able to pick them, but the nicest new touch is the beautifully stitched leather upholstered dashboard. All the electronic goodies are there – brake assist, stability and traction assistance, downhill speed regulation, reversing camera, etc, as is a pleasingly high level of luxury features.
This is a vehicle which exceeded my expectations – which is always pleasant…VITAL STATISTICS
Engine type: 3-litre 6-cylinder, diesel, turbocharged
Power: 165kW
Torque: 510Nm
Transmission: 7-speed automatic
Price: $120,800 at time of review
Photo & text - Paul Blank (copyright)Audi S3 Sportback - Tested
Audi's smallest model is the A3, the sporting version of which is the S3. In this case one letter difference spells out a hugely different car.
The stylish extended hatch version (it's not quite a wagon), the Sportback S3 comes packing a punch. A 188kW turbo 2-litre, with 6-speed box mated to Audi's famous quattro all-wheel-drive system gives this car extremely impressive all-round competence and performance, giving the driver great confidence in any conditions. There's 330Nm of torque available, so it's a heap of fun to drive.
0-100km/h takes this little Audi just 5.7 seconds. No snorting, coughing high-performance monster, it's as easy as you like to drive around town, but has a sting in its tail on your command. The combination of handling, braking, power and torque in a relatively lightweight car makes a formidable package.
Audi's build quality is arguably the best in the business these days – evident even in this small model. And the equipment levels are good too. Our test car even had the novel automatic parallel parking option. 18-inch alloy wheels and a subtle body kit look very smart and give the little Audi a fine stance on the road.
At $65,900 buyers of cars like Subaru's WRX STi and Mitsubishi's Evo X ought to give this superior quality pocket rocket serious consideration.VITAL STATISTICS
Engine type: 2-litre 4-cylinder, turbocharged
Power: 188kW
Torque: 330Nm
Transmission: 6-speed manual
Performance: 0-100km/h 5.7 seconds
Price: $65,900 at time of review
Photo & text - Paul Blank (copyright)
Just two motoring journalists were invited to drive the new Rolls-Royce Phantom Coupe in Perth - its first showing in Australia. This is the fourth version in the new Rolls-Royce Phantom family - the first, introduced in 2003 was the Phantom, followed by the Extended Wheelbase limousine version, then 2007 saw the 2-door convertible called the Drophead Coupe and finally, the Coupe. It's far more than just a convertible with a roof fixed in place. Rolls-Royce has gone to extreme efforts to give the Coupe a quite distinct character. While visually it is similar to the Drophead (and the front half is the same), the rear is of quite different construction. The boot is larger and has a drop down tailgate (to sit on at picnics or the races) as well as flip open bootlid, the rear styling is quite different and even a larger fuel tank is fitted.
The driving characteristics of the Coupe are where the biggest changes have been made, with Rolls-Royce aiming to make the car more 'driver focussed'. The smooth and powerful V12 engine remains unchanged, but the transmission benefits from later change-up points and quicker downshifts, the suspension is upgraded with stiffer settings and bigger anti-roll bars and the steering is changed to be more positive. Driving both the 4-door Phantom and Coupe back to back made the changes quite obvious. While it's not exactly sporty, the Coupe certainly is a satisfying drive - 0-100km/h coming up in just 5.8 seconds.
The Coupe can be built to your specifications - with 44,000 colours available as a start. And pretty much anything else you like can be included in the specifications.
Comfort is sublime, as you might expect and the fit and finish exemplify why Rolls-Royce claims to be the best made car in the world. For $1.1 million you'd expect something pretty special, and this car delivers.
VITAL STATISTICS
Engine type: 6750cc V12
Power: 338kW
Torque: 720Nm
Transmission: 6-speed automatic
Performance: 0-100km/h 5.8 seconds
Price: $1.1 million at time of review
Photo & text - Paul Blank (copyright)Audi A4 1.8 FSI Avant - Tested
Audi's latest iteration of the A4 is an important model for the company. It is expected to be Audi's biggest selling model, which also means there will be a multitude of versions and spin-offs from it. In Europe, one of the most popular versions will undoubtedly be the Avant - Audi-speak for Wagon. And a fine looking thing it is too - to may eyes, a better resolved design than the more staid looking sedan. It's well balanced and when fitted with the subtle S-Line body kit and large diameter wheels as on the car we tested, looks very sporty indeed.
In addition to the visual items, our car benefited form a few (pricey) options, spanning black leather upholstery to a power operated tailgate. The model supplied by Audi for review had the 1.8-litre 4-cylinder turbocharged motor. While it's a relatively small motor with low power output for its weight, the performance is quite adequate. We took the car on a country run where it proved excellent on highways, with decent reserves for overtaking well beyond the speed limit. Around town the power-to-weight ratio and multitronic CVT automatic transmission don't make the best companions, leaving times when you'd wish for more immediacy in response. I imagine that the extra torque of the diesel version would counter this criticism. Economy leaves little to be desired for a car of its type though.
Inside the car is a model of efficiency - beautifully assembled to an appreciably higher quality than most upmarket brands. The fit and finish are exemplary and it exudes a feeling that the quality will ensure it lasts many years. The controls are sensible, easy to use and operate nicely. Seating is excellent, even for hours on end, with a commendable range of adjustability. Rear seats provide less comfort, but no more so than any of the car's opposition.
The boot space (seats up) is not vast, which may put some people off who need a lot of room, but as an alternative to a hatch, it's spacious. Overall this medium sized Audi shapes up extremely well as a relatively small, luxurious family car that you could confidently buy and know it would be easy to live with day to day and last forever.
VITAL STATISTICS
Engine type: 1.8-litre 4-cylinder, turbocharged
Power: 118kW
Torque: 250Nm
Transmission: CVT automatic
Performance: 0-100km/h 8.9 seconds
Price: $56,400 at time of review
Photo & text - Paul Blank (copyright)
One of the most evocative names in the car world is Maserati. The company has been through more ups and downs than most over the years, but in recent times has seen stability since becoming a part of the Fiat stable. The revitalized Maserati company is enjoying sales success stronger than any time in the company's history. The big Quattroporte sedan launched a few years ago has been a big winner and the latest offering is the Granturismo, based on the underpinnings of the Quattroporte, set on a shorter wheelbase.
Wearing swoopy bodywork penned by Italian master craftsmen at Pininfarina, the new Granturismo sets a striking pose on the road. With the traditional Maserati grille fronting the new look, there's no doubt this is a special car.
It may be surprising for a coupe, but inside there's actually room for four adults. The sculpted leather seats ensconce passengers beautifully and the headrests wear the embossed Maserati trident logo. In fact, attention to detail inside is one of the best features of this car. It's well laid out with comfort in mind as much as sportiness.
The mellifluous 4.2-litre V8 engine is a gem, and while it delivers plenty of power, there's a more powerful version is coming soon… Nonetheless the Granturismo offers huge performance along with exemplary on road behaviour.
You'd be an exceedingly demanding person not to be very satisfied with the balance of sportiness, comfort and exclusivity that this Italian masterpiece offers.VITAL STATISTICS
Engine type: 4.2 litre V8
Power: 298kW
Torque: 460Nm
Transmission: 6-speed automatic
Performance: 0-100km/h 5.2 seconds
Price: $292,800 at time of review
Photo & text - Paul Blank (copyright)Lexus LS460 - tested
In the USA Lexus outguns all other premium marques, but Australia has been considerably slower on the uptake where the prestige of a BMW or Mercedes-Benz means much more. While previous range-topping Lexus models have been beautifully made and well equipped, they've suffered from derivative styling and a lack of presence.
The latest big LS460 was launched to worldwide acclaim. While it's a little too reminiscent of a big Camry from some angles, it has far more presence and there's no denying that it has the quality hallmarks for which Lexus is renowned.
Throughout, the finish is exemplary and nobody could fail to be impressed by the level of equipment. Standard fare includes a reversing camera, rear passenger DVD player, four individually power adjustable heated and cooled, seats (through perforated leather), sat-nav, power closing doors and bootlid and even - this was a novelty for me - a heated steering wheel. Automatic reverse parallel parking is an interesting addition too...
It's quiet, extremely smooth and easy to manoeuvre for a large car. When you push it, the big Lexus gives performance and handling which would surprise HSV drivers. It's that good. Buyers of other marques would do well to take one for a drive.
VITAL STATISTICS
Engine Type: 4.6-litre quad-cam V8
Power: 280kW
Torque: 493Nm
Transmission: 8-speed automatic
Performance: Top speed 2435km/h, 0-100 km/h 5.7 seconds
Price: $184,900 at time of review
Photo & text - Paul Blank (copyright)
Mini Cooper S - tested
Here's the conundrum that the new Mini designers must have had: how do you update a retro design? While it looks virtually the same as the previous model "new" Mini, the latest Mini is completely new inside and out. Various factors have dictated the need for this including pedestrian crash safety requirements and manufacturing costs. Many people will never know it's a completely new car.The latest version of the Cooper S has a new motor with a turbocharger instead of a supercharger as fitted to its predecessor.
The hot Cooper S version is all about fun. Which it has by the bucketload. The ride is quite hard, but it corners beautifully flat. Big 17-inch wheels with low-profile tyres help - and look the part. The engine is punchy and the 6-speed box is a pleasure to use. The only criticism is that there's ample torque-steer…The engineers have come up with something to tackle this, which gives more turbo boost in second gear and upwards. Dubbed 'overboost' it is really to mask the torque steer which in first gear would be problematic.
There are all the luxury goodies you'd expect plus a truly huge options list. Standard fittings include hill-hold facility, six airbags, stability and traction control. Our test car had the twin glass sunroof which opens up the interior very nicely.The cockpit design is even more extreme in its 'circley' theme than in earlier models. To my mind, it's a it over the top, and something of a novelty I'd tire of quickly. It's spacious enough though, and with the windscreen set so far forward of the driver, feels even more spacious. The boot, not surprisingly, is quite small, but with the rear seat flipped down, there's a useful load lugging space.
I've since tested the diesel engine version, which aside from its very impressive economy, is hard to pin down. Why would buyers in Australia want it? Sure, it looks and handles as well as any Mini, performance isn't bad and it's record-breakingly frugal, but I'm unsure many people in Australia buy the new Mini for reasons of economy.
Buy a Mini Cooper S because it's so much fun to drive, not for the changeable colour mood lighting inside…
VITAL STATISTICS
Engine Type: 1.6-litre turbocharged 4-cylinder
Power: 128kW
Torque: 240Nm
Transmission: 6-speed manual (automatic optional)
Performance: Top speed 225 km/h, 0-100 km/h 5.7 seconds
Price: $46,750 at time of review Photo & text - Paul Blank (copyright)BMW 135i - Tested
In the style department, the 1-series hatch has been 'challenged' to say the least. Expanding the range, BMW has now added stylish 2-door variants to their smallest 1-series range, with coupe and convertible versions. What a difference! Attractive, balanced styling makes these new models stand a world apart from the ungainly 5-door hatch.
Two versions are offered here, and we tested the twin-turbocharged, 6-cylinder 135i. Performance is especially impressive in this smallest of BMWs, with the figures being very close to the iconic M3which sells at around twice the price. The award-winning silky smooth engine gives ample performance anywhere in its rev range and is a real joy to use.
Handling, roadholding and braking are to a very high level too, in keeping with the performance package the 135i espouses. What an absolute blast top punt around the streets or a race track. BMW has hit the nail on the head with this car - performance drivers owe themselves a test drive and giving this car serious consideration.
It's a comfortable drive, not to harsh riding and the 135i is very well equipped inside and out. The seats are excellent, body-hugging without being claustrophobically body-gripping. A cheaper non-turbo version 125i is also offered, but the 135i is so special it would be pretty hard to pass up.Rarely has a car impressed me so much – there's really nothing to criticise. And that's saying something.
ITAL STATISTICS
Engine type: 3-litre 6-cylinder twin-turbo
Power: 225kW
Torque: 400Nm
Transmission: 6-speed
Performance: 0-100km/h 5.4 seconds
Price: $74,200 at time of review
Text - Paul Blank (copyright)
BMW X6 - Tested
Styling is very much a matter of personal taste, and in recent years BMW more than most manufacturers have been putting people's taste to the test. But the 'challenging' styling of the new X6 is just a part of its problem. The big question is "Just who would want this car, and why?". After several days of driving one around it's hard to answer. Certainly the car attracted a lot of attention wherever it went - but some of that was clearly not positive attention. We drove the 3.5-litre turbo-diesel version, which performed very well. The engine gives good power and reasonable economy. The X6 handles nicely for a top-heavy, weighty machine (on gigantic wheels and tyres) and the comfort levels inside are to a high standard. It's certainly well equipped with all the mod cons. Hard to criticise.
But it is strictly a 4-seater, and my 6-foot height is just a little too much to fit under the roof when sitting in the rear seats. Boot space isn't much chop for a car so large either. It might be very good off road, but its highly unlikely any owner will ever find out...
So what exactly is the purpose of the X6? People like SUVs because they are 'practical' or they can justify the 4WD aspect because they might go off road one day. Not the X6. And of course many women like the idea of sitting up high. Maybe that's the answer.
And before I finish - BMW is touting the X6 as a new concept, but for the last couple of years you could have wandered down to your local Ssangyong dealer and bought a fastback 4WD Actyon - but almost nobody has. In case you can't tell, the photo below is the Ssangyong...
Mitsubishi EvoX - Tested
After the successes that the Evo series have given Mitsubishi in recent times, their teams of engineers and designers faced a challenge in developing a performance car based on the new, larger Lancer.
They’ve succeeded in not only increasing the performance levels, but making a car far more easy to live with. Larger and heavier than before, the engineers had their challenges, but the attention to detail in the new car is very evident. There’s plenty of lightweighting but it doesn’t feel cheap or nasty. There are details galore showing how far they've gone to make this car right for club-level motor sport and beyond - for example the battery and windscreen washer bottle are moved to behind the rear seat. The MR version, with its impressive dual-clutch setup – drives remarkably comfortably as an automatic around town, but becomes the very devil on the circuit. There are several settings available, and using the flipper gearshift, with traction control off, and in the 'circuit' setting, the car is a ball-tearer. Perfect for weekend motor sport.
The MR benefits also from Bilstein front and rear shock absorbers, Eibach front and rear springs, exceptionally effective Brembo brakes, BBS 18-inch forged alloy wheels (standard Evos have ENKEI 18-inch wheels), HID headlamps, special scuff plates and leather upholstered, heated front Recaro seats, all in the $7000 or so additional cost.
Acceleration is brilliant, grip and poise exceptional. And the car's a lot more civilised than the harsh Evo9 was. Starting at $59,490 the Evo X will undoubtedly become the car to beat. But that will take some doing…
VITAL STATISTICS
Engine type: 2-litre 4-cylinder, turbocharged
Power:217kW
Torque: 366Nm
Transmission: 5-speed or 6-speed dual-clutch SST
Performance: 0-100km/h 5.0 seconds
Price: From $59,490 to $71,690 at time of review
Enquiries: www.mitsubishi-motors.com.au
Photo & text - Paul Blank (copyright)
There's a real character difference between the 'normal' Touareg V10 and the R50 version. Having driven the normal twin-turbo V10 diesel version for a week, it was a little bit hard to love. Sure, the Touareg did everything well, drove nicely, the performance was very strong, the interior, equipment levels and fitments were of a high standard and all, but it was somehow too bland. There was nothing much to excite the driver other than the prodigious torque. It even looked too plain.
Well Volkswagen has answered any criticisms with the R50 version. A stylish body kit, aggressive grille and vast 21-inch alloy wheels conspire to not only make the Touareg look smaller, but a much more attractive package. People look when it drives past. Much better than the standard Touareg which barely even gets noticed by other Touareg drivers.
Inside, there are upgrades to the finishes which give the interior a real lift. They're mostly cosmetic, and are in keeping with the sporty nature of the R59, but they do make a positive difference. Power leather seats, glass sunroof, 4-zone climate control, power steering wheel adjustment, front and rear parking sensors, etc - there's not much more that can be added. It has Tiptronic flippers, which frankly, are a waste of time. The adjustable air suspension - standard on this model - seems pretty good.
The normal V10 engine is a pretty wondrous device producing an impressive 750Nm of torque - to compare, the latest 6-litre Ferrari 599 V12 produces 607Nm. So for the R50, VW decided to up the ante even more, delivering a staggering 850Nm of torque! Power is also up by 28kW to 258kW. Interestingly Volkswagen claims that the fuel economy remains the same - at 12.6 l/100km. What this means of course, is that the R50 is the perfect choice for towing a huge boat. Up a wall. Quite why else you'd really need this kind of performance in an SUV is questionable. But the endless surge of torque is quite something, and somewhat addictive.
The Touareg options list might make you cringe - $1470 for electric tailgate, $4250 for rear seat DVD, $3170 for Bi-Xenon headlights...
But the R50 version is only $10,000 more than the normal V10 TDI, which begs the question: Why wouldn't you buy the R50? If you did want a big, luxurious SUV with more grunt than any other vehicle on the planet, then this would be the car for you. It's probably hard to justify, but it's a pretty compelling machine.
VITAL STATISTICS
Engine type: 5-litre V10 diesel, twin-turbocharged
Power:258kW
Torque: 850Nm
Transmission: 6-speed tiptronic automatic
Performance: 0-100km/h 6.8 seconds
Price: From $134,990 at time of review
Enquiries: www.volkswagen.com.au
Photo & text - Paul Blank (copyright)
Fiat 500 - Tested
Some retro cars hit the mark and some just don't get close. The two most common in Australia are the new Mini and Beetle. The Mini has been a runaway success and is acknowledged as a great drivers' car, especially in Cooper S form and has become a 'must have' car in many parts of the world. The Beetle, while aesthetically pleasing, is a very compromised design, and no self respecting male in the world has bought one. Not even the daisy on the dashboard gives the Beetle any street cred.
So when Fiat decided to reinvent their iconic Bambino, there was a lot at stake - and they knew it. The original rear-engined 2-cylinder car's formula had plenty of character, but minimal practicality in the modern world, so Fiat needed to somehow retain the personality of the old car and translate the rest of the car into something which could be built at a price and was useable by today's drivers.
Fortunately, they seem to have got it right. The car certainly looks 'right'. While it has many of the original's styling cues and definitely has the DNA of the Bambino, it has grown up. Now it sports a 1.2 or 1.4 -litre petrol or a 1.3-litre turbodiesel 4-cylinder engine up front. Performance is much as you'd expect from a modern 4-cylinder car, though the example we tested seemed to idle noisily.
The two main criticisms would be that the car has a turning circle far bigger than something so small should have, and the ride is quite choppy - probably inevitable to a degree in a short, light car, but it became tedious around Sydney's poor street surfaces.
You sit a little higher than in most small cars, which is fine - and there's room for four full-sized adults. The interior is bright - with much of the surfaces finished in the external body colour. Power steering, power windows, central locking, a decent sound system and air conditioning mean there's nothing really missing.
The boot is pretty small, but nobody would complain in a car of this size - and the rear seat flips down anyway when more space is needed. There's a myriad of options, some quite amusing, very much in keeping with the character of the car. Yes. its fun to use, and an excellent town car. It isn't a parody of the old 500 and can certainly hold its head high in traffic. Can't wait for the hot Abarth models...
VITAL STATISTICS
Engine type: 1.2-litre petrol/1.4-litre petrol/1.3 turbodiesel
Power: 51kW/100kW/75kW
Torque: 102Nm/131Nm/145Nm
Transmission: 5-speed manual
Performance: 0-100km/h 12.9/10.5/12.5 seconds
Price: from $22,990/24,990/25,990 at time of review
Enquiries: www.fiat.com.au
Photo & text - Paul Blank (copyright)
After a five year delay with no iconic performance GT-R model, Nissan has blown everyone away with their new 2008 model R35. This car is a technical tour de force, and performs so astoundingly well, at such a relatively low price, that it will force companies like Porsche to have a serious re-evaluation of their own cars.
A drive of the latest weapon from the GT-R stable showed how potent the new car is... It feels harsh, clunky and very much the competition car environment, that's a part of the intrinsic nature of the new car. While previous models (we had R32, R33 and R34 on hand to test back to back at the Speed Dome venue) were based on everyday luxury family cars, the newest iteration of GT-R is a purebred performance machine.
With quoted acceleration times in the mid-4 second range the acceleration is certainly impressive - and very enjoyable. The automated manual gearchange, even though I'm not a great fan of them - suits this car's character perfectly and is amazingly efficient. It's quick, precise and effective. Pretty much like the whole car. Even in automatic mode punting the R35 around the Speed Dome was exhilarating.
The technological features of this car are mind boggling, and without doubt would be beyond the need or scope of any owner. Want to know the tyre pressures? Just hit the voice recognition button and call out "Tyres" and a readout for each tyre appears on the dash centre screen. There's plenty of Big Brother stuff in these cars too. In Japan (the only market where the car is available at present), if you take your car to a race track, the GPS will log the information back at Nissan's GT-R headquarters and if you don't follow up your track testing time with a factory approved service, your warranty can be voided.
The styling is very much in the modern Nissan sports idiom, yet it retains enough of the Skyline DNA to be recognizably a GT-R. There are certainly plenty of detail items both inside and out which grab your attention. The finish, especially in the interior is a quantum leap forward over the R34.
It's a car in which even an experienced and competent driver can feel very inadequate, so high are it's levels of capability. OK, while it was great fun at the Speed Dome in Perth, it's really a car to take for a few laps of the Nurburgring.
Text & photos: Paul Blank Special thanks to Fabcar of Victoria Park for assistance with the cars.
Skoda Roomster TDI - Tested
Skoda's return to Australia is spearheaded by two models. The funky Roomster blurs the line between small wagon and people mover, whereas the Octavia is a more mainstream model. Reactions to the Roomster were generally positive from people absorbing what the new car was when we had it on test. The styling is quite unusual, It's a different way of expressing the roominess that a high roof small wagon can offer.
It certainly has space inside for six foot plus people to wear top hats. While that's pretty useless in the front, it does help give a very spacious load carrying area in the rear. The back seat is a 3-piece affair, each folding, sliding and easily removed - though the centre seat is very narrow and only suitable for kids. There are plenty of tie-down hooks, nooks and even two glove boxes - probably sufficient storage places to satisfy anyone.
Performance from the 1.9-litre turbo diesel unit is quite reasonable. It's a hit slow of the mark, but has strong mid-range acceleration, typical of a turbo diesel. The gearchange is easy and clutch remarkably light. An automatic version will be available later. The majority of the mechanical components are shared with other vehicles in the VW/Audi/Seat/Skoda ranges.
The finish is to a high standard, and while there is plenty of hard plastic inside it all seems good quality and there's no doubting the durability - Skoda came out ahead of it's siblings VW and Audi in English quality surveys recently. The light coloured lower sections of the interior trim help give a classy feel and emphasise the spaciousness. Equipment level is high, with power everything, climate control and alloy wheels standard.
Performance drivers won't get excited by the Roomster, but that's not who it's for. Anyone wanting a practical, stylish car which is out of the ordinary - and great value for money, would find the little Skoda a valuable companion.
VITAL STATISTICS
Engine type: 1.9-litre 4-cylinder turbo diesel
Power: 77kW
Torque: 240Nm
Transmission: 5-speed manual
Performance: 0-100km/h 11.5 seconds
Price: $28,800 at time of review
Enquiries: www.skoda.com.au
Photo & text - Paul Blank (copyright)BMW 850i Convertible - Tested
This is BMW's big glamour car. While there are specialised high-performance M6 versions of the same car, this is the one that wealthy cruisers are meant to buy. It has a powerful V8 engine up front, is loaded with all the luxury equipment that BMW can dream up, and is very nicely built, by one of the best known luxury car makers. But not many people buy them. I wonder why?
Of course it includes BMWs infuriating non-intuitive direction indicators. Why do they think it's necessary to re-educate drivers for their cars? The Play Station gear selector works nicely, as do the other controls. Over the past few years there have been lots of complaints about BMWs I-Drive computer controller on the console, and while it's still far from perfect, it isn't that hard to get the hang of. The navigation system BMW uses is one of the better types on the market.
And the head-up display on this car - projecting information onto the lower windscreen - it's brilliant. Road speed, important warnings and navigation directions are shown on the head-up display. Surely this wonderful feature should migrate to many other cars. There are dozens of motors powering things on this almost 2-tonne car, including one to lift the steering wheel to help (obese) drivers enter and exit the car, soft door shutters and headlights that turn (slightly) with the steering. The seats are adjustable in every direction and it's possible to carry 4 full-sized adults, if they don't mind compromising on space a little.
Performance is strong, but not blistering, and the wonderfully deep, woofling exhaust note is an aural pleasure. In Sport mode, the gearshifts allow more enjoyment of the sounds than normal, but the additional steering column-mounted flipper shift mode is really superfluous, as the car changes up or into drive at it's own discretion anyway.
There's no doubting some fine engineering has gone into this car, and it's as easy as can be to drive in town or the country - but you'd really have to like the look of it...
VITAL STATISTICS
Engine type: 4.8-litre V8
Power: 270kW
Torque: 490Nm
Transmission: 6-speed automatic
Performance: 0-100km/h 5.8 seconds
Price: $228,800 at time of review
Enquiries: www.bmw.com.au
Photo & text - Paul Blank (copyright)Peugeot 207 XT HDi Touring - Tested
Peugeot's new, more extreme look, with gaping mouth grille and stretched lights is ever more evident on their newest models. Recently launched in Australia is the wagon version of their small 207 series. This car is a little bigger than the very popular 206 it replaced, and this works well in the case of the wagon.
The car we tested featured the 1.6-litre turbo diesel engine, which is extremely popular in the model in Europe. A petrol version is also offered. Australians have been awakening to the benefits of diesels in recent times, and for a small unit, this one won't disappoint. It's no rocketship, but offers decent acceleration, especially mid-range where the strong torque can work to its benefit. The 5-speed manual is a fine box and once you're used to the characteristics of the car, it's quite good fun to drive.
Initially the very light (electric) power steering seems over sensitive, but with familiarization, it only feels so light at parking speeds - which is fine.
For Australia the 207 HDi Touring is very well kitted-out, with features including a fabulous full-size panoramic glass roof (with electrically retractable internal blind), separate opening rear hatch glass, automatic wipers, dual zone climate-control air conditioning and little items such as remote controls for the sound system mounted on the leather-bound steering wheel.
An improvement on previous small Peugeot wagons, the rear seat-back flips easily down to provide a flat load space. The front seats are exceptionally comfortable - in the best French car tradition.
Peugeot offers a big range of 207s in Australia, including 3-door and 5-door hatches and the retractable hardtop 2-door CC model. These are certainly very likeable cars as a drive will prove.
Engine type: 1560cc 4-cylinder, turbo diesel (petrol also available)
Power: 80kW
Torque: 240Nm
Transmission: 5-speed manual tested, auto available with petrol engine
Performance: 0-100km/h 10.3 seconds
Price: $29,790 at time of review
Enquiries: www.peugeot.com.au
Photo & text - Paul Blank (copyright)
Bentley Flying Spur - tested
Bentley has been enjoying a resurgence worldwide, and the latest addition to their range in Australia is the Flying Spur. Bentley recently brought two examples, plus a Continental GT and their 2003 Le Mans winning race car to Perth and a drive day gave insight to the company's very special road cars.
The Flying Spur is effectively a 4-door version of the much admired Continental GT. That means it shares the glorious twin-turbocharged W12 engine - 6 litres - four wheel drive and an extended version of the floorpan. There's 411kW of power and 650Nm of torque. So the performance is exceptional. Acceleration is relentless from any speed. Zero to 100km/h is dealt with in a whisker over 5 seconds, which is mighty impressive given that the Spur is a full sized, 2500kg car.
The 6-speed gearbox is as smooth as silk, even when the gear flippers or gearstick are used to select gears. In Sport mode, there's a just-audible burble from the exhaust on lift-off - lovely. The transmission runs a very advanced adaptive programme which has to be one of the greatest achievements of the 600-strong engineering team at Bentley.
Inside the quiet cabin are the expected polished and leather finishes, all beautifully done. There's the option of separate rear seats, which is rather nice and a myriad of bespoke Mulliner options available.
Vast 20-inch alloy wheels are optional and looked striking on one of the Spurs we drove - standard are 19-inch wheels.
I think my preference leans more towards the Flying Spur than the 2-door GT - though the convertible GTC version I first saw displayed at Monaco Grand Prix looked pretty special...
Prices for the Flying Spur start around $380,000 on road, which is a good $25,000 less than the GT. Consider, that in most markets the prices are the same for both cars, and an Australian buyer gets a relative bargain!
VITAL STATISTICS
Engine type: 6-litre 12-cylinder, turbocharged
Power: 411kW
Torque: 650Nm
Transmission: 6-speed automatic
Performance: 0-100km/h 5.2 seconds
Price: $353,000 + on-road costs at time of review
Photo & text - Paul Blank (copyright)Elfin MS8 Clubman - tested
This Australian car is remarkable in every way. Through several owners, Elfin has been around for 50 years making racing and sports cars.
The latest two models are the Clubman and fuller-bodied Streamliner. They break new ground for limited-production lightweight sports cars. The styling is up-to-the-minute fresh, they're powered by Holden's current V8 and they're beautifully made.
I toured the factory in Melbourne and the high level of care in design and construction of these cars is self evident. Tom Walkinshaw has bought Elfin, and with its new sister company HSV's experience and backing, the cars are now in production and dealers have been appointed all around Australia as well as a couple in England.
We drove the lighter, more traditionally styled Clubman model. It offers raw, thrilling performance. And not much more. The wind buffets, the ride is taught, unassisted brakes have a heavy pedal (but perform strongly) and the steering is pin sharp. But these cars are all about acceleration. The Elfin is absolutely, intoxicatingly brutal. Traction control helps, but there are few drivers who won't be intimidated by the car's sheer force. Brilliant!And by adjusting equipment levels, the factory has just brought the price down considerably too. The order books are starting to bulge and that's no surprise. The design, quality and performance mix that this car incorporates is unlike anything else.
VITAL STATISTICS
Engine type: 5.7-litre V8 (supercharger optional)
Power: 245kW
Torque: 465Nm
Transmission: 6-speed manual
Performance: 0-100km/h 4.2 seconds
Price: $84,990 at time of review
Enquiries: www.elfin.com.au Photo & text - Paul Blank (copyright)Mitsubishi Lancer VRX - tested
The latest Lancer has been an instant hit for Mitsubishi, it's aggressively styled new look being an indicator of how serious the company has been in completely renewing the model. It's a far cry from a Lancer even a couple of generations back. one of the most obvious strengths of the new car's driving characteristics is how tight the car feels - clearly there have been big advances made in the structural elements of the body.
Opinions tend to be varied on the new look - it is very deep sided and the boot on the VRX, with its big rear wing, looks very high. The new-look snout is the most different part though, and I think it works well. It effectively differentiates the Lancer from the rest of the cars this size. And its size is considerable these days. While the Lancer is still a small car, it has grown again for the new model.
Aside from the specialist EvoX (turbocharged, four-wheel-drive, etc), the VRX is the top of the range, all of which share the same 2-litre, 4-cylinder engine. Our test car was fitted with the automatic transmission - a CVT unit which takes some people a little while to get used to. The constantly variable transmission makes the car sound like the transmission is slipping under some acceleration conditions, which it's not. It works well enough though, and the flippers behind the steering wheel allow selection with sharper response.
Our car also wore smart 17-incjh alloy wheels and a glass sunroof, which worked rather noisily. The Rockford Fosgate sound system is effective and also has steering wheel controls.
The VRX also features keyless entry and ignition, sports seats and a body kit. It's pretty well equipped, but hen it's not especially cheap.
Performance on the road is fine, acceleration best described as adequate... Very good handling is ably assisted by the tight as a drum feel the whole car has. Other than when on coarse bitumen the car is quiet inside - again something anyone who drives an older model Lancer would be impressed by. There's good reason why the latest Lancer is proving such a success...
VITAL STATISTICS
Engine type: 2-litre 4-cylinder
Power: 113kW
Torque: 198Nm
Transmission: CVT automatic tested, manual also available
Performance: 0-100km/h 9.5 seconds (manual), 10.5 seconds (auto)
Price: $28,990 (manual), $31,490 (auto) at time of review
Enquiries: www.mitsubishi-motors.com.au
Photo & text - Paul Blank (copyright)Toyota Aurion TRD - tested
Toyota has had another hit on its hands with the current Camry and Aurion twins, but the company has been keen to expand the appeal of the model and has launched the supercharged Aurion TRD as a range-topping performance version.
TRD (Toyota Racing Developments) has long been a maker of aftermarket performance accessories for Toyotas, with their strongest market recognition being in Japan and the USA. This completely Australian developed TRD model is far more that a bunch of accessories added to an existing model. Extensively tested in Japan and Australia, the upgraded Aurion is very much a fully developed model in its own right.
Testing included the engine doing 100 hours at maximum revs (6400rpm), during which the engine consumed 14,000 litres of fuel!
Many areas have received attention, most interesting of which is the addition of a new type of Eaton Supercharger. The Aurion TRD is the first production car to incorporate this unit. The power output is 241kW, which the car puts easily to the ground via a 6-speed automatic transmission, with lock-up torque converter and artificial intelligence shift control. This goes to the front wheels - the car sitting on attractive 19-inch wheels with top of the range 45/35x19 Dunlop SP Sport Maxx tyres. Brakes and suspension have also received attention.
An aggressive and quite attractive body kit graces the Aurion, which from the front looks somewhat HSV inspired. The interior includes specially bolstered sports seats, changed steering wheel and a few other minor items, but inside, the TRD is more luxury car than sporting machine in both versions offered.
It's an easy car to drive, showing no histrionics under pressure (as you'd expect from a Toyota). Our drive proves it handles the circuit well, with the brakes withstanding punishment well. Acceleration is strong without being brutal and the handling/roadholding balance is very competent. It's quiet inside and you're well insulate from the outside world, even when pushing hard. Sophisticated electronic nannies ensure you keep out of trouble - but battle to keep the torque steer to a reasonable level.
The overall balance of the whole package as a performance car is unquestionably good, but it won't be taking conquest sales from HSV buyers. The Aurion TRD doesn't have that brute force kind of appeal that the Aussie V8s have. Twenty year olds won't aspire to ever owning one. Nor are BMW or Audi buyers likely to consider it. Still, plenty of Toyota buyers wanting more than what a Sportivo offers will be happy to upgrade to a TRD, and they won't be disappointed.
Slow initial sales initiated a price drop from Toyota.
POSTSCRIPT: At the end of 2008 Toyota announced that with sales of only 537 cars to date, the TRD model would be dropped from their range.
VITAL STATISTICS
Engine type: 3.5 litre V6, supercharged
Power: 241kW
Torque: 400Nm
Transmission: 6-speed automatic
Performance: 0-100km/h 6.1 seconds
Price: 3500S $56,990, 3500SL $61,500 at time of review
Volvo C30 2.4 S - Tested
Stylistically the latest small, sporty Volvo model takes some cues from the classic 1800ES sports wagon of the early 1970s. The low-set rear hatch in glass is the most reminiscent aspect. Today's car shares its underpinnings with the Ford Focus and Mazda 3 - all from the Ford gene pool, which is no bad thing. All are accomplished handlers with modern chassis characteristics.
Volvo offers three versions of the C30 in Australia, and we tested the base model 2.4 S, which has Volvo's unusual 5-cylinder petrol engine. At $34,450 it's not especially cheap, but offers a good level of refinement, high quality build and a level of exclusivity. It's strictly a four seater, with decent space for adults in the back. The interior looks unexciting, even the novel 'floating' centre console doesn't help enough, but everything works efficiently. Sounds like a Volvo?
The other consideration is that this model just isn't sporty. Performance is adequate, but nobody will ever accuse this car of edging into Alfa Romeo territory. For about $8000 more there's a turbo version, which along with greatly improved looks (colour-coded plastic body sections, decent large diameter wheels, etc), makes a far more sporting proposition.
The C30 is a model which will undoubtedly help create new buyers for Volvos, and while the base model won't shake off any preconceptions about staid Volvo performance, it well illustrates Volvo's new, more contemporary outlook.
VITAL STATISTICS
Engine type: 2.5-litre in-line 5-cylinder
Power: 125kW
Torque: 230Nm
Transmission: 5-speed manual or automatic
Performance: 0-100km/h 8.1 seconds (8.8 auto)
Price: $34.450 ($35,950 auto) at time of review
Enquiries: www.volvocars.com.au
Photo & text - Paul Blank (copyright)
BMW 320d Touring - tested
This exact version of BMW's popular 3-series is not sold in Australia - we tested this car in Europe, including many miles on autobahns and autoroutes. In Australia we see the wagon with a 2.5-litre petrol engine, and only get the 2-litre turbo diesel powerplant in the sedan body. Diesel engined cars are finally gaining some popularity in Australia, with 21 percent of BMW sales in Australia in 2007 being diesels.
BMW wagons have tended towards form over function and the latest 3-series wagon follows suit. It's a stylish machine in the latest Chris Bangle BMW look and in all versions is a pretty well thought out car. As well it ought to be as the 3-series sells in enormous quantities around the world.
The luggage area is not particularly large - when compared to most other wagons of a similar size - the wagon being exactly the same length as a 3-series sedan. A separately opening rear hatch glass is a nice and quite useful touch.
The 2-litre turbodiesel motor has a fraction more power than a BMW 2-litre petrol engine, but more than a third more torque, making it a very flexible and useable motor. Economy is considerable better too. The engine is a bit noisy (surprisingly) in town, but can easily propel the car stably at 200km/h - we tried it on an autobahn.
Fit and finish of the car throughout are clearly to a high standard, but one unnecessarily infuriating design fault is the 'cleverer than the driver' indicator controls. Why does BMW insist on re-educating people on the most fundamental driving skill? It seems like the i-drive designers needed something else to do. The sooner they stop this nonsense the better.
The i-drive control in the 3-series is not as complicated as early iterations of BMW's controller. The Navigation system is one of the best we've used, performing well (except for unnecessarily diverting us off freeways through towns when instructed not to...).
Overall it felt a good car, but somehow, not completely great.
VITAL STATISTICS
Engine type: 1995cc Turbo diesel 4-cylinder
Power: 120 kW
Torque: 340 Nm
Transmission: 6-speed Automatic tested (6-speed manual also available)
Performance: 0-100km/h 8.6 seconds
Price: $68,900 (turbo diesel sedan) $71,500 (auto petrol wagon) at time of review
Enquiries: www.bmw.com.au Photo & text - Paul Blank (copyright)Mitsubishi Pajero VRX & Exceed LWB Wagons - tested
Mitsubishi's latest iteration of its big off-road cruiser is a bit difficult to pigeonhole. There's no doubt it's extremely capable off road, but that's probably of little importance to the majority of its buyers. For the school run, where most Pajeros will be doing their work, off-road capability is irrelevant.
It has a tough, rugged feel to it, but is fairly well equipped in the way the market for big 4WD wagons demands. The V6 engine is smooth with just adequate power for the job but it's mated to a truly excellent automatic transmission. Turbo diesel engine variants are also available.
Around town its size is an attraction to many people, not just for the good load capacity, but also for its height and lofty driving position. In the country, it cruises very nicely – which is one of the new Pajero's greatest strengths. It's let down by uncomfortable seats though - especially in the rear. The finish inside and out seems to be to a good standard and the equipment level is up to the job, with the Exceed being especially well endowed with comfort features (including rear DVD player, leather seats, etc).
Ultimately the Pajero is probably no less sophisticated or truck-like than its competitors – you'd really need to have a 4WD in the first place. One consideration for a buyer should be Mitsubishi's market-leading 5-year/130,000km warranty.VITAL STATISTICS
Engine type: 3.8-litre V6
Power: 184 kW
Torque: 329 Nm
Transmission: 5-speed Automatic (5-speed manual also available)
Performance: 0-100km/h 13.5 seconds
Price: $57,990 at time of review
Enquiries: www.mitsubishi-motors.com.au
Lexus RX400h - tested
A conundrum. Here's a high quality, easy to drive, comfortable cross-over vehicle, fitted with four motors – 3 electric and a 3.3-litre petrol engine. Hybrids are gaining popularity worldwide, with most being economy-cars - the RX400h is the first big hybrid on the local market, and it's set to be followed by luxury road cars from the range.
It's comprehensively equipped, from self-levelling headlights, through sat-nav to the remote tailgate open/shut system. The leather seats are comfortable front and rear and there is power assist for everything, even the steering wheel adjustment - all in line with its luxury brand name.The driving experience in this hybrid is not much different to a normal petrol car, except that it's silent when stopped. The slightest acceleration brings the petrol engine into play. A dashboard screen shows which propulsion system is in use, as well as showing the regenerating under braking. It certainly summonses strong acceleration when asked, though isn't very economical - but that's probably not a high priority for the buyer of a $94,000 vehicle. The factory claims it uses 8.1 litres per 100km.
The hybrid system seems questionable in a car like this, which could stand alone as a fine vehicle without it - and that's what the $18,000 cheaper RX350 is. SEE REVIEW OF NEW MODEL RX350 ABOVE
VITAL STATISTICS
Engine type: 3.3-litre petrol engine plus 3 electric power units
Power: 200kW total
Torque: 342Nm
Transmission: CVT gearless automatic
Performance: Top speed 200 km/h, 0-100km/h 7.6 seconds
Price: $94,100 at time of review
Enquiries: www.lexus.com.au
Skoda Octavia 1.9 TDI - tested
To most Australians, Skoda means very little, the Czechoslovakian marque last having been sold here in the late 1970s, as quirky rear-engined Eastern Bloc types of cars. Today the company is part of the Volkswagen empire with a range of value for money models being marketed throughout Europe. Most models of Skoda share underpinnings and mechanical components with other cars of VW/Audi/Seat models. The brand is marketed as a value range, each generally selling for around the price of the next size up in Volkswagen.
The Octavia (resurrecting a name from long ago) is a mid-size model, and the version we tested was the popular turbo diesel in England. It certainly packs a punch, and on acclimatization to the minor idiosyncrasies of diesels, provides an enjoyable drive. The diesel motor isn't as quiet as some of the best from other makers, but is nonetheless a very good unit.
The comfort level is quite good, with none of the items expected in a mid-size car today missing - adjustable column power steering, power windows, remote locking, etc. Six airbags are fitted across the Octavia range. The seats are VW firm, but nonetheless comfortable for long distances (our drive was about 1000km). The ride is certainly adequate and handling up to the performance the Octavia offers.
A wagon version is also offered. For comparison for Australian readers, the Octavia sells for a similar price in England to an equivalent diesel Peugeot 307 or Toyota Corolla and cheaper than a Ford Focus.
The only real downside is that the Octavia looks fairly bland both inside and out. But I can't imagine any buyer being dissatisfied. It's a very competent car, economical, well built and can be a bit of fun when pushed hard. With Skoda returning to Australia, potential buyers need not be concerned about old Skoda jokes. These are fine cars.
Photo & text - Paul Blank (copyright)
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Audi A6 2.0 TFSI - tested
Audi’s large car, the A6 is the current model in a very long line of full-size sedans, dating back through the 100 series which originated in the late 1960s. There’s been a lot of changes through the years, but two fundamental elements have always remained.
The big Audis have always been technologically advanced cars and have been built to a very high standard of quality. Both of these are quite evident in the latest A6.
While this model isn’t brand new to the market, it has recently been updated – to include the new Audi corporate face, and new engine variants have been added. The new 2-litre version tested was an interesting machine. First thoughts are that 2-litres is nowhere near enough to pull a Commodore sized car. But the clever turbocharged engine certainly gives the car better performance than you’d first expect. The only down-side to this economical motor is the noise – when pushed it sounds like a wheezy little engine, not in keeping with a big luxurious European car.
Nonetheless, the entry level big Audi cruises very nicely in country roads, the CVT transmission is well suited to the engine, and there’s even reasonable overtaking acceleration available when loaded with four people.
It’s a well equipped car too, the highlight undoubtedly being the reversing camera which shows objects behind on the in-dash screen. It’s marked with moving guide lines and works with the proximity sensors. It takes some getting used to but is an excellent system. We drove three times Formula 1 World Champion Sir Jack Brabham in our test car and he was impressed by the reversing system. The seats are supportive and the driving position very adjustable. Owners will be sure to enjoy the high quality sound system.
At $75,900 it’s almost $20,000 less than the higher-spec 2.8 V6 version, and must be considered reasonable value. It’s probably not the model sporting drivers would look at – but there are V6 and V8 versions for that. Without the large diameter alloy wheels that larger engine versions have, this version lacks some of the visual impact they enjoy. Tight panel gaps and obvious attention to detail are hallmarks of this very beautifully built piece of German engineering.
VITAL STATISTICS
Engine type: 2-litre 4-cylinder, turbocharged
Power: 125kW
Torque: 280Nm
Transmission: CVT automatic
Performance: 0-100km/h 8.7 seconds
Price: $75,900 at time of review
Photo & text - Paul Blank (copyright)Mitsubishi Colt Ralliart - tested
Now here's a surprise packet. Mitsubishi's modern little Colt has been a slow starter in Australia, in spite of being an up to date design. Pricing and specifications needed adjusting, which the company has done since the launch, and sales are improving. The biggest change was to offer transmissions other than the CVT unit which was all that was available to start with.
The Colt is a very good package, in any version, sharing its structure with the ill-fated Smart Forfour, but thoroughly deserving a better future. One car set to help is the Ralliart version. Far more than a decorative 'sports pack' as is often applied to small cars pretending to be actually sporty (remember Toyota's Echo Sportivo?), the Ralliart is the real deal. It boasts a powerful turbocharged engine, uprated suspension, excellent Recaro seats, big wheels on low profile tyres and an electronic aid package which is certainly biased to the sporty driver.
The 113kW, 1.5 litre 16-valve intercooled DOHC, MIVEC turbo engine is a gem.
There's a plethora of little details, like the Evo style bonnet, leather steering wheel and rear spoiler all of which add up to making a very complete package. All of Mitsubishi's Ralliart cars have been extremely well sorted cars - even the long lost Magna, and this pocket rocket is no exception. It's an easy car to get used to, loses none of the practicality of the little Colt and is an absolute blast to drive. A new Mini Cooper S makes a valid comparison - it's that good.
If there's one item which bugged me it was the little gearknob. While it was leather-bound it was much smaller then the decent, thick grip of the steering wheel, and detracts from the sporty feel in an annoying way. That said, the driving experience is impressive - it's great fun to throw around, the willing engine, impressive grip and confident brakes making it an excellent all-round package.
POSTSCRIPT: This model is no longer offered in Australia
VITAL STATISTICS
Engine type: 1.5-litre 4-cylinder, turbocharged
Power: 113kW
Torque: 210Nm
Transmission: 5-speed manual
Performance: 0-100km/h 7.5 seconds
Price: $29,990 at time of review
Renault Espace 2.2 dCI - tested
Here's something a little different. The Espace is now in its fourth generation - the original was the first of the People Movers. It's always been a modern design in each iteration, and not a conversion of a commercial vehicle like almost all its opposition once was.
This latest version has been on the market in Europe for a few years now, and is till the market leader in terms of comfort and design, though others are rapidly catching up. A slightly updated version was launched in 2006. Renault markets it as an upmarket luxury vehicle rather than a family car. It enjoys an easy to absorb version of Renault's current look, which is less testing than the Megane for example, and very attractive to many eyes.
Two sizes are made, the 'normal' Espace and a 7-seater Grand Espace. Engines offered range from 2-litre 4-cylinder through to 3.5-litre V6 petrol units and a1.9 and 2.2 litre turbo diesel 4-cylinders and a 3-litre V6 diesel. In it's home country more than 50 percent of new cars sold are diesel, and with a large vehicle, it makes good sense. Our test vehicle was the 2.2 turbo diesel.
Like most Renaults, the Espace scores a 5-star NCAP crash rating. Aside from a plethora of airbags, it's a very well equipped car. There's all the power assisted items one might expect (the top of range models being excessively well equipped). The seats slide, fold, lift out and perform acrobatics, while still being very comfortable, even the rearmost ones (when many cars' 3rd row seats are awful). The electric handbrake is novel, but works very efficiently. The electronic instrument readout works well and helps give a space-age look to the interior.
It drives very nicely too, given that it's a tall, heavy vehicle. The 6-speed gearbox is a delight to use, driving position is excellent and the ride is French-car-fine, though ever so slightly choppy at times. Even when pushed hard on tight mountainous roads the Espace impresses.
It's a shame for Australians that this model is not marketed here. The ask would be very high (it's priced at the lower end of BMW 5-series territory), and maybe too few Australians would want a luxury MPV, the vast majority of sales of similar cars here being as family wagons. The cool Espace gets a 5-star rating all round.
Audi A4 3.0 TDi Quattro - tested
If you’ve been to Europe in the last few years you may have noticed how many new cars have diesel engines. There’s very good reason for it. Firstly, unlike in Australia, diesel fuel costs significantly less than petrol. And secondly, diesel cars are considerably more economical.
In recent years diesel cars have changed enormously from the clattery, smoky, slow devices from years gone by. Today a diesel engine usually can boast cleaner emissions than a traditional petrol engine, and while the diesels are still a little noisier, it’s a small price to pay.
Typically diesels are lower revving and less powerful than a petrol engine of the same size. However, the big benefit they have is vastly more torque – which in most driving situations is more useful than power.
Many modern diesels also employ turbochargers – and one exceptional example of this is Audi’s new 3.0TDi, fitted in our test car in the small A4 sedan body. This engine is a V6, and with the turbo doing work from low in the rev range, it gives very impressive performance. With 171kW and a stonking 450Nm of torque, the car is capable of 0-100km/h in 7.2 seconds and tops out at 235km/h.
But it’s not just about performance. This model is equipped with the latest version of Audi’s famous ‘quattro’ all wheel drive system, providing sure-footed grip even under extreme circumstances. It’s aided by electronic wizardry to ensure the safest handling. Audi’s build quality is certain to impress anyone who drives the A4. The fit and finish inside and out is exemplary and would satisfy the fussiest critic. It feels bank vault strong.
At over $85,000, this version needs to be well equipped to meet the market demands – and it is. A very good navigation system is built into the entertainment system (with TV, etc) and the comfort of the multi-adjustable power seats is of a high standard. The boot is spacious and the Avant wagon version adds extra practicality – and style.
Driving the car you find the controls easy to understand, the car easy to point and the boost from the engine always a pleasure. Annoying flipper-operated gear selection is too easily over-ridden by the car’s computers, making it superfluous. Just leave it in Drive, or Sport if you want to hear more revs – let the 6-speed box do its job, and enjoy the torquey performance.
VITAL STATISTICS
Engine type: 3-litre V6 diesel, turbocharged
Power: 171kW
Torque: 450Nm
Transmission: 6-speed automatic
Performance: 0-100km/h 7.2 seconds
Price: $86,700 at time of review
Photo & text - Paul Blank (copyright)
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Chrysler 300C Touring - tested
Chrysler's wagon version of their hot-selling 300C is now available in Australia. Interestingly, in some European markets, the Touring outsells the sedan. It has been launched in Australia as the big 6.1-litre Hemi engine SRT8 version of the sedan joins the local market. An SRT8 version of the wagon will appear in Australia at a later date.
In the meantime, Chrysler offers three engines in the wagon - the 3.5-litre V6 and 5.7-litre V8 as the sedan has seen already, plus the introduction of a diesel engine. This may prove the choice for many buyers, with petrol prices increasing rapidly, the economy of the diesel will prove appealing. We drove the V6, and while its performance was adequate, it certainly wasn't exciting (which the V8s are). So the immensely torquey diesel (510Nm!) may be a sensible choice.
As a wagon, the 300C is probably more of a lifestyle statement than a practical carry-all. The load space is nothing special and the seats don't fold completely flat. The seats are disappointing too, with the backrest being quite unsupportive. The tortoise-shell finish on the steering wheel, gearshift and door grabs is a nice touch. And of course, it's comprehensively equipped, leaving very little wanting.
It's an easy car to get used to and really isn't as big as it looks. In fact, the 300C is barely longer than a Commodore.
The sedans greatly outsell their competition (Statesman and Fairlane) with good cause. The wagon is set to go head to head against different competition. From $62,000-69,000 it makes a compelling alternative to similarly priced, but achingly dull 4-wheel-drives. Prado, Pajero, Patrol? There's just no comparison. But a Volvo XC70 (similarly priced) or Audi Allroad (much pricier) are closer, if less interesting alternatives.
And with some bling - 20-inch chrome wheels, please - nothing much matches its visual impact... It sits low on its haunches, has an in-your-face personality and has character by the bucket-loads. And the Touring is just that bit different and more useful than the sedan. It gets the thumbs up.
Porsche Cayman S - Tested
The Cayman heralds a new direction for Porsche, being a coupe significantly less costly than the legendary 911, but in most respects, no less capable.
Sharing many of its components with the Boxster, the Cayman has received rave reviews around the world since it’s launch. I tested the high-spec S version, with the bigger 3.4 litre engine (the 2.7 costs $118,000). Performance is certainly not lacking!
The 0-100 km/h acceleration time tells you this is a real performer, the mid-mounted boxer engine giving off a very addictive thrum as it’s pushed through the gears. Handling is exemplary, with low profile tyres on huge wheels and an electronic stability system for those who try too hard.
Confidence-inspiring brakes are a part of the package, and something for which Porsches have long been renowned. Pushed hard, it responds like a Porsche - and that's something which is a real pleasure.
Small boots front and rear allow moderate luggage carrying, and the 2-seat cockpit is made to fit and well equipped. The exquisitely complex drink-holders are examples of the engineering Porsche are famous for. Build quality and finish are to the very high standard that buyers have grown to expect from the folks at Zuffenhausen.It's different enough looking to the 911 to have its own character, even though it shares many parts.
The Cayman is sure to be a success, both as a (relative) volume seller and a stepping stone for many buyers to the more expensive 911 series.STATISTICS
Engine type: 3387cc, flat 6-cylinder, mid-mounted
Power: 217kW
Torque: 340Nm
Transmission: 6-speed manual (tested) or Tiptronic
Performance: 0-100km/h 5.4 seconds; top speed 275 km/h
Price: $148,500 when tested (2007)
Text & Photo Copyright Paul Blank
