Test – Audi A5 convertible 3.0TFSI

August 24, 2012 //
0

It’s the wrong season to think about a convertible but this Audi will change your mind. NEIL DOWLING reports

CAN ice form in your wet hair on the way to work on a wintery morning?
The answer is “probably” because the experiment wasn’t concluded as the rest of my body went into hypothermia before my hair froze.
This comes under the heading of “don’t do this at home” – a stricture that promptly means you do it – and shows that while a convertible is a sure way to get the opposite sex’s attention, blue skin and chattering teeth can dull the car’s lure.
But though the driver’s motives are dubious, there’s nothing quesionable about the beautiful, quick and expensive Audi A5 convertible.
VALUE: At $112,900 this is a financial heavy hitter. This 3-litre version is a massive $16,000 more expensive than the otherwise identical 2-litre version. I’m reminded by the adage that convertibles are designed to be driven slowly so passers-by can get a good look at the occupants. A more powerful engine may not help this cause. But the A5 3.0 TSFI’s features are impressive and you’ll soon see why it costs so much. The safety gear alone is top-notch while the all-wheel drive system, supercharged engine and quality for the icing on the cabrio’s roof.
DESIGN: People who know Audi’s A5 will easily recognise the shape despite some tweaking earlier this year. The LED running lights form a distinctive brace at each front corner with a similar theme in red at the back. The front end looks sharper but still remains a clever blend of looking elegant while showing serious intent. There’s room for four adults (it’s built on the A5 coupe platform) and the boot is a reasonable 380 litres with the fabric roof up and 320 litres when down. Cabin treatment is gorgeous with the tester in cream and charcoal leather with a perforated black headliner. There are some small changes to the dashboard and the steering wheel can be ordered with a flat bottom. Whoopee.
TECHNOLOGY: The A5 3.0 TSFI gets a slightly subdued version of the S5’s powerplant. Its 240kW/400Nm is more than sufficient to get it to 100km/h in 5.8 seconds. Audi claims 8.1 L/100km but I saw high 9s despite the annoying stop-start system. There’s a seven-speed dual-clutch DSG gearbox and all-wheel drive. The front fenders and bonnet are aluminium to successfully reduce any nose-heavy tendencies. The “drive select” system gives four modes – dynamic, comfort, efficiency and auto – to control steering wheel feel, gearbox shift points and engine management. The tester had a fifth setting, individual, that allows the driver to memorise preferred settings. There’s also optional damper control.
SAFETY: This is a five-star crash-rated car with a host of electronic safety aids. There are automatic roll bars that deploy when the car starts tilting, electronic traction and stability systems, four-wheel ventilated disc brakes, and a centre and a rear differential to distribute power for maximum traction. Heated mirrors, LED running and tail lights, rear park sensors and bi-xenon headlights help but the space-saver spare isn’t great comfort.
DRIVING: It may be a convertible with a rag roof but it feels as strong as a steel-top and as quiet as many metal rivals. This is so well built and so broad in  its appeal that it’s such a shame it costs so much. Driving enthusiasts will revel in the urge of that supercharged engine that pumps hard from idle. It always has its power and torque on tap and this instant response makes it one of the most enjoyable cars I’ve punted this year. For all your moods – and those of your partner – it can be cruisey or crisp depending on the pressure on the acclerator and considered use of the “driver select” functions. Dynamic mode is preferred as it makes the steering firmer and reduces the electric-assist tendency to vagueness. The mechanical centre diff sends 60 per cent of power to the rear wheels and there’s also a clutch-action rear diff that works between these two wheels. The result is a car that feels more like a rear-drive car than previous Audis.

VERDICT: It’s a porky 1850kg dry but you’d never know it. A car for all seasons, all drivers, all reasons.

AUDI A5 3.0 TFSI
STARS 4
Price: $112,900
Warranty: 3 years/unlimited km, roadside assist
Resale: 55%
Service interval: 12 months
Safety rating: 5-star
Spare: Space-saver
Engine: 3-litre V6 supercharged petrol; 200kW/400Nm
Transmission: 7-spd dual-clutch auto, AWD
Body: 4.6m (L); 1.9m (w); 1.4m (h)
Weight: 1850kg
Thirst: 8.1 1/100km; 95 RON; 190g/km Co2
Three Others to consider.

BMW 325i
Star: 3.5
PRICE: $97,565
ENGINE: 2.5-litre, 6-cyl petrol, 160kW/250Nm
TRANS: 6-spd auto, rear drive
BODY: 2-door convertible
THIRST: 8.8L/100km; 98 RON; CO2 204g/km
“Svelte German is tame in poerformance to the Audi but makes up with features and classy quality. Cheaper, too!”ql

MERCEDES E250
Star: 3.5
PRICE: $108,350
ENGINE: 1.8-litre, 4-cyl turbo-petrol, 150kW/310Nm
TRANS: 7-spd auto, rear drive
BODY: 2-door convertible
THIRST: 7.6L/100km; 95 RON; CO2 178g/km
“Clever small-bore engine goes hard though not as smooth as its rivals. Lots to like and badge cred is strong”ql

LEXUS IS250C
Star: 3
PRICE: $94,800
ENGINE: 2.5-litre, V6 petrol, 153kW/252Nm
TRANS: 6-spd auto, rear drive
BODY: 2-door convertible
THIRST: 9.3L/100km; 95 RON; CO2 219g/km
“Perfect Japanese quality, lots of features, great customer service and a smooth rider. But porky weight and modest engine means it’s not for the performance driver”

Tags , , , ,
Categories car tests

Test – Peugeot 508 Allure wagon

August 24, 2012 //
0

Peugeot’s 508 broadens its appeal beyond owners with a beard and a hillside home. NEIL DOWLING reports
TWO decades ago Peugeot started to lose the plot.
Its armchair-soft ride and sense of toughness – both in feel and in its chunky styling – drifted into mainstream and suddenly the French car was easy prey for the Asian car makers.
Thanks to its 508, I think it’s back to the old days. There is a return to that elegance yet strength of design, the comfortable chairs and a cockpit that appears simple yet is quietly comprehensive.
This is Peugeot for the masses, unlike some previous models that appealed only to Europhiles.
The 508’s contemporary styling, sensible cabin and dash and a sweet drivetrain make it a very attractive buy for a broad range of motorists.
VALUE: Very good. The Allure HDi (turbo-diesel) isn’t the top-line version yet has an excellent equipment list including leather, four-zone airconditioning, Bluetooth with audio streaming, keyless start and entry, front and rear park sensors, cruise control with brake function, panoramic glass roof and a “parking assistant” that calculates if the car will fit a chosen parking bay. Clearly, eyeballs are now redundant. It matches the endearing Volkswagen Passat wagon in price (but beats it on features) and is more expensive than the pragmatic Skoda and spacious Mondeo. These big-hitting rivals make it a close call. Peugeot’s capped service plan (Ford also has one for six years but Volkswagen has none) helps it here.
DESIGN: You’ll miss this on the road and probably never find it again in a shopping centre carpark because it has few distinguishing features. Bland is a word that springs to mind yet it still has appeal for its clean lines and simplicity. The wagon shape is less boxy than most yet is remarkably spacious. But it’s the cabin that gets more attention. It boasts a subtle blend of quality materials, upmarket design and comprehensive features. But personal storage space, especially in the tiny centre console, is poor. Clever ideas are the puddle lamps that shine at night beneath the mirrors, soft orange cabin lighting and backlit controls on the steering wheel. There’s some discreet chrome edging trim to piano black highlights and quality carpets for the cabin and boot floor. The rear windows get sunshades to protect occupants, which is great for children.
TECHNOLOGY: There’s a lot of clever stuff hidden beneath that simple, aerodynamic exterior. The bonnet is aluminium, the 508 is 85 per cent recyclable and  materials from sustainable sources make up 14 per cent of the car’s 230kg of green polymers. These green materials are used in 30 car parts. The 120kW/340Nm turbo-diesel has a particulate filter (called FAP which reduces hydrocarbons) mated to a six-speed auto with paddle shifters. The 508 Allure gets MacPherson front suspension yet, oddly, the more expensive 508 GT has double wishbones.
SAFETY: There’s six airbags, a five-star crash rating, high pedestrian safety, automatic headlights and wipers and even a full-size spare on an alloy wheel. The Allure also gets cruise control with sensors to brake the car automatically.
DRIVING: Everything points to a great drive but though the 508 wagon is very capable, there’s a lot of soft corners. The engine is strong and well mated to the six-speed auto. This box tickles the engine’s capabilities best by using the paddle shifters and the only downer is the typical turbo-lag at low revs and a gearshift pattern that changes up too quickly. It is a quiet, long-distance machine well suited to highways but isn’t a sharp handler when pushed. The electric-assist steering is too vague to relay much information to the driver and though the car grips well through the bends, becomes a bit uncomfortable as the compliant suspension leads to bodyroll. Peugeot’s switchgear has come a long way in the past few decades and now equates to the Asians in terms of ease of use and simplicity. The driver’s seat could do with more padding or support.
VERDICT: Put this on your shopping list.

PEUGEOT 508 ALLURE TOURING
STARS 4
Price: $45,990
Warranty: 3 years/100,000km, roadside assist
Resale: 56%
Service interval: 15,000km, 12 months
Safety rating: 5-star
Spare: Full-size alloy
Engine: 2-litre 4-cyl turbo-diesel; 120kW/340Nm
Transmission: 6-spd auto, FWD
Body: 4.8m (L); 1.9m (w); 1.5m (h)
Weight: 1544kg
Thirst: 5.7 1/100km; 150g/km Co2
Three Others to consider.

VOLKSWAGEN PASSAT 125TDI
Star: 4
PRICE: $45,990
ENGINE: 2-litre, 4-cyl turbo-diesel, 125kW/350Nm
TRANS: 6-spd dual-clutch auto, front drive
BODY: 4-door wagon
THIRST: 5.7L/100km; CO2 151g/km
“Neat, well-built wagon with an upbeat diesel engine beats the 508 on everything bar features and service schedule”ql

SKODA OCTAVIA 103TDI
Star: 3.5
PRICE: $38,290
ENGINE: 2-litre, 4-cyl turbo-diesel, 103kW/320Nm
TRANS: 6-spd dual-clutch auto, front drive
BODY: 4-door wagon
THIRST: 5.5L/100km; CO2 143g/km
“The domain of former Peugeot buyers is smart, sensible and very good value for money. Components are all Volkswagen”ql

FORD MONDEO ZETEC
Star: 3.5
PRICE: $41,240
ENGINE: 2-litre, 4-cyl turbo-diesel, 120kW/340Nm
TRANS: 6-spd auto, front drive
BODY: 4-door wagon
THIRST: 6.2L/100km; CO2 165g/km
“Big car space replaces Falcon wagon. Excellent ride and handling but misses on fiddly bits like crazy switchgear”

Tags , , ,
Categories car tests

Feature – global manufacturing

August 24, 2012 //
0

Global manufacturing means you may never pick where your new car comes from. NEIL DOWLING reports

THE downturned face of the new Captiva owner says it all – how would he have guessed that his new Holden was made in Korea.
He isn’t alone. Thousands of happy new-car owners in Australia may be shocked to learn their shiny driveway adornment isn’t what they thought.
But do they really care?
Allpike Peugeot in Perth says the days of the parochial Peugeot buyer are pretty much over, replaced with buyers who are looking across a broad range of car makes.
Peugeot markets two SUVs made by Mitsubishi in Japan and badged the 4007 and 4008. Allpike’s manager Martin Murphy says the vast majority of buyers have already done their research.
“They know it’s a joint-venture product,” he tells Carsguide.
“In the case of the 4008, it’s not about the country of origin – it’s about the product. Buyers know it’s based on a Mitsubishi ASX and go for the Peugeot’s style and the price.
“The 4007 is a different concept because it has a Peugeot diesel engine. That is more likely to attract a buyer wanting everything that is a Peugeot, and diesel engines are one of the company’s hallmarks.”
 
Welcome to the new age. Cars are no longer reflections of the culture and history of a nation and sentimentalists and patriots are no longer part of the motoring clientele.
German-based car companies make the products in Spain, Mexico and Slovakia; American carmakers source from Austria, China and Korea; the French from Japan, Korea and Poland; and the Japanese from Thailand, Indonesia and India.
Only 7136 cars were made in Australia in the seven months to July this year. By contrast, 64,825 were imported.
Where they come from is a United Nations teatowel of colourful diversity.
From Argentina to Hungary, Mexico to Turkey, Taiwan to Brazil – and even a country called “Other” – there are 27 national sources of our cars.
It could be sacrilege for some patriotic car owners but even a sign of our culturally-diverse community for others. But the real answer is profits.
Nissan Australia’s CEO Bill Peffer, said his company’s strong finish to 2011 was due, in part, to being able to get cars from around the world.
“Being able to source product from five different global locations gave us the coverage to avoid the worst of natural disasters which impacted production in Thailand and Japan in 2011,” he said.
This diversity also extends to car parts. About 60 per cent of the parts, by value,  that make a Holden Commodore come from Australia while 65 per cent of a Toyota Camry originated in Australia. The Ford Falcon and Territory are the most Australian with about 75 per cent of the value of parts.
The biggest incentive to set up a factory in another country is generous subsidies offered by the government of that country. It’s been going on for decades as a way of luring industry and boost employment.
This has been the case in countries including Thailand and Spain but even ignited by states – Victoria and South Australia are financial contributors to the respective car-making plants in their states and the practice is repeated in some of the southern states of the USA.
Under massive political and community outrage, Renault opened a $1.3 billion car plant in Morocco in January this year. Renault, 15 per cent owned by the French Government, simultaneously announced cut-backs in workers at its two French plants.
The move to build three low-cost models of subsidiary firm Dacia in Morocco was helped by the Moroccan Government agreeing to waive taxes for the first five years, including all duties on cars exported to foreign markets.
Lower production costs go hand-in-hand with building cars in foreign – some third-world – countries. Labour costs are lower, though most car assembly is done by machines.
“The cost of labour in emerging markets continues to be a fraction of that of developing world,” says accounting and financial group Deloitte in its 2012 report on the car industry “Accelerating Toward 2020”.
Labour in US car plants average about $30 an hour. In Japan, it’s $34 and Western Europe, $27. But Mexico, where Volkswagen makes the Beetle and Jetta, it’s $4; Eastern Europe is $12; in South Korea and Brazil it is $8; and India is $5. The surprise is that Chinese car workers get $22 an hour, much higher than public perception.
Though labour costs are low in many countries, Deloitte says the main reason for a predicted car manufacturing boom in emerging markets – China, South America, South-East Asia and India – is that it places production in the areas poised to have the highest demand.
“By 2020, there will be fewer cars sold as imports from outside a trade zone (that is, from Korea or Thailand to Australia),” Deloitte’s report says.
“Even those cars with foreign labels will be produced regionally.”
These low-cost, densely populated manufacturing bases that have a ready market for the cars it makes will come “at the expense of higher cost exporters such as Spain and Germany in the EU, and Canada and the US.”
“This strategy is already unfolding. Suzuki, for example, established plants in Hungary to supply the EU while Volkswagen and Nissan manufacture in Mexico to supply North America (and others).”
WHO, WHAT AND WHERE:
rrnfASTON MARTIN: Stand-alone company. Mainly owned by Middle East financiers.
AUDI: Owned by Volkswagen.
BMW: Owned by family company Quandt family and smaller shareholders. Owns Rolls-Royce and Mini and has alliances with PSA Peugeot for engines and Brilliance (China).
CHERY: Stand-alone (China)
CHRYSLER: Owned by Fiat. Is the parent company of Dodge and Jeep. Has shareholdings in engine makers Detroit Diesel and VM Motori.
CITROEN: Owned by the PSA group that also owns Peugeot and Michelin.
DODGE: Part of Chrysler.
FERRARI: Owned by Fiat. The Formula 1 and motorsport division is separate and privately held.
FIAT: Owns Chrysler (and with it Jeep and Dodge), Maserati, Ferrari, Alfa Rome and Lancia. Has a joint venture to make vans with PSA.
FORD: Public company. Brands are Ford, Mercury and Lincoln. Previously owned Aston Martin, Mazda, Volvo and Jaguar Land Rover. Small-capacity diesels from PSA.
FPV: Owned jointly by Prodrive (which has interests in Aston Martin) and Ford.
GEELY: Owns Volvo.
GENERAL MOTORS: Brands are Chevrolet, Buick, GMC, Cadillac, Opel, Holden and Vauxhall. Owns 7 per cent of PSA.
GREAT WALL: Government-owned state enterprise of China.
HOLDEN: Owned by General Motors. Sources Australian-sold vehicles from Korea (Captiva, Cruze sedan, Barina, Spark) and Thailand (Colorado).
HSV: Owned by Holden.
HONDA: Stand alone company. Brands are Honda and Acura.
HYUNDAI: Stand-alone company. Owns Kia.
ISUZU: Owned by Mitsubishi. Has joint ventures with GM. Makes diesel engines for Opel.
JAGUAR: With sister company Land Rover is owned by Indian conglomerate Tata.
KIA: Owned by Hyundai.
LAMBORGHINI: Owned by Audi which is, in turn, owned by Volkswagen. Lamborghini also owns Ducati.
LAND ROVER: See Jaguar.
LEXUS: Owned by Toyota.
LOTUS: Owned by Proton.
MASERATI: Owned by Fiat.
MAYBACH: Closed. Was owned by Mercedes-Benz parent Daimler.
MAZDA: Stand alone company. Previously majority owned by Ford.
MERCEDES-BENZ: Owned by Daimler AG. Owns carmakers Smart, Maybach, Mercedes and AMG, and truck-bus makers Daimler, Freightliner, Mercedes-Benz, Mitsubishi Fuso, Thomas Built Buses, Orion, Setra, Western Star and Sterling Trucks. Has alliances with Renault to each build engines for cross models and a shareholding in Tesla and BYD (China).
MINI: Owned by BMW. Engines from PSA and Toyota.
MITSUBISHI: Part of the Mitsubishi Group. Has a major share in Isuzu. Has alliances with Peugeot (Outlander/4007; ASX/4008; iMiEV/ion) and Nissan (new Colt).
NISSAN: Brands are Nissan, Datsun and Infiniti. Owns 15 per cent of Renault.
OPEL: Owned by GM. Its diesel engines are made by Isuzu.
PORSCHE: Owned by Volkswagen.
PROTON: Is owned by the Malaysian Government’s investment arm (57%) and private Malaysian company DRB-Hicom Berhad. Also owns Lotus.
PSA: Parent of Peugeot, Citroen and Michelin. Owned 7 per cent by GM. Makes engines and hybrid components for BMW-Mini and Ford small-car diesels. Makes LCV vans with Fiat and soon also for Toyota Europe. Makes cars with Toyota (Aygo) and Mitsubishi.
RENAULT: Owns 44 per cent of Nissan and Infiniti. Owns Dacia (Romania), Samsung (Korea) and Lada (Russia). Is co-developing the 2014 Smart ForTwo.
ROLLS-ROYCE: Owned by BMW.
SAAB: Suspended. Previously owned by Dutch firm Spyker and General Motors. Sourced engines from GM and BMW.
SKODA: Owned by Volkswagen.
SMART: Owned by Mercedes parent, Daimler. The 2014 ForTwo will be jointly developed with Renault.
SSANGYONG: Owned by Mahindra (India) but vehicles built in Korea.
SUBARU: Majority owned by Toyota.
SUZUKI: Majority owned by Volkswagen. Owns 50 per cent of Maruti (India).
TOYOTA: Owns Daihatsu, Lexus and is major shareholder in Subaru, Hino and Yamaha. Has an agreement with BMW to jointly make electric cars. Has an interest in Tesla. Makes diesel engines for Mini. Jointly makes cars with PSA (Aygo)
VOLKSWAGEN: Owns Audi, Skoda, Seat, Bentley, Bugatti, Lamborghini, Porsche, MAN and Scania. Has 19.9% of Suzuki. Indirectly owns Ducati.
VOLVO: Owned by Geely of China.
WHERE’S THAT FROM?
Audi A1: Belgium
BMW 3-Series: South Africa
Mercedes-Benz C-Class: Germany
Audi Q7: Slovakia
Volkswagen Polo GTI: Spain
Ford Fiesta: Thailand
Renault Latitude: Korea
Nissan Micra: Indonesia
Hyundai i20: India
Holden Captiva: Korea
Smart: France
Toyota Hilux: Thailand
Honda Accord: Thailand
Volkswagen Beetle: Mexico
Volkswagen Amarok: Argentina

Tags , , ,
Categories feature

Test – 2012 Lexus GS350 Sport Luxury

August 24, 2012 //
0

Lexus swims valiantly upstream to join the Europeans. NEIL DOWLING tests the latest GS350 saloon
NUMBERS won’t tell the story of how hard Lexus fights for a slice of Australia’s perennially stable prestige car market.
This year, to the end of July, only 301 Lexus have found Australian homes. Though up by almost 20 per cent on 2011, it pales against Audis 517, BMW’s 840 and Mercedes sales of 960. By the numbers, Lexus has sold 20 less cars than Peugeot and six more than Ssangyong.
Yet, the numbers don’t tell the story. The latest GS range represents big gains in technology, safety and comfort while increasing value for money. In the evolution of the Toyota-owned, but singular entity, that is Lexus, it’s also prepared to lose a lot of its Japanese-ness to take on the Europeans.
VALUE: The GS350 is priced to compete, taking on all comers with lots of features, a long warranty, renown customer service and consistent world-beating quality awards. The $109,400 GS350 Sports Luxury gets pretty much everything you’d want in a car but do you need it? The Luxury model is $20,000 less and is more than sufficient. So while the most expensive version frustrates the rivals as much as it does your wallet, it may not be the best value. But, just to whet your appetite, it has exotic features such as “nano-e” airconditioning that claims to be gentler on occupants’ skin and hair by adding moisture to ions sent into the cabin. That got my wife in. It won me with the 835-watt Mark Levinson with digital radio and 17 speakers, heated and ventilated front and rear seats and a 300mm split-screen monitor that can handle sat-nav and other functions at the same time. All this before pressing the start button.
DESIGN: It’s basically the same size as its predecessor and even looks similar. But the newbie has more cabin room and a bigger boot, sits 25mm high to make contortion-free entry and egress, and has a new “spindle” grille to distinguish it from competitors. It competes in size with the mid-prestige segment, up against the Audi A6, Mercedes E-Class, BMW 5-Series and Jaguar XF. That’s tough and the purposeful design of the Lexus helps give it a nudge. Like its contemporaries, the style is conservative – at least on the outside. The cabin treatment is Audi class yet has lots of things to play with. The 300mm screen, controlled by a left-hand mouse, is brilliant. There’s also room for five adults, though the scalloped rear seats – perforated leather to allow for air to cool the occupants – are designed for two.
TECHNOLOGY: Looks a bit like the old one but the new body shell is 14 per cent more rigid, there’s new suspension with a variable adaptive system, the brakes are bigger, and there’s a driving mode that allows four selections of ride, handling and engine response. The variable suspension acts electronically on the dampers to balance ride comfort and handling and also produce a flatter ride regardless of cornering speed. The new dual-injection 3.5-litre V6 is 27 per cent more powerful than its predecessor, with 233kW and 378Nm of torque. It drives a six-speed sequential auto with paddle shifters. Lexus claims 9.7 L/100km on 95 RON fuel as an average. To make all this sound better, the GS350 has a sound amplifying resonator.
SAFETY: Pay $110,000 and you’d expect the best. Lexus delivers with 10 airbags, five-star crash rating, head-up-display, blind-spot monitoring, emergency brake lights, a rear camera and park sensors front and rear, bi-xenon headlights with cornering function, automatically dipping mirrors for safer reversing and a tyre pressure system. Then there’s an advanced pre-collision safety system which includes driver-fatigue monitor, collision warning and a  pre-collision package of braking, brake assist and seat belt tensioning.
Add a first aid kit and comprehensive breakdown kit (triangle, gloves, etc) and you could almost be itching for a prang or a puncture just to try the stuff out.
DRIVING: No surprise that the Lexus cabin could come from Europe but one press of the engine’s starter button tells you it’s too muted to be German, Italian or English. That very slight rawness in European engines, in the sound and even the feel as it idles through the steering wheel, is missing. Instead, the Lexus is very smooth, very quiet. The 3.5-litre engine is no powerhouse, even with 233kW on tap. That’s because these chickens all come home to roost around 6500rpm and very few, if any, Lexus owners are going to go there. But because I can’t afford a Lexus, I did. Life at 6500rpm is more like what you’d expect from Europe. The sound amplifying resonator on the engine’s air intake and the removal of a sound deadening baffle in the exhaust combine to produce a roar at the top end. On the road the car is silky smooth and quiet but the engine’s benign temperament can be switched by turning a console switch to the “sport” mode. The engine is more responsive and the steering firmer, removing the hesitancy and any acceleration lag. Lexus’ active suspension is damn good – right up there with the standard suspension of a BMW – and though complex, offers one of the best balances of ride compliance and a flat cornering stance. The head-up-display places a digital speedo and a tacho graph on the windscreen ahead of the driver to greatly reduce distractions. Best of all, the driving position and the actual driver’s seat is superb.
VERDICT: One very surprising car and now a long drive from its predecessors.
LEXUS GS350 SPORTS LUXURY
STARS 4
Price: $109,400
Warranty: 4 years/100,000km, roadside assist
Resale: 56%
Service interval: 10,000km, 6 months
Safety rating: 5-star
Spare: Space-saver
Engine: 3.5-litre V6 petrol; 233kW/378Nm
Transmission: 6-spd auto, rear drive
Body: 4.9m (L); 1.8m (w); 1.5m (h)
Weight: 1740kg
Thirst: 9.7 1/100km; 95RON; 225g/km Co2
Three Others to consider.

AUDI A6 2.8FSI
Star: 3.5
PRICE: $93,400
ENGINE: 2.8-litre, V6 petrol, 150kW/280Nm
TRANS: 7-spd dual-clutch auto, AWD
BODY: 4-door sedan
THIRST: 8.0L/100km; 95RON; CO2 187g/km
“In-between Audi has all the quality but a bit less of the urge. Nice drive but 3-litre model ($121,000) is more satisfying”ql

BMW 535i
Star: 4
PRICE: $115,600
ENGINE: 3-litre, 6-cyl turbo-petrol, 225kW/400Nm
TRANS: 8-spd auto, rear drive
BODY: 4-door sedan
THIRST: 8.4L/100km; 95RON; CO2 194g/km
“Wonderful drive and coolly elegant cabin. Price is high and so value not quite in the league of rivals”ql

INFINITI M37 “S”
Star: 3.5
PRICE: $97,900
ENGINE: 3.7-litre, V6 petrol, 235kW/360Nm
TRANS: 7-spd auto, rear drive
BODY: 4-door sedan
THIRST: 10.2L/100km; 95RON; CO2 235g/km
“Maserati goes to Tokyo and has a child. Nissan’s luxo-brand is new to Oz but its drivetrain has been here for ages. Love it-hate it looks”

Tags , , ,
Categories car tests

Test – Mazda3 Neo

August 24, 2012 //
0

Big on safety, low on running costs. The base-model Mazda3 is a winner. NEIL DOWLING REPORTS

DO you buy a second hand Commodore for $25,000 or a new Mazda3 Neo automatic for $22,330 plus on-road costs? Stack up the pros and cons: The Commodore is a big car that is easy to fix, is safe, has a bit of guts and can tow a caravan. Carsguide website shows a few available with 45,000km and some dealers add a three-year warranty. But the V6 engine and automatic transmission create a thirsty mix at 9.5 L/100km and, perhaps, the Commodore is too big for city life. The Mazda3 Neo wins for practical size, easy to drive manners, safety and fuel consumption of 8.2 L/100km. But it may be too small for a family and the bling factor is tempered by being a base model and the fact there’s a brazillion of Mazda3s on the road. But the market wins. In the seven months of 2012, the Mazda3 has outsold all Commodore models by a factor of 10 to seven. It’s a solid, safe, stylish and well-equipped replacement to the historic Aussie six – even in its base model.

VALUE: The $22,330 Neo has a five-speed auto (the manual is $20,330) and lots of features to keep the family happy. This isn’t the fuel-sipping SP20 Skyactiv version – which costs $27,990 and I can’t see lots of value here – but the perky entry-level model. You doesn’t get the sat-nav of other models. On paper, the sat-nav is a nice touch. In reality, the screen is too small to be practical. Tip: Skip the sat-nav and spend $250 and get a decent plug-in Navman or Tom-Tom unit that has a bigger screen and is transferable. Features include alloy wheels, six-speaker CD/iPod audio (but no USB or Bluetooth), cruise control, electric windows and mirrors, airconditioning and a trip computer. Do you need much more?

DESIGN: It’s only when you drive one that you realise these things breed like rabbits. I was in a fast-food drive-through queue the other day – I was lost, honestly – and of the five cars, three were Mazda3s. Which shows either the popularity of the car or that owners are unable to cook for themselves. The Mazda3 sedan tested here is compact, neat, practical but subjectively, not especially pretty. The nose is too long and the grin too smarmy, for example. The cabin is way too black. The Neo’s cabin is so sombre you’d sink to the depths of considering playing Nickelback on the six-speaker audio.

TECHNOLOGY: It’s simple stuff and, for buyers who aren’t engine savvy or don’t care too much for technical driving skills, this is exactly how it should be. The 2-litre engine pumps an acceptable 108kW/182Nm but don’t jump on the couch about the power output because it arrives at an ear-piercing 6500rpm. The saviour is the five-speed auto – which has a manual mode – which is smooth and perfectly matches the engine. Four-wheel disc brakes, independent suspension and electric-assist steering are standard fare in this market.

SAFETY: This is one of the main reasons you buy this car. The five-star crash rating, six airbags and full suite of electronic aids is your insurance that does its utmost to protect your family. The spare is a space-saver though Mazda will sell you a real wheel.

DRIVING: For a bog-standard model, the Neo is quiet, smooth and comfortable. The audio doesn’t sound like music being played down a funnel – a bonus – and the view from the driver’s seat is clear, simple and, yes, sombre. The logical placement of switches and gauges endears the car quickly to drivers while the height-adjustable seat and tilt-telescopic steering wheel suits all sizes. The engine is quiet and, in comparison to the Skyactiv, punchy. It’ll get smartly away from the traffic lights and slip up quickly through the five gears. Though the steering is electric assist, it is one of the better ones around in terms of road feel. The seats are generally comfortable – perhaps a bit soft – and road noise is subdued in the front but a little bit more noticeable in the rear. The Neo benefits from higher-profile 195/65R15 tyres which have more rubber – compared with the low-profile tyres on higher-spec Mazda3 models – to soften road noise.

VERDICT: Surprisingly good model that skips the extras and presents as an honest, affordable and safe family transport.

MAZDA3 NEO

STARS 3.5

Price: $22,330 Warranty: 3 years/100,000km Resale: 56% Service interval: 10,000km, 6 months Safety rating: 5-star Spare: Space-saver Engine: 2-litre 4-cyl petrol; 108kW/182Nm Transmission: 5-spd auto, front drive Body: 4.5m (L); 1.8m (w); 1.5m (h) Weight: 1304kg Thirst: 8.2 1/100km; 91RON; 193g/km Co2

Three Others to consider.

FORD FOCUS 1.6 AMBIENTE Star: 3.5 PRICE: $24,290 ENGINE: 1.6-litre, 4-cyl petrol; 92kW/159Nm TRANS: 6-spd dual-clutch auto, front drive BODY: 4-door sedan THIRST: 6.5L/100km; 91RON; CO2 153g/km “Thai-build Focus is an enjoyable drive but weakens with load. Fuel economy and spacious interior is best here”

 HOLDEN CRUZE 1.8CD Star: 3 PRICE: $23,790 ENGINE: 1.8-litre, 4-cyl petrol; 104kW/176Nm TRANS: 6-spd auto, front drive BODY: 4-door sedan THIRST: 7.4L/100km; 91RON; CO2 175g/km “Nice sedan with responsive handling. Roomy and comfortable but 1.8 isn’t the best Cruze engine. Get the 1.4”

 HONDA CIVIC VTi-L Star: 3.5 PRICE: $23,990 ENGINE: 1.8-litre, 4-cyl petrol; 104kW/174Nm TRANS: 5-spd auto, front drive BODY: 4-door sedan THIRST: 6.7L/100km; 91RON; CO2 158g/km “Pretty 2012 car is better built and rides better than its predecessor. It has the best cabin here. Performance is average but makes up for it with good economy”

Tags , ,
Categories car tests

Why?

August 24, 2012 //
0

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

Tags
Categories Uncategorized

Test: 2011 Range Rover Evoque

August 23, 2012 //
0

Revision splendid. Neil Dowling. December 2011

Art is no longer hung on the wall — it’s in your driveway

TRENDY flared trousers and platform shoes were so hot in the 1970s that blokes in straight-leg pants were openly ridiculed. How could we be so blind? The cringeworthy fashion deviations taken 40 years ago swept back in a flood of embarrassment when I parked the Evoque alongside a new Mitsubishi Pajero. The Pajero, a large 4WD with nice proportions, suddenly looked 40 years old. Such is fashion. But there’s much more to the latest Range Rover than style.

VALUE: I’ve seen American clothing stores hang thousand-dollar price tags from bizarrely coloured men’s suits that I wouldn’t let my cat sleep on. Wacky stuff tends to command a price premium. The Evoque is very different, definitely not wacky, but isn’t cheap. You can buy a 2WD version from $49,990 but the Prestige costs $75,375 and that’s without the excellent panoramic sunroof ($1035), rear camera ($670) and electric tailgate ($1020). Value? Nup.

DESIGN: Now you’re talking. The best- looking thing on the streets. Doesn’t matter if it’s three- or five-door, it makes everything else look old. And it all works. The five-door is roomy for four adults, has a comfy cabin, and the quality to suit its price. But there are problems. The huge mirrors block all vision to the kerb, while the rear window is only slightly bigger than a letter-box slit.

TECHNOLOGY: The all-wheel drive version gets a four-mode Terrain Response from the Freelander II, plus hill descent, which helps in the dirt. The 140kW/420Nm 2.2-litre turbo-diesel (also in the Jaguar XF sedan) is perfect in its role and better than the 2-litre turbo-petrol. There’s a six-speed auto with paddle shifters on the steering column, top-end audio and sat-nav with a touchscreen, and electric steering. A sensible approach to engineering which should auger well for durability.

SAFETY: Not many new vehicles on the market lack premium safety. From 2012, ESC must be standard, for example, though safety standards will soon be more stringent. The Evoque is a five-star crash-rated wagon with chassis electronics, corner stability, rollover stability, trailer sway control and hill descent and ascent control. Oh, and seven airbags.

DRIVING: Not as small as I expected and, at 1810kg dry, not as light; but agile, and the diesel engine kicks hard. You can throw this through corners and it’s an absolute joy. I punted it across 1km of soft beach sand — without the tyres deflated — with the Terrain Response set to the “sand” setting and it failed to sink. We took the family out to an eatery at night, shopped, went visiting and generally ran this through everything from a pre-Christmas shopping complex to a quiet country road. Good though it was, every time I stopped for a break I just turned around and stared at it. Beautiful.

VERDICT: Style with practicality. Yes, it’s expensive and visibility is rubbish but it’s the car for 2011. Probably 2012 and 2013, too.

ODD SPOT: The Evoque looks all new but sits on a Freelander II platform and shares its drivetrain and suspension.

Specs

Range Rover Evoque

PRICE: $75,375

WARRANTY: 3 years/100,000km, roadside assist

RESALE: N/A

SERVICE INTERVAL:  12 months/ 15,000km

ECONOMY: 6.5L/100km, 174g/km CO2

SAFETY: Rating 5 stars Equipment 7 airbags, ESC, ABS, EBD, EBA, TC

ENGINE:  2.2-litre 4-cyl turbo diesel, 140kW/420Nm

TRANSMISSION: 6-speed sequential auto, AWD

BODY: 3- and 5-door, 5-seat wagon

DIMENSIONS:  4365mm (L); 1965mm (W); 1635mm (H); 2660mm (WB). Weight 1810kg

TYRE SIZE : 235/55R19  Spare: space-saver

verdict

WE LOVE: Comfort, style, performance

WE LOATHE: Poor visibility, expensive

Tags , ,
Categories car tests

Hello world!

May 20, 2012 //
1

Welcome to WordPress.com! This is your very first post. Click the Edit link to modify or delete it, or start a new post. If you like, use this post to tell readers why you started this blog and what you plan to do with it.

Happy blogging!

Categories Uncategorized
Newer Entries »