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Comparo: BMW X1 vs Freelander 2 TD4

August 31, 2012 //
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After a difficult birth, the baby Land Rover has found its feet 4 but has walked into a fiercely competitive and expanding market of premium compact SUVs. NEIL DOWLING reports. July 2011

BMW X1 20d
price
$55,580

VALUE: The X1 is on par with the Freelander on most specs but doesn’t have as many features. The Freelander shouts about its off road ability but don’t dismiss the X1’s brilliant all-wheel drive and sophisticated electronics when things get slippery. But costly engineering isn’t visible and buyers may be let down by the lack of goodies compared with the Land Rover. Star: 3/5

TECHNOLOGY: The everlasting 2.0-litre turbo diesel engine is still on duty and still delivers. It drives a six-speed auto here. If you want to save money, the six-speed manual is a delight. Bigger news is the refinement of the all-wheel drive system that is just so clever. I successfully drove this on snow and ice and couldn’t believe how it found grip. Stra: 4/5

DESIGN: Clearly an evolving family member, the X1 looks like an X3 which resembles an X5. It’s a functional unit but its long snout doesn’t make it as pretty as the Freelander, Tiguan or most other rivals. It has about the same cabin room as the Freelander, meaning short hauls for four adults. The dash is simple, workable and very Teutonic but fails to reflect the car’s price tag. Star: 3.5/5

SAFETY: Well, it’s a BMW – that really says it all. It equates to the Freelander, though has one less airbag, which means all the best plus a brilliant drive system to ensure that it stays on track. Star: 4.5/5

DRIVING: The engine doesn’t have the oomph of the Freelander, is noisier but is still an enjoyable drive.
Handling is sporty. It’s more economical than the Freelander (6.2L/100km average). Steering is direct, the ride is firm-ish and seems to lack compliance over rutted bitumen. Star: 4/5

SCORE: 3.5/5

LAND ROVER FREELANDER TD4 SE
price
$55,310

VALUE: Luxury compact SUVs aren’t cheap and in the case of the Freelander and X1, you have to dig deep to justify value against, say, the $39,190 Tiguan turbo diesel auto. The Freelander wins, however, with a purposeful and attractive body, strong performance, great fuel economy and a sense that this one’s built a lot better than its predecessors. Star: 3.5/5

TECHNOLOGY: New for 2011 is a refined version of the 2.2-litre turbo diesel four mated to a six-speed auto. Terrain Response, a four-mode switch that adjusts engine/gearbox/chassis electronics, adds to its ability to actually go off the bitumen.
Full-time 4WD with a Haldex rear diff is neat, as is the energy recovery system to top up the battery. Star: 3.5/5

DESIGN: It’s a carefully chamfered shoebox in the mould of big sibling, the Range Rover, though now gives way to the Evoque. Definitely well proportioned and looks good at the kerb in a posh suburban shopping strip. Has room for four adults but longer runs can get tight. Good boot, easy access, a load of features, a sensible dashboard with subtle macho overtones and quality textiles. Star: 4/5

SAFETY: It’s up with the best, boasting five-star crash rating, seven airbags, all the possible electronic gizmos for the chassis including hill descent and roll-over mitigation. The safety package shows good attention to detail and embraces off -road conditions. Full-size spare wheel helps. Star: 4.5/5

DRIVING: It’s quick thanks to heaps of low-end torque and the six cogs in the auto box and can surprise other road users with its urgency. Fuel economy is excellent (7.0L/100km) given its verve. Good comfort, brilliant vision, quick steering and quietness at cruising speed all make it feel more a car than an SUV. Star: 4/5

SCORE: 4/5

VERDICT: The BMW is for the driver who wanted a coupe but needed more room. The more refined Freelander is for the Range Rover buyer who has downsized. Emotion, and perhaps a bit of badge appeal, will sway different people each way. For me, it’s Freelander.
Freelander – 19.5pts
BMW X1 – 19pts

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Test: 2011 Subaru Forester S-Edition

August 31, 2012 //
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The S-Edition is a lot of fun but is it value for money? NEIL DOWLING reports. July 15, 2011

THE S-Edition shapes up as the fruit of a one-night stand between a Forester and Subaru’s performance arm, STI.
It gets a massaged turbocharged engine and STI-inspired extras inside and out but retains the practicality and spacious cabin that have fortified Forester through a barrage of attacks by newcomers.

VALUE: Sleeping with STI isn’t cheap. The Forester S-Edition is based on the XT Premium model but costs $5500 more because of the more highly tuned engine, the five-speed automatic transmission (why don’t all Subaru Imprezas get this?), a leather and Alcantara mix for the upholstery and a few other bits and bobs.
Pretty much everything else is from the XT Premium’s goodies list, such as the huge sunroof, leather trim and top-notch radio/sat-nav system.
But while it is comparative in price to similarly equipped rivals, the Forester doesn’t look as stylish and the $50,990 doesn’t translate into metal.

DESIGN: This is where it all goes a bit wonky.
The Forester is a very practical wagon that isn’t made in Germany only because Subaru created the shape first.
It is based on the time-old line drawing of two boxes — one big, one small — backed into each other and while some of us admire the pragmatic sketch, it’s not stylish.
It has also been around for a while. Against the Volkswagen Tiguan, Kia Sportage and Hyundai ix35, for example, it’s dated. Effective, but dated.
That aside, it has a lot of clever family-friendly features. I love the flexibility of the cabin — there are flip-up cup-holders in the rear-seat cushion, remote levers for lowering the back seat, and the back seats are higher than the front so that kids have a clear view out of the side windows.

TECHNOLOGY: STI has either breathed more mumbo into the 2.5-litre turbo petrol from the XT Premium or detuned the WRX engine. Regardless, it’s the hottest box on the Subaru block with 193kW/347Nm, a jump from the XT’s 169kW/320Nm.
However, its fuel consumption is identical, averaging 10.5L/100km.
The best news is the five-speed automatic from the Liberty. This is the only Forester with this box and Subaru goes the extra distance by equipping the S-Edition with paddle shifters on the steering wheel column. Cool.
The rest is constant all-wheel drive, MacPherson struts at the front and double wishbones at the back.
The S-Edition tightens up the screws in the suspension for flatter cornering and this means it misses out on the self-levelling rear end that is a feature of its siblings.

SAFETY: Five-star crash rating, electronic stability control, six airbags and lots more little nanny aids in the electronics all make this one safe little truck.
The high seat is arguably a potential safety feature, as is the full-size spare tyre.

DRIVING: This was driven back-to-back with the normally aspirated 2.5-litre XS model with the four-speed auto. It’s pointless talking about which I prefer.
The S-Edition has a delightful linear bottom end that gets a kick about 3200rpm as the turbo becomes fully awake.
It is, in fact, two engines. Drive it smoothly and you will get decent economy and no ugly photographs in the mail of you in the car.
Give it a boot and it raises its head and really gets going.
The bonus here is for overtaking, as in the country when passing a truck, for example. Not on the freeway.
It is a nice drive but it is no WRX. Part of the problem is it feels as if it is on stilts — which it is in comparison with the WRX — and there is some nervous jiggling and hints of some vagueness in the suspension and steering when the power is applied.
Personally, I’m not confident about pushing this anywhere near as fast into a corner as a WRX.
That is not the aim. It is just a quick wagon in the same mould as the Mazda CX-7 turbo and some much more expensive Euro-wagons.

VERDICT: There is no doubt this is a lot of fun. The auto is superb and makes it an easy drive in the city. It’s roomy, comfortable and well equipped but you have to ask yourself if there is value here, particularly when there is the less powerful and only four-cog auto version in the XT Premium. Perhaps the S-Edition is for the WRX owner who just wants a bit of comfort. Or room for the kids.

specs
Subaru Forester S-Edition
Star: 3.5/5
PRICE: $50,990

WARRANTY: 3 years/ unlimited km
RESALE: 54 per cent
SERVICE INTERVAL: 6 months/10,000km
THIRST: 10.5L/100km; 248g/km CO2
CRASH RATING: 5-star
EQUIPMENT: 6 airbags, ESC, ABS, EBD, EBA, TC
ENGINE: 2.5-litre turbo-petrol, 193kW/347Nm
TRANSMISSION: 5-speed automatic, AWD
BODY: 5-door, 5-seat
DIMENSIONS: 4560mm (L); 1795mm (W); 1700mm (H); 2615mm (WB)
WEIGHT: 1585kg
TYRE SIZE: 225/55R17
SPARE TYRE: Full-size alloy

verdict
WE LOVE: Practicality, performance, space
WE LOATHE: Hard plastic trim, dated styling

 
 
 
 
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Test: 2011 Aston Martin Virage

August 31, 2012 //
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The spectacular V12 Virage, Aston’s big-coupe future, is $100,000 less than the DBS. NEIL DOWLING reports.  July 10, 2011
 
IT’S the eyes that get you.
Pulled-back teardrops that look daggers at the road, stare threateningly at other users.
The narrow, swept-back headlights come from the sibling four-door Rapide. The use of these lenses on this the Virage coupe-is the visual DNA that bonds the two latest Aston Martins.
This is the most recent “V” word to wear the Aston badge and though it is undoubtedly a stunning statement in metal, its inclusion in the marque’s range initially seems excessive.
The problem isn’t that there are three similar models in Aston’s tight range but that the Virage is the best.

VALUE: For the price of an apartment, the Virage is excessive.
Compared with other handbuilt exotica on wheels, it’s not bad. You be the judge.
It costs $371,300 – a $17,742 premium over the DB9 and yet a whopping $106,293 cheaper than the DBS grand tourer.
It has carbon-ceramic brake rotors the size of dinner plates, a superior Garmin satnav system that’s easier to use and clearer than Aston’s previous efforts, plus 20-inch wheels and a leather-alcantara cabin.

DESIGN: Beautiful. Nothing is better than this and even though Jaguar gets close, the Aston DB9 styling will wear the sash and crown at any beauty pageant. Pragmatists will argue that it’s a lot of car with a small cabin. Like I care.
Truthfully, there are four seats but unless you are a sadist, the Virage will carry only two people, though perhaps the two deeply dished and leather trimmed indents in the back would suit small children, maybe a dog.
Did I mention it is beautiful?

TECHNOLOGY: I used to favour Aston’s V8 Vantage over the DB9’s V12 because the V8-engined models felt more nimble and needed less correction through corners.
That was then. The 5.9-litre V12 has become silkier and more responsive. Losing the lethargy has changed the dynamics of the car and, in the Virage, accentuates more than ever how accurately this car can be punched into a corner and how balanced it sits on exit.
It packs ZF’s six-speed automatic, its response times heightened by touching the “sport” button and over-riding the gearchanges with the steering wheel-mounted paddles.
I prefer this box to the automated manual in the Vantage S because it is significantly smoother to drive and easier to live with while trawling the traffic lanes.

SAFETY: Only four airbags? For $371,300 (plus on-roads)? No crash safety rating? Are you being ripped off, thrust into an unsafe car that can lay black marks down a road at blinding speeds yet may have the impact protection of a Vespa? Makers of exotica tend not to hand over examples for crash testing so it’s hard to offer a safety benchmark without comparisons. Your call again.

DRIVING: The car has been around for about six years. Any other make and it would be over the hill by now. But the Virage – nee DB9 and DBS – is still freshly styled and competitive in performance and price.
However, I am just not excited by looking at the same dashboard every year.
Perhaps I long for a gearshift to plunge forward and back in tune with various engine screams, rather than politely press acrylic buttons on the upper dashboard. But I will never-never-tire of that eruption when the V12 fires up.
Get over the scary fact that there’s a long bonnet and that curious fellow motorists may want to come closer for a better look and you can quickly become used to the way the Virage cossets the driver.
The seats wrap and warm the body, the steering wheel falls firmly to hand and the magnesium shifters sprouting from behind the steering wheel click audibly at the touch of your fingers. It’s a sensory ride.
Sports car suspension, as in the DBS, is usually abrupt and harshly stabs the kidneys. The Virage is softer, with push-button adjustment from firmish to really firm, depending on your mood, the road, the weather and the condition of your kidneys. Everything about it is pin-sharp – it turns instinctively, reacts instantly to your lightest touch and is always pumping out that rich V12 yowl.

VERDICT: It’s a selfish two-seater made for deserted winding roads. Aston has a few on the boat and they’re all sold-mostly at the expense of the DBS, which may be too hard-core for city driving.
This is Aston’s big-coupe future. More than other stablemates, it follows the owner-friendly line of the Rapide.

specs
Aston Martin Virage
PRICE: $371,300
WARRANTY: 3 years/ 100,000km
RESALE: 64 per cent
SERVICE INTERVAL: 12 months or 15,000km
ECONOMY: 15.5L/100km; 367g/km CO2
SAFETY: 4 airbags, ESC, ABS, EBD, EBA, TC
ENGINE: 5.9-litre V12 petrol, 365kW/570Nm
TRANSMISSION: 6-speed automatic
BODY: 2-door, 2+2 seats

 
 
 

 

 
 
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Test: 2011 Land Rover Freelander 2 TD4 SE

August 31, 2012 //
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ODDSPOT: Rover had a 1980s compact SUV concept but joint-venture partner Honda built its own version, the CR-V, from 1995. The Freelander arrived in 1997.

Land Rover’s baby mixes chiselled good looks with car-like performance, writes NEIL DOWLING. July 10, 2011

PART of the dream of owning an SUV is the command driving position giving you unparalleled vision over lesser traffic.
Another part is taking the kids to see the real Australia, via Birdsville.
Then there’s the family aspect. All of them love the mini-Landie. They practically wept when I said it was being returned.

VALUE: It falls into the luxury SUV category and that tells you it’s not a cheapie. At $55,310, it’s a big ask until you shop it against its natural rivals-it will even be shopped against its cousin, the mini-Range Rover Evoque.
But it gets lots of leather, electric seats with heaters, a great sound system and a full-size spare wheel.
The Freelander 2 starts at $44,990 for the turbo diesel TD4, runs through two petrol models (from $49,990) and tops out at $65,584 for deluxe diesel.
The Freelander 2 TD4 SE is priced almost on par with the BMWX1 2.0d at $55,580.
However, it’s more a rival for BMW’s pricier X3.

DESIGN: There are powerful genes in Land Rover’sDNA so there’s no mistaking the family resemblance in the chamfered, two-box shape of the baby.
It works, though, because it’s quite a functional design that maximises cabin space while making it compact on the outside and nimble enough for daily traffic duty on city roads.
The cabin follows some themes from its bigger siblings.
It’s clean, simple and stylish.
Bold switches, bright instruments, a low-mounted dashboard to maximise vision and-teamed with the side glass-contribute to an airy and light interior.

TECHNOLOGY: This is a constant, all-wheel drive wagon propelled by an enjoyable 2.2-litre turbo diesel (also going into the Jaguar XF) and a six-speed auto. The clever bits include the Terrain Response system controlled by a switch on the console.
Select sand, mud, bitumen or rocks and it changes the Haldex drive system coupling and modifies accelerator response and gear shift points.
This gives the Freelander remarkable off-road ability despite the transmission’s lack of low range.
The diesel comes as a 110kW or 140kW (marked as TD4 or SD4). Torque, a strong 420Nm for both, is the key for the Freelander’s brisk manners and ease of driving character.

SAFETY: As with its predecessor, the mini-Landie gets a five-star crash rating, six airbags and all the aids including electronic stability control, ABS on four disc brakes, cornering control and even hill descent. A mate uses hill descent on his Discovery 4 to ensure a safe trip down his home’s steep concrete driveway in the wet.

DRIVING: SUVs tend to look the way they drive-top-heavy and cumbersome. The Freelander has none of that. It’s quick, responsive, quiet and comfortable and feels more like a small car. The cabin is quite compact but seats four adults with plenty of room.
The 2.2-litre engine sounds small but delivers. There is some low-end softness but you have the options of flicking the steering wheel-mounted paddle shifters to find a lower gear, or being patient.
Mid-range delivery is all torque and smoothness and feels as if it could keep pulling like that forever.
I love the suspension that soaks up road irregularities as much as softening the bumps on dirt trails. It’s a very good compromise.
In the dirt, the Haldex diff varies power delivery to the axles. It’s a heavy car and feels a bit uncomfortable on dry beach sand but lowering the tyre pressure provides traction.
It is better on gravel and firmer sand trails where the allwheel drive and quick steering rack give it confidence and stability at speed.

VERDICT: This is one of the best SUVs on the market in all class. It does everything right. But you can go outside this framework and pick up similarly equipped SUVs for a lot less.
The SD4’s more powerful engine has identical fuel consumption to the TD4 but performance is substantially better. Pay the extra $1500 and get the SD4.

specs
LAND ROVER FREELANDER 2 TD4 SE

Star: 4.5/5
PRICE: $55,310
WARRANTY: 3 years/100,000km, roadside assist
SERVICE INTERVAL: 12 months or 15,000km
ENGINE: 2.2-litre 4-cyl turbo diesel, 110kW/420Nm
TRANSMISSION: 6-speed automatic
BODY: 5-door, 5-seat
DIMENSIONS: 4500 (L); 2195mm(W);1740mm(H); 2660mm(WB)
WEIGHT 1835kg
THIRST: 7.0L/100km; 185g/km CO2
SAFETY: 9 airbags, ESC, ABS, EBD, EBA, TC
CRASH RATING; 5 stars

others to consider

BMWX3 2.0d

PRICE: $62,200
Star: 4/5
ENGINE: 2.0-litre, 4-cyl turbo diesel, 130kW/380Nm
TRANS: 8-spd auto, AWD
BODY: 5-door wagon
THIRST: 5.6L/100km, 147g/km CO2

MAZDA CX-7 Sports

Price: $43,640
Star: 4/5
ENGINE: 2.2-litre, 4-cyl turbo diesel, 136kW/400Nm
TRANS: 6-spd manual, AWD
BODY: 5-door wagon
THIRST: 7.6L/100km, 183g/km CO2
 
 
 
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Test: 2011 Hyundai Elantra

August 31, 2012 //
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A fresh Elantra enters the small-car battlefield. NEIL DOWLING attends its debut. July, 2011
 
LEARNING lessons quickly is just one reason why the Koreans can outpace other car-making nations.
Taking the first corner in the latest Hyundai Elantra small sedan — one of four models due before Christmas — shows that the company is subtly turning to a new direction.
Less than a year since criticism — notably from motoring writers, not customers — about the vague steering and suspension of the i45 flagship sedan, Hyundai has unwrapped a surprise. The result: the Elantra is a taut, predictable and even a fun car to push through winding roads.

VALUE: Prices start at $20,590 for the Active six-speed manual (automatic adds $2000), $25,590 for the mid-spec Elite automatic and $28,990 for the top-shelf Premium automatic.
The only option is mica-metallic paint at $375. It’s priced right against its rivals, the Holden Cruze, Mazda3 and VW Golf . Look closely and it is is line-ball in so many ways with the Mazda3.
Is it as good? Yes.

DESIGN: The shape follows Hyundai’s “fluidic sculpture” style and this can be hit and miss. It overpowers the wheels in the stablemate ix35 SUV, making them appear too small, but works well in the Elantra.
Where the bigger i45 sedan looks a tad stretched, the flowing lines and creases really suit the Elantra.

TECHNOLOGY: The Elantra appeals to i30 hatch buyers who want a boot. But though the two cars are in the same category, the Elantra’s platform is new and not shared with the i30. There is only one engine, also new.

The 1.8-litre four-cylinder has variable valve timing for inlet and exhaust but misses out on the direct-petrol injection technology of the i45 and coming Veloster.
The steering is electric-assist and, as in most of its rivals, the Elantra gets MacPherson strut suspension at the front and a torsion beam at the rear.

SAFETY: ANCAP has flung the Elantra into concrete walls and power poles. It earned a five-star crash rating. There are six airbags and an electronic chassis module called VDM that incorporates anti-lock brakes with electric stability control, brakeforce distribution and brake assist.

DRIVING: It’s a small car but the styling makes it look long and low. The cabin is quite accommodating, with enough leg and head room.
Short shifts and a light clutch make the six-speed manual easy to drive. The engine also feels perkier with this transmission and able to draw out more engine response. But the six-speed sequential auto is no slouch and in most cases better suits the car’s likely urban life.
The engine is predictable and linear in its power delivery but will leave some motorists wanting more. But there’s no disputing the Elantra’s ability to hang on through the corners.

VERDICT: The Elantra seats four adults with good rear seat room, has a big boot that includes a full-size spare wheel, a features list that is extensive in comparison with some rivals, and has a great price list and a warranty you can’t ignore.

specs
HYUNDAI ELANTRA
PRICE $20,590-$28,990
WARRANTY 5 years/unlimited km
RESALE not available
SERVICE INTERVAL12 months/15,000km
SAFETY 5-star ANCAP
ENGINE 1.8-litre, 4-cyl petrol, 110kW/178Nm
TRANSMISSION 6-speed manual or auto, front-wheel drive
BODY 4-door sedan
WEIGHT 1277kg
THIRST 6.6L/100km, 91 RON, 158g/km CO2
“Hyundai’s game-changer makes good sense for city and suburbs”

others to consider
VW GOLF 90TSI **** 1/2
ENGINE 1.4-litre, 4-cyl turbo petrol, 90kW/200Nm
TRANS 6-speed manual, front-wheel drive
BODY 5-door hatch
THIRST 6.4L/100km, 95 RON, 149g/km CO2
price $24,990

MAZDA3 NEO
ENGINE 2.0-litre, 4-cyl petrol, 108kW/182Nm
TRANS 6-speed manual, front-wheel drive
BODY 4-door sedan
THIRST 7.9L/100km, 95 RON, 187g/km CO2
price $21,330

HOLDEN CRUZE CD
ENGINE 1.8-litre, 4-cyl petrol, 104kW/176Nm
TRANS 5-speed manual, front-wheel drive
BODY 4-door sedan
THIRST 7.0L/100km, 95 RON, 166g/km CO2
price $20,990

 
 
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Test: Mazda CX-9

August 31, 2012 //
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ODDSPOT: The Mazda car company took its name from Ahura Mazda, a deity of early civilisations in west Asia
 

If you must have a car with seven seats, Mazda’s attractive wagon is a serious contender. NEIL DOWLING reports. July 3, 2011 

CLEARLY, a bloke who needs a seven-seat SUV has all but exhausted not only his reproductive potential, but also his choice of vehicles.
A woman driving such a thing might as well wear a T-shirt emblazoned with the label “Child Rearer”.
What seven-seater brings a much-needed dash of style to the grim fare of necessity? How about this one.

VALUE: Seven-seat wagons generally aren’t cheap because they are made with a lot of metal, glass and fabric. The Mazda CX-9 comes in three versions priced from $50,015. Tested is the Luxury at $57,015. It’s about $11,000 above the five-seat Mazda CX-7 and basically adds more room, more seats and a bigger petrol engine.
But it has no diesel option. Punters at this end of the market want flexibility, roominess and decent towing capacity. The CX-9’s rivals include the new Ford Territory, now with a diesel option.

DESIGN: This is a good-looking wagon with a big smiley face. It follows the design of the smaller CX-7 yet doesn’t look like an awkward stretch job. More a 110 per cent enlargement. The extra 406mm length allows a third row of seats. It’s one of the biggest in the class but adult still will not be comfortable back there. Boot space shrinks, naturally, to the point where not much more than a large suitcase will slip behind the third row of seats. Lots of leather and an attractive dashboard are spoilt only by so-so satnav graphics and the foot-operated park brake. The rest is great.

TECHNOLOGY: Not rocket science-a 3.7-litre 204kW/367Nm V6 petrol and all-wheel drive fits beneath an attractive body. It’s a well-executed and pleasantly simple package. Actually, the wagon is a front-wheel drive and will only send power to the rear when needed. Theoretically, you could venture off the bitumen and gravel but the CX-9 is not intended to compete with 4WDs. Besides, I wouldn’t want to dig its two-tonne mass out of the sand. Toyota’s Kluger is almost identical in spec and market but has almost four times the CX-9’s sales. There is no logical reason for this disparity.

SAFETY: Mazda scores a maximum fivestar rating for almost all its cars and the CX-9 is no exception. It adds all the necessary electronic nannies, including ESC, ABS and rollover mitigation. Plus it’s tall and looks like a Mack wouldn’t dent it. The reversing camera is an excellent feature; the spacesaver spare isn’t.

DRIVING: Yes, it is big but it has a confidence about it that creates the impression it is nimble.
The steering is nicely weighted-though there are too many turns lock-to-lockand the automatic transmission shifts up or down the cogs quickly and without fuss. The V6 is silky and willing to rev with a good dab of torque at low revs-about 330Nm of it is available from 2800rpm which makes it pointless to scream out to 6250rpm to find all 204kW. Handling is secure, though pushing it hard will unleash understeer and body roll. But the CX-9 is so comfortable and quiet that you lose the desire to drive it quickly.

VERDICT: During the week of the test, this was the car of choice from our garage to get to the city or down to the shops. It has comfort and easy power. Yes, there are some strong rivals but I was partly swayed by the Mazda name and the fact it is such a relaxed drive.

specs
MAZDA CX-9 Luxury
Stars: 4/5
PRICE $57,015

WARRANTY 3 years/100,000km
roadside assist

RESALE 70 per cent

SERVICE INTERVAL
12 months/15,000km

ENGINE 3.7-litreV6petrol,
204kW/367Nm

TRANSMISSION 6-speed
automatic

BODY 5-door, 7-seat wagon
Dimensions:5099mm(L);
1936mm(W);1728mm(H);
2875mm(WB)

WEIGHT 2080kg

SAFETY Equipment: six airbags,
ESC, ABS, EBD, EBA, TC.
Crash rating: 5 star

THIRST 11.3L/100km;
270g/km CO2

TYRES Size: 245/50R20
Spare: Space-saver
 

 
 
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Feature: Things no longer in cars

August 31, 2012 //
0

CARS are cheaper, lighter, faster, safer and more efficient than ever. But something had to give. NEIL DOWLING finds some of the things no longer in vehicles. July 2, 2011.
 
1. Cigarette lighters and ashtrays: The butts are out as car companies push driver emissions down to the same levels as vehicle emissions. Some still supply a “smoker’s pack”; most are quitting.
 
2. Full-size spare wheel: Some car companies say you don’t need them. Try telling the thousands of Australians who get punctures. The real reason is to save weight — all of 20kg. A spare costs about $400, another saving for the makers.
3. Toolkit: The toolkit is being replaced by a roadside assistance phone number in the owner’s manual (it’s in the glovebox).
 
4. Cassette deck: Ah, the days of re-spooling rice paper-thin brown tape after the cassette deck spat the dummy. Tell the kids today and they won’t believe you.
5. Clear plastic wrap: To show they cared, makers would wrap the seats and door trims in clear plastic. Many people kept it intact, making summertime a seriously frying experience.
6. Metal dashboards: Painted metal was all the rage in car cabins up into the 1980s. Yes, it hurt when you hit your head on it but, given early crash standards, that was the least of your problems.
7. Choke lever: This was a dash-mounted pull cable that was connected to the carburettor and restricted air to increase fuel in the carbie. It was mandatory to pull the choke out for cold starts. The trick was to make sure you remembered to push the choke back or the engine would run too rich.
8. Front quarter vents: Before aircon, little metal-framed triangles of glass at the leading edge of the front windows were used to divert air into the cabin. Airflow could be channelled to clear the cabin of cigarette smoke.
9. Chrome bumpers: Unbelievable but true — metal was used to protect the front and back of the car. The bolt-on bumpers were chromed to make them look pretty and protect the metal beneath.
10. Cross-ply tyres: The inner casing of rubber-coated nylon cords was laid in alternating diagonals of about 30 degrees from bead to bead then topped with more rubber to form the tread. Great in a straight line but cornering squashed the tread and reduced traction. 
 
 
 
 
 
 
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Test: Audi A1 Sports

August 31, 2012 //
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Audi has finessed the traits of the Polo GTI into a Mini Cooper-busting premium hatch. NEIL DOWLING reports June 11, 2011

THE Audi A1 Sport is priced hard up against the Mini Cooper S Chilli but Audi claims its hatch is faster and more fuel efficient. Let the battle begin.
“Sport” says it all — a higher-performance model that uses all the strengths of the seven-month-old A1 with the oomph nicked from parent company Volkswagen.
But it’s too crude and not entirely accurate to say that the A1 Sport is just a more luxurious and expensive version of the VW Polo. Yes, they share a platform and the basic drivetrain. But they drive very differently.

VALUE: Compare the $27,790 three-door Polo GTI with the three-door A1 Sport at $42,500 and you’d feel dudded at the traffic lights. But they’re not the same car. Buy the VW and you don’t get the Audi’s level of equipment, finish and styling, though the options list is extensive and expensive. Even the colour-contrasting roof arch — the design highlight — is an extra $720. LED daytime lights, rear park sensors, 17-inch alloys, Bluetooth with voice control and climate control airconditioning are standard. Satnav adds $3600.

DESIGN: Built like a bubble and with extremely short overhangs, the A1 is blunt, efficient and perfectly packaged for cities. It seats four — though it gets a bit tight in the back — and has great luggage space thanks to its flexible seating.

TECHNOLOGY: The Polo’s turbocharged and supercharged 1.4-litre small-squirt four gets an extra 4kW in the Audi (now 136kW) and its weight is down to 1190kg (Polo is 1189kg).
The engine is sublime. In the Audi, it feels quieter and less frenetic, possibly due to extra sound deadening, but certainly has more than enough go. Only the seven-speed S-tronic twin clutch auto is available, with paddle shifters optional. Better yet is the compliant ride. It’s vastly better than the harsh Mini. The latter will probably hang on longer in fast corners but the truth is my days of fanging are over and many motorists want comfort.

SAFETY: It’s an Audi and everything is top-shelf occupant protection and active safety: six airbags, all the electronic aids and lap-sash belts for everyone.
Brakes are brilliant but the rear discs are tiny — seemingly the size of a foil meat pie tray — and don’t radiate confidence. In fact, they’re over-engineered and pull the car up really well.

DRIVING: Audi laid out a track at an airport for a fang and that showed the Sport has off-the-mark sparkle and great cornering. Given that most of us live in cities, of more interest is how the car handles poor road surfaces and dodgy motorists. The trick here is to make a car that is compact for negotiating narrow roads and squeezing into parking spots, yet has great visibility and yet feels effortless to drive.
As the Audi A1 Sport targets the novice premium buyer, it has to deliver all this with comfort, quietness and a sense that the car has better than premium-class quality. The A1 delivers on all counts.
It is surprisingly quick off the mark, hitting 100km/h in 6.9 seconds compared with the Cooper S’s 7.2, but it’s the agile chassis that makes it a delight to drive.
I drove the Skoda Fabia RS in its homeland recently and noted it shares the Polo GTI innards. Yet the Fabia didn’t have the Polo’s skittish manners through corners. It felt more connected with the bitumen.
The A1 Sport is better again.

VERDICT: I prefer to fang the Cooper S but prefer the comfort and quality of the Audi. I’m a simple person so the Audi’s dashboard is more logical to comprehend. Audi has improved on the Polo GTI’s cues. Is the A1 Sport a better car? Not necessarily. It attracts a different buyer, one seeking a premium hatch who is unlikely to consider a Polo.

specs
Audi A1 1.4 Sport
PRICE from $42,500
WARRANTY 3 years/unlimited km, roadside assist
RESALE 68 per cent (est)
SERVICE INTERVAL 12 months/15,000km
SAFETY 5-star Euro NCAP
ENGINE 1.4-litre, 4-cyl turbo petrol, 136kW/250Nm
TRANSMISSION 7-speed DSG auto, front-wheel drive
BODY 3-door hatch
THIRST 5.9L/100km, 98 RON, 139g/km CO2
“Angry baby Audi for those who like to blend power with luxury”

—– OTHERS TO CONSIDER —–
VW Polo GTI
price $27,790
ENGINE 1.4-litre, 4-cyl petrol, turbo and supercharged, 132kW/250Nm
TRANS 7-speed DSG auto, front-wheel drive
BODY 3-door hatch
THIRST 6.1L/100km, 95 RON, CO2 142g/km
“A budget-priced fireball . . . Love it”

Clio Renault Sport 200
price$36,490
ENGINE 2.0-litre, 4-cyl, petrol, 147kW/215Nm
TRANS 6-speed manual, front-wheel drive
BODY 3-door hatch
THIRST 8.2L/100km, 98 RON, CO2 195g/km
“Look ma, no turbo — and it doesn’t need one”

Mini Cooper S
price$43,555
ENGINE 1.6-litre, 4-cyl, petrol turbo, 135kW/240Nm
TRANS 6-speed manual, front-wheel drive
BODY 3-door hatch
THIRST 6.3L/100km, 95 RON, C02 146g/km
“Unmistakable design. Fascinating interior. Firm but unyielding handling”

 
 
 
 
 
 
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Feature: Eco-cars

August 31, 2012 //
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Green comes in many shades but finding a low-emission, fuel-efficient car that is as good on the environment as it is on your wallet may lead you to a new colour, blue. NEIL DOWLING reports. June 4, 2011

FORD FIESTA ECONETIC
Price: $24,990
Stars: 3/5

VALUE: To save money, you first have to pay more money.
That’s not going to go down too well with eco-minded motorists who face the $24,990 price of the fuelsipping diesel compared with its petrol-fuelled donor at $16,990. But you won’t go further on a tank in any other car for that price. Star: 4.5/5
TECHNOLOGY: The 66kW/200Nm 1.6-litre turbo diesel shared with other Fiestas adds a lighter, lower body, low-resistance tyres (there’s no spare), higher gear ratios, slippery aerodynamics and a nagging light to tell you to upshift. The Fiesta averages a stunning 3.7L/100km and a C02 figure of 98g/km, for a theoretical 1080km between refills. Star: 4/5
DESIGN: The new Fiesta looks great and works a treat. It’s a distinctive shape with good seating for four adults. The five-door makes it well suited to a family and cabin space is surprisingly generous, including a big boot. The sombre cabin uses lots of hard plastic but comfort is very good.
The ECOnetic model has small 14-inch wheels with plastic wheelcovers and a badge on the back. Frugal and subtle. 4/5
SAFETY: Good news here because there’s no sacrificing safety. Fiesta gets seven airbags, electronic stability control, ABS (with rear drum brakes), brake assist and a five-star crash rating. Star: 4/5
DRIVING: People touched by the Prius’s odd driving manners return to Earth with the oil-sipping Fiesta. It’s so easy to drive that saving fuel isn’t a chore. Follow the dashboard numerals that suggest gear shifts and, like painting by numbers, you can become an instant economy driver. It’s also very comfortable, quiet while cruising and has excellent handling.

SCORE: 4/5

VW GOLF BLUEMOTION
Price: $28,990
Star: 3.5/5
VALUE: This Golf is $1000 cheaper than the 77TDI it replaces despite similar features. But it’s $4000 more than the 90TSI petrol Golf. As always, do the sums – if you drive less than 25,000km a year, that extra $4000 gives you about two years of “free” fuel. Same applies to the Fiesta and the Prius. Star: 4.5/5
TECHNOLOGY: Clearly, this is a Golf and makes no loud statement that it’s a fuel miser. It uses the same 77kW/250Nm 1.6-litre turbo diesel as before, though cunning stuff chops its thirst to 3.8L/100km and 99g/km CO2. It includes a revised engine management system, stop-start system, aero tricks, low body height and low-rolling resistance tyres. Star: 4/5
DESIGN: Only the “BlueMotion” badges front and rear, revised tail-lights, chrome strips on the grille and a roof spoiler give the game away. The rest is all that we love about this car, a pragmatic yet somewhat bland expression of the vehicle that suits a single owner as much as a family, city commuting as much as autobahn howling. The cabin has blue seat inserts to identify the model. Star: 5/5
SAFETY: Golfs have always been top-rank safe cars and this is no diff erent, with seven airbags, stability control, ABS (discs all around), traction control, anti-slip control and so on. Star: 4.5/5
DRIVING: As with the Fiesta, the Golf is simple to drive and owners can’t help but save fuel. But it’s manual only and some care is needed to keep the engine in the 1500-2500rpm sweet range, which can mean an unusually high gear for modest city driving. Performance won’t disgrace and neither will quietness, space and the comforting solidity.

SCORE: 4/5

VERDICT: Ford and Volkswagen cleverly choose existing models to slash fuel use and both have done an excellent job of retaining the donor car’s dynamics and the fun of driving. Either one suits but do your sums, because ownership may reveal a premium price does not guarantee cheaper running costs.
Fiesta – 20.5pts
Golf – 21.5pts
 
 
 
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Why?

August 24, 2012 //
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Too many people spend too much time reading about people driving cars. There should be a “library” of cars from which anyone of age and certain ability can pick. Then you won’t need people like me and I won’t have to spend more than half my life putting thoughts on paper. Which is what I’ve done since 1977.  No, I’m not sick of it but I’d like some friends, family and even work colleagues to have a spin in some of the things that I park, temporarily, in my garage.

This is a collection of car tests and blog car-related articles either never published or printed elsewhere – usually News Ltd (Australia) newspapers – under my copyright.

You may simply read but I’d prefer feedback. We are all very different people – believe me, some I’ve met are VERY different – and our tastes, ideals and upbringing creates a broad spectrum of opinion. I value yours but request that if you comment, keep it above your waist and have something intelligent to contribute. The world has enough idiots.

– Neil

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