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Test – Peugeot 4008 Active

August 24, 2012 //
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Love Japanese reliability but fancy something foreign in the drive? NEIL DOWLING has the answer
IN a previous life, motocross taught me that Japanese bikes needed lots of modification while European bikes required constant maintenance.
Sure, that was 40 years ago. If the Peugeot 4008 was a motocross bike and available in the 1970s, I’d have the best of both worlds.
But the 4008 – which is a Mitsubishi ASX with an accent, an attitude and a baguette – is hardly a compromise. For lovers of Peugeots, this small-ish SUV ticks a lot of boxes.
VALUE: Get over the fact that Mitsubishi provided the base vehicle and the 4008 is well priced against rivals. The Active model tested added to its $30,990 price plus a $1000 pack of 18-inch wheels and chrome door sills. Yeah, I know – an odd mix. Buyers should look also at the extra $1495 for the sat-nav package. Peugeot has spent time and money on turning Japanese to French and succeeds with Peugeot-esque ride, comfort and character. The capped price service is great. But also in the ring is Skoda’s Yeti that fights hard. Price-conscious buyers may even be just as happy dumbing down with the $25,990 Mitsubishi donor vehicle.
DESIGN: Much twisting and pumping of metal and bolt-on plastic bits make the 4008 appear sufficiently different to the ASX. It looks strong and purposeful and I’m relieved Peugeot has abandoned the confronting gaping-mouth look of previous models. Cabin treatment is excellent and even though it’s simply furnished, touches like the piano-black centre console and quality look of the gauges lift it above its price tag. The boot floor is high, making it easy to load cargo and hide the full-size spare, while rear seat room is good for three adults.
 TECHNOLOGY: Simple stuff – a 2-litre petrol engine (no diesel for the 4008) with a five-speed manual transmission and Mitsubishi’s CVT auto as an option. Though the ASX provides the base, Peugeot has done a lot of surgery. The track is widened to make it sit more solidly on the road, the electric steering has been recalibrated to produce a firmer feel and the suspension is more sporty. The doors have more weight and soundproofing has added, so there’s no tinplate clink when the doors are shut. Plasticware includes new trim for the cabin and a new nose and tail.
SAFETY: Peugeot hasn’t published a five-star crash rating though the ASX on which it’s based has this maximum rating. The 4008 gets seven airbags, electronic stability and traction control, rear-view camera in the mirror, auto wipers and headlights, plus a full-size spare wheel.
DRIVING: Initially I though the 2-litre engine as a bit dull and the long-throw manual gearshift a bit unwieldy. Then I put on my beret. It’s not a car to hurry – even though the engine’s maximum power is a reasonable 110kW it’s attained at a high 6000rpm – to high to test in the suburbs. It’s a very easy car to drive thanks to the lightness of the steering, gear shift and clutch. Work on the suspension and the widening of the track (the width between the wheels) make the 4008 sit on the road with more confidence than the almost flighty ASX. The steering wheel, however, feels too big though visibility is fine to all points but the front bumper. This AWD wagon has an electric selector on the console for 2WD (front wheels), 4WD and 4WD Lock – the latter allowing the drive to send up to 82 per cent of power to the rear wheels and designed only for low-speed work. The 4WD selection works well on gravel, wet roads and – of course – for dirt. But remember this is an SUV and not a proper 4WD. Ride comfort is very good but because it tends to feel more meringue rather than Anzac biscuit, it will show bodyroll and understeer when pushed too hard through the corners.
VERDICT: Good value, a sensible service program and French clout give it more driveway appeal points than its ASX donor.

PEUGEOT 4008 ACTIVE
STARS 3.5
Price: $30,990
Warranty: 3 years/100,000 km
Resale: n/a
Service interval: 10,000km/12 months
Safety rating: n/a
Spare: Full-size
Engine: 2-litre 4-cyl petrol 110kW/197Nm
Transmission: 5-spd manual, on demand 4WD
Body: 4.3m (L); 1.8m (w); 1.6m (h)
Weight: 1440kg
Thirst: 7.7 1/100km; 91RON; 181g/km Co2
Three Others to consider.

MITSUBISHI ASX ACTIV
Star: 3
PRICE: $25,990
ENGINE: 2-litre, 4-cyl petrol, 110kW/197Nm
TRANS: 5-spd manual, on demand 4WD
BODY: 5-door wagon
THIRST: 7.7L/100km; 91RON; CO2 181g/km
“Donor car for the 4008 is less equipped, not as sophisticated but just as practical and $5000 cheaper”ql

NISSAN DUALIS Ti
Star: 3.5
PRICE: $29,690
ENGINE: 2-litre, 4-cyl petrol, 102kW/198Nm
TRANS: 6-spd manual, part time 4WD
BODY: 5-door wagon
THIRST: 8.1L/100km; 91RON; CO2 192g/km
“Sensible, well built and practical wagon outdoes the X-Trail in terms of style”

SKODA YETI 112TSI
Star: 4
PRICE: $32,990
ENGINE: 1.8-litre, 4-cyl turbo-petrol, 118kW/250Nm
TRANS: 6-spd manual, part time 4WD
BODY: 5-door wagon
THIRST: 8.4L/100km; 95RON; CO2 197g/km
“Even more practical than the others, great engine package but looks can blunt some appeal”

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Test – Toyota 86GTS

August 24, 2012 //
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The manual 86 GTS just may be the best thing since sliced bread. NEIL DOWLING spends a few hours on the track

Hype or hope, giant killer or weed killer? Question everything that the master of marketing, Toyota, dishes up and the 86 is either the second coming of the Lotus Elan or the best two-door bargain to hit the nation since the 1984 Celica.
It’s easy to see where the cynicism stems. The $29,990 entry-level price is at odds with the styling, the marketing and the alluring style of the Toyota 86.
It’s as cheap as a Corolla, almost a third of the price of a front-wheel drive Audi TT and claims the economy of a Camry.
The clanger – the unmentionable Subaru flat-four engine – has no turbocharger and fans realise that they’ll have to actually drive the thing around corners to get the best from its 147kW.
It’s not for drivers who’s contribution to performance driving consists only of extending their right foot. The 86 can be hard work to push quickly but very few cars – and none at its $29,990 entry price – will produce so many smiles. The next shipment is due in March.
VALUE: The GTS is $35,490. The extra $5500 buys better seats, wheels, brakes, cabin trim and features such as the LED daylight running lights and sat-nav. Buy this one unless you’re planning a weekend racer.
DESIGN: Everyone that sees it, loves it. Yet to be fair, it’s not as cutting edge as sort-of rivals such as the Scirocco or Veloster, but more softened like the BMW 1-Series coupe and the Nissan 370Z. Truth is, the 86 has no direct rivals based on price, seating and drivetrain.
TECHNOLOGY: The 2-litre aspirated Subaru engine – which prints its name alongside Toyota on the engine’s intake plenum – is the latest mill also seen in the Impreza, but Toyota adds direct petrol injection and new variable-valve timing. The exhaust and ECU are all new, too, and though the engine’s at the front and drive is to the rear, there’s no way this can become an AWD because that engine is set well back in the bay. GTS gets bigger brakes than the GT.
SAFETY: Ticks all the boxes and seven airbags is a surprise in a car that really is good for only two people.
DRIVING: The acid test. Perth’s RAC Driving Centre is designed to teach newbies and failed motorists how to get it right. It also has a tight ribbon of perfectly horizontal bitumen used by clubs on weekends. It’s not big but many sports cars get to 160-plus on the straight and the first corner sorts the boys from the men and requires changing more than an attitude. The GTS will howl to almost 160km/h from rest on this strip and the first big shock is that the first left-hander could have been done a lot quicker. The same with the second, a tighter left, then the sweeping right which is so long it almost comes back on itself and is difficult to pick its apex. Consistently, the most notable character of the 86 is its balance through the bends and specifically the ideal ability of it to be driven on the throttle, squeezing to induce a touch of oversteer and backing off to bring it back. The electric-assist steering has a hint of vagueness at a few degrees off centre before the system works out what you want, but generally it has very good feel. Under the curves is a simple suspension set up that works very well. There’s sufficient compliance for onroad comfort but firmness to keep the car flat through the bends. The low seating position – practising yoga enthusiasts will rejoice but less limbered bodies will suffer – and the horizontally-opposed engine both keep the centre of gravity low. The brakes are bigger than the 86 GT and while capable, the track’s tightness caused some softness in the pedal and the rich aroma of grilled pads. Nothing to get scared about because the brakes never reached the point of surrendering. I liked the seats – in fact, the alcantara (nylon suede) centre insets do a great job at keeping the body in situ – and the visibility, the location of the pedals and gearshifter and even the simplicity of the gauges. And, over time, I even enjoyed the engine. But it took time. Initially it felt doughy off the mark, like there wasn’t sufficient torque to make the clutch bite at the right time. But it’s a learning process and clean starts need a minimum of 2000rpm – more if you don’t have traffic all around you. The spin-up is smooth (but aurally unmistakably Subaru) but about 3500rpm there’s a flattening of torque then it has a second bite at about 5500rpm and maintains the heat past the 7000rpm mark. The engine will live around 6000-7000rpm without fuss and this band becomes the most workable to wring the maximum from the engine while suiting the drive to the wheels. The gearbox – from the Lexus IS250 – is just right. It feels perfectly notchy, like an MX-5, and snicks easily. Which is just as well. The end of the day reckoning was that a turbo would be nice but probably too much – it would add more weight to the nose and put that weight higher and then affect traction. And it would cost a lot more to buy and invite heaps of speeding tickets. Nah. Toyota and Subaru have got it right. This is just a beautifully balanced machine. The price is the icing.
VERDICT: Just do it.

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Test – Audi A8 4.2TDI

August 24, 2012 //
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It’s a V8, Penelope, just not as we know it. NEIL DOWLING oils the Audi

SOMEWHERE in the world, today probably, some clown is filling up the stonking Audi A8 4.2-litre V8 TDI’s fuel tank with petrol.
That’s because the filler has yet to recognise that this near silent, elegant, rapid and authoritatively-styled German is powered by a diesel engine.
Getting out the petrol, flushing the fuel lines and replacing a few injectors and filters will be expensive. Very expensive. But doubtless Audi service centres around the world are well practised.
How can one blame the guy who filled it up? The A8 4.2TDI idles with almost inaudible assurance, responds instantly to a touch of the accelerator and cuts through freeway traffic with so little fuss and bereft of noise that the clink of Armagnac flutes from the rear seat can clearly be heard.
VALUE: All this doesn’t come for nothing. The limousine will cost $238,500 before it’s ready for the road. It is loaded with equipment that will keep you amused for hours – possibly days. If you let children loose in here, you may not see them for months. All this before you turn over the engine. Standard kit starts with the best materials and finest construction ever to grace the cabin of a sub-$500,000 car. It’s brilliant. There’s also a superb audio and sat-nav system, a touchpad with handwriting recognition, wireless for your iPad/iPhone or Android and Audi’s Multi Media Interface that does everything from alter the drivetrain characteristics to help lower fuel consumption.
DESIGN: It’s a lavish and expansive saloon with its hard bits built predominantly from aluminium – it weighs about 40 per cent less than a comparable steel body – and the soft bits from leather, padded vinyl and wool-blend carpet. It has family lines but while its possible to mistake it for an A6 on a damp night, it is clearly too much a limousine to be an A4. There’s more room than most people deserve and even the boot is big enough to carry sufficient cash to buy a small country.
TECHNOLOGY: The A8 rides on adaptive air suspension and the bi-turbo V8 diesel drives all wheels through an eight-speed sequential automatic. Remarkably, the 4.2-litre engine pumps 258kW/800Nm – that’s not a mistake – and yet can get 7.6 L/100km. Not when you max it out over the 0-100km/h spring, however, which can be dashed in a mere 5.5 seconds. Not bad for a 2-tonne, 5.1m top-notch four-door sedan. The MMI also gets a nod for its technological excellence.
SAFETY: This should go without saying but the A8 is the pinnacle of Audi’s safety program. Some of the equipment is optional – and no surprise here but it’s expensive – but the standard lifesaving aids should be more than adequate. The A8 previews Audi’s pre-sense safety system for avoiding accidents and minimising the consequences, and gets night vision assistant with pedestrian marking and adaptive cruise control with “stop and go” feature.
DRIVING: Forget the word diesel and immerse yourself in 800Nm of torque flowing seamlessly to all wheels through a silky ZF eight-cog auto. Wet corners at night dissolve as a dry corner in day with the limpet grip of the tyres and AWD and the canny electronic aids. The quietness is so unnatural that the experience of cruising country highways is almost surreal. Back to reality quickly, though, when overtaking and feeling that torque thrust the car forward without a murmur. Practical car for the city? Probably not. Perfect open-road tourer – also a maybe given it has no proper spare wheel. But the liquidity of its forward motion and readiness to spring to life without flinching, is magic.

AUDI A8 4.2 TDI
STARS 4
Price: $238,500
Warranty: 3 years/unlimited km, roadside assist
Resale: n/a
Service interval: 10,000km/12 months
Safety rating: 5-stars
Spare: none
Engine: 4.2-litre V8 bi-turbo diesel 258kW/800Nm
Transmission: 8-spd auto, AWD
Body: 5.1m (L); 1.9m (w); 1.5m (h)
Weight: 2070kg
Thirst: 7.6 1/100km; 199g/km Co2

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Test – Volkswagen Golf Cabrio

August 24, 2012 //
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Cabrio ownership can have its chills but spring is just around the corner. NEIL DOWLING drives Volkswagen’s latest roadster
IF you hate freezing cold mornings then you may not be jumping out of bed at 5am to ride a motorcycle or drive a convertible to work.
It’s not impossible – the Brits and Germans do it in even colder and nastier weather – but that doesn’t make it right.
Interesting then that the cold-climate countries are the ones making the best convertibles. The Volkswagen Golf Cabrio perfectly reflects how well a convertible can suit icy conditions while being fun to drive and cute to look at. Failing all that, it’s a great open-top drive in Spring and Autumn.
VALUE: Almost as cheap as chips. The single-model Cabrio is $36,990 as a six-speed manual or $39,490 as a seven-speed dual-clutch DSG auto. Either is great. In perspective, a Mini Cabrio auto is $42,700, an Audi A3 soft-top is $52,150 and a BMW 120i convertible automatic is $55,480. The Golf wants for nothing – it even has seat heaters. It gets an electric roof, seven airbags, a pollen filter and pollutant sensor in the airconditioner (probably pointless when the roof is down) and Bluetooth with iPod/USB connectivity. It even seats four adults – something most of its rivals can’t do, so it’s also a family car.
DESIGN: Volkswagen says it wanted to maintain light weight, have a low body profile with the roof down and yet maintain a snug cabin when the roof is up. It succeeded. It’s a very pretty car that doesn’t have an awful boot bulge where the folded roof hides. You can actually fit four adults inside and the boot is spacious, but the small and vertically-placed boot opening makes loading awkward. Dash design is all Volkswagen and no complaints, though the right-hand drive conversion puts the pedals close to the driver and limits space for the right foot to cleanly operate the accelerator. Vision to the rear three-quarter is hampered by the fabric roof, but big side mirrors help out.
TECHNOLOGY: The sole engine is Volkswagen’s 118kW/240Nm 1.4-litre twincharger that combines a supercharger – for low-engine speed boost – and a turbocharger for mid to top-end boost. A few of these engines initially failed and were repaired or replaced under warranty by Volkswagen Australia. It gave the engine a bad reputation but VW says it’s no longer a problem so we can now enjoy a clever, quick, fuel-frugal and above all, fun engine to drive. The DSG automatic makes life a bit easier in traffic but the engine better suits the superb six-speed manual. Suspension and brakes are from the Golf, including a sophisticated multi-link rear end for better ride and handling than a torsion beam setup. The electro-hydraulic roof is fabric purely so it folds down tight on the body, doesn’t impinge on boot space and is light.
SAFETY: The standard Volkswagen offering here of a five-star crash rating, full electronic brake and chassis aids, plus the bonus of seven airbags. The cloth roof requires automatic rollbars that are fired into place when the car senses a rollover. Helping the driver are park sensors, heated side mirrors, auto lights and wipers, LED tail lights and an electronic diff lock. The spare is a space-saver.
DRIVING: Expect the same as a Golf and you won’t be disappointed. The electric roof zips up in nine seconds and can be moved up to a vehicle speed of 30km/h – handy in a sudden downpour. The dual-clutch transmission is annoyingly jerky off the mark, though can be tempered by being gentle on the accelerator pedal. Performance is neck-snapping though if the DSG is napping and the engine is on stream – like accelerating from a start – there can be an unexpected attempt for the wheels to spin. The ESC holds this in check but there’s no subtlety in the process. This is probably why I’d opt for the manual gearbox. Ride comfort is pretty good given the Cabrio gets standard sports suspension. Handling is obviously all Golf, with a solid stance on the road and a positive steering feel and predictable cornering. The fabric roof is very tight so there’s no drumming and even road noise is successfully muted. It’s not as quiet as the steel-roofed Golf but still perfectly acceptable. My body doesn’t feel overly comfortable with the pedals as the right foot is too close to the wheelwell.
VERDICT: The convertible four-seater market is mainly for the expensive models. This car breaks the mold with affordability, lots of driving appeal and neat looks. Yes, I would!
VOLKSWAGEN GOLF CABRIO
STARS 4
Price: $39,490
Warranty: 3 years/unlimited km
Resale: n/a
Service interval: 10,000km/12 months
Safety rating: 5-star
Spare: Space-saver
Engine: 1.4-litre 4-cyl turbo-petrol 118kW/240Nm
Transmission: 7-spd dual-clutch auto, front drive
Body: 4.3m (L); 1.8m (w); 1.4m (h)
Weight: 1443kg
Thirst: 6.6 1/100km; 95RON; 153g/km Co2
Three Others to consider.

BMW 120i Convertible
Star: 3.5
PRICE: $55,480
ENGINE: 2-litre, 4-cyl petrol, 115kW/200Nm
TRANS: 6-spd auto, rear drive
BODY: 2-door convertible
THIRST: 8.3L/100km; 98RON; CO2 193g/km
“Great drive but overpriced in this company. Performance could be better as could fuel use”ql

MINI COOPER CABRIO
Star: 3.5
PRICE: $42,700
ENGINE: 1.6-litre, 4-cyl petrol, 90kW/160Nm
TRANS: 6-spd auto, front drive
BODY: 2-door convertible
THIRST: 6.9L/100km; 91RON; CO2 160g/km
“Cheeky and city-friendly but cramped interior, hard ride and unspectacular performance put style well before function”ql

PEUGEOT 207CC
Star: 3
PRICE: $35,490
ENGINE: 1.6-litre, 4-cyl petrol, 88kW/160Nm
TRANS: 4-spd auto, front drive
BODY: 2-door convertible
THIRST: 7.4L/100km; 95RON; CO2 171g/km
“Cute, French but cramped and though drivetrain works a treat in Europe, doesn’t sparkle in the Australian sun. New model soon”

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Test – BMW 320i

August 24, 2012 //
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Turbo-petrol power reigns as Europe’s big three prestige-car makers go into battle. NEIL DOWLING tests one, the BMW.

EUROPE’S latest new-car wave mimics athletes evolving over consecutive Olympic Games to be lighter and faster than predecessors.
The BMW 320i reflects the direction – bigger cars with smaller engines and more features yet with even perkier performance.
It’s a philosophy that’s easy to understand but the mandate is so specific that we now have three German car makers with almost identical drivetrains.
No surprises that Audi in June launched its A4 mid-size saloon to ward of BMW’s long-awaited 3-Series sedan and the impressive Mercedes C-Class.
Splitting these three is very difficult.
VALUE: BMW in the old days used to charge a fortune for stuff the Japanese threw in for free. Times change as BMW now meets its rivals head on. The 320i is the second cheapest 3-Series but gets dual-zone climate control, cruise control with brake function, electric front seats with memory, keyless start and entry, front and rear park sensors, Bluetooth and a six-speaker audio with iPod and USB connectivity. At $57,600, it’s pretty good value and yet is lineball with Audi and Mercedes. Of course, there is an exhaustive list of options starting with the test car’s $3152 Sport Line kit (17-inch alloys, sports seats, leather and a few other items), sunroof ($2245), upgraded sat-nav ($1538) and metallic paint (over the top at $1415). That makes $65,950 plus onroad costs.
DESIGN: Noticeably bigger in length (by 93mm) and on a 50mm longer wheelbase, the 3-Series sedan offers a lot more cabin room – especially for rear passengers – and a boot that is up 20 litres to 480 litres and increased flexibility via a 40/20/40 split rear folding seat. Bigger doors help entry and exit, too. The 3-Series also looks more sporty and more difficult to differentiate from a 5-Series. The grilles are wider, lower and canted slightly forward while there’s now twin headlights. The extra width is reinforced by the wider track (up 37mm at the front and 47mm at the back) which promotes a flat stance. The cabin has a cleaner dash with an instrument panel with four gauges, and the centre 165mm monitor is better placed for driver visibility and reads audio, entertainment, communication and navigation functions. The once awkward iDrive has pre-programmable favourite buttons for easier use.
TECHNOLOGY: All BMW 3-Series have turbocharged engines. The 320i is the cheapest petrol model (the 318d is a diesel) and uses a 2-litre 135kW/270Nm four-cylinder turbo-petrol engine that is up 20kW/70Nm on its predecessor yet cuts fuel use by 21 per cent to 6 L/100km and trims the 0-100km/h sprint by 2.2 seconds to 7.6 seconds. This cleverness typifies what I alluded to in the start of this article. The gearbox is a sweet eight-speed automatic and the chassis retains all the solid, driver-focussed technology – multi-link suspension and rear-wheel drive included – for which BMW is renown. The 320i also gets standard brake energy regeneration, electric-assist power steering, stop/start technology and “Driving Experience Control” that allows the driver to select four modes to customise the steering, engine, transmission and stability control response. They are dubbed Comfort, Sport, Sport+ and EcoPro that are selected via a rocker switch on the centre console. An optional Adaptive M Suspension ($2200) varies the dampers for characteristics between comfort and sport.
SAFETY: All 3-Series are five-star crash-rated cars. There are six airbags, driving aids – electronic stability and traction control, cornering control and brake assist. There’s also a new active protection system that initiates protective measures – such as readying the brakes – if an accident is imminent. The 320i adds front and rear park sensors and automatic headlights and wipers. There’s no spare wheel as it has run-flat tyres.
DRIVING: The larger size of the 3-Series in its sixth generation is a bit of a shock. But it looks better and less than one hour in the driver’s seat, goes better. Its ride is slightly more supple than the outgoing model, thanks mainly to the longer wheelbase and further updates on the run-flat tyres. All models above the base 320d have a four-mode program for engine, steering and transmission response but it doesn’t change the suspension dampening – that’s a $2200 option called Adaptive M-Sport. Start the test with the “Comfort” setting on the program and performance is, honestly, average. Hit the “EcoPro” setting and it all turns to treacle. The lethargy improves fuel efficiency but at the cost of the 320i feeling like it’s lost a cylinder. But the “Sport” and “Sport+” buttons return the 320i to what the car should be – a responsive, quick and very enjoyable drive. Sometimes fuel efficiency is over-rated. I love the handling of this car and even the electric-assist steering works so well with the chassis. But the engine, clever though it is, sounds harsh at idle. The gearbox is delightful in its action and the paddle shifts just enforce the car’s sporty nature. The extra room in the back seat is appreciated, though I’m all too aware that it’s moving so close to the 5-Series in size.
VERDICT: A fun drive when the right buttons are pushed but do we really need the extra centimetres in its length?

BMW 320i
STARS 3.5
Price: $57,600 (+ $8350 options)
Warranty: 3 years/unlimited km, roadside assist
Resale: 56%
Service interval: 12 months
Safety rating: 5-star
Spare: none
Engine: 2-litre 4-cyl turbo-petrol 135kW/270Nm
Transmission: 8-spd auto, rear drive
Body: 4.6m (L); 1.8m (w); 1.4m (h)
Weight: 1425kg
Thirst: 6.0 1/100km; 95RON; 141g/km Co2
Three Others to consider.

AUDI A4 1.8TFSI
Star: 3.5
PRICE: $55,700
ENGINE: 1.8-litre, 4-cyl turbo-petrol, 125kW/320Nm
TRANS: CVT auto, front drive
BODY: 4-door sedan
THIRST: 5.8L/100km; 95RON; CO2 134g/km
“Superb quality masked by conservative looks and average CVT auto experience. New model (June) boasts excellent fuel economy and safety”ql

MERCEDES-BENZ C200
Star: 3.5
PRICE: $58,600
ENGINE: 1.8-litre, 4-cyl turbo-petrol, 135kW/270Nm
TRANS: 7-spd auto, rear drive
BODY: 4-door sedan
THIRST: 6.8L/100km; 95RON; CO2 158g/km
“Follows Audi’s conservative styling. Merc’s cabin has odd placement of controls but engine is a whizz. Zippy performance and frugal fuel use is remarkable”ql

VOLVO S60 T5 TEKNIK
Star: 4
PRICE: $57,490
ENGINE: 2-litre, 4-cyl turbo-petrol, 177kW/320Nm
TRANS: 6-spd dual-clutch auto, front drive
BODY: 4-door sedan
THIRST: 8.6L/100km; 95RON; CO2 204g/km
“Almost unrecognisable as a Volvo. Great engine, great gearbox and great to see it now gets a spare wheel. Thirsty in this company. Teknik is desirable value-added model”

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Test – Honda Insight VTi-L

August 24, 2012 //
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Honda adds more spark to Insight. NEIL DOWLING welcomes to move but notes a cautious audience

NISSAN’S all-electric Leaf, two more Prius models from Toyota and imminent alternative models Holden Volt and Renault Fluence ZE have shaken the hybrid market.
In response, Honda has revamped its slow-selling Insight hybrid – only 147 found new homes in the first six months of this year – to trim fuel consumption, clean up the looks and add some features.
It lifts the status but it may be a hard act to get Australians stimulated. First up, we’re still wary of hybrids – and especially their dull resale values – and then there’s the steady flow of rival eco-cars.
VALUE: The price is very good, though the entry-level $29,990 Insight VTi is better value than the $33,490 VTi-L tested here. The extra money buys a reverse camera, auto wipers and lights, Bluetooth streaming, sat-nav with Suna traffic management, fog lights and bigger 16-inch alloys. Competition includes Honda’s own Civic Hybrid ($35,990) and the Toyota Prius ($33,990). But the Insight is flexible enough to compete with traditional petrol-fuelled hatchbacks. Even then, it has some neat features and its spacious and versatile seat arrangement will appeal to a wide range of buyers.
DESIGN: The profile is an extension of Honda’s Clarity fuel-cell car that is still being trialled in the US. It works very well, being slippery for quiet and fuel efficient cruising while having good passenger and cargo access. The 2012 model gets a new grille, bumper and tail lights. Cabin treatment is new-age Honda with a split-level instrument panel – placing the digital speedo high in a style now being copied by others – and clean switchgear. The switches are a bit scattergun, but familiarisation eases the initial confusion. A big, wide and flat boot extends with fold-down split rear seats, while human cargo enjoys a wide rear seat with a near-flat floor.
TECHNOLOGY: Honda’s hybrid melds the petrol engine – in this case, a 1.3-litre which is smaller than sister Civic’s 1.5 unit – with an integrated electric motor. Unlike the Prius, the Insight’s two power units constantly work together. Brake regeneration, a stop-start system, a more efficient fuel pump and low rolling resistant tyres lower average fuel use to 4.3 L/100km, down from the previous model’s 4.5 L/100km. I averaged 6.5 L/100km. The gearbox is a constantly-variable transmission (CVT) which is par for the course, while brakes are an unusual mix of front vented discs and rear drums. Drum brakes are usually reserved for trucks.
SAFETY: It’s becoming the norm to have a five-star crash rating and here the Insight doesn’t disappoint. It also has six airbags, electronic stability and traction control, brake assist and electronic brakeforce distribution. Given the relatively high-tech drivetrain, heaven only knows why it has rear drum brakes. Added safety gear in the VTi-L tested is a rear camera and automatic headlights and wipers. The spare is a space-saver.
DRIVING: The Insight doesn’t exactly start with a conventional engine crank but with a hum. It’s quiet – possibly because at idle it turns off its 1.3-litre petrol engine – though gets audible on acceleration as the CVT demands high revs. At cruising speeds it’s quiet with minimal wind noise – a product of its slippery shape – though coarse bitumen annoys the low rolling resistance tyres. Hybrids have a certain vagueness about them thanks to the electric drive of the steering and the unorthodox brakes. But the Insight has predictable steering – in comparison to the vagueness of the Prius – which aids its handling. The dumbed-down 65kW/121Nm engine appears barely capable of powering a can opener but the assistance of the electric motor turns it into something quite enjoyable. Combined output is 72kW/167Nm. Note that the motor is 10kW/78Nm but drive losses and different delivery characteristics mean you can’t simply add the two figures together. The Insight is also comfortable, tending towards a supple ride on its long wheelbase. There’s a bit of early Citroen here.
VERDICT: Non-threatening family car with green credentials to make you smile and a poor resale value to make you sad.
HONDA INSIGHT VTi-L
STARS 3.5
Price: $33,490
Warranty: 3 years/100,000km
Resale: 48%
Service interval: 15,000km, 12 months
Safety rating: 5-star
Spare: space-saver
Engine: 1.3-litre 4-cyl petrol, electric motor 72kW/167Nm
Transmission: CVT auto, front drive
Body: 4.4m (L); 1.7m (w); 1.4m (h)
Weight: 1215kg
Thirst: 4.3 1/100km; 91RON; 103g/km Co2
Three Others to consider.

HONDA CIVIC HYBRID
Star: 3.5
PRICE: $35,990
ENGINE: 1.5-litre, 4-cyl petrol, electric motor 67kW/132Nm
TRANS: CVT auto, front drive
BODY: 4-door sedan
THIRST: 4.4L/100km; 91RON; CO2 104g/km
“Simple, easy to drive and well made Civic holds no surprises. Roomy and well equipped, too!”ql

NISSAN LEAF ELECTRIC
Star: 4
PRICE: $51,500
ENGINE: Electric motor, 80kW/280Nm
TRANS: 1-spd auto, front drive
BODY: 5-door hatch
THIRST: 0L/100km; CO2 0g/km; 170km range
“First real car with all-electric power. Is roomy, comfortable and quick. The 170km range makes it feasible for city and suburbs. Good car but one for the brave”ql

TOYOTA PRIUS HYBRID
Star: 4
PRICE: $33,990
ENGINE: 1.8-litre, 4-cyl petrol, electric motor 73kW/142Nm
TRANS: CVT auto, front drive
BODY: 5-door hatch
THIRST: 3.9L/100km; 95RON; CO2 89g/km
“The original and best. Lots of technology to baffle the novice but in practice, works a treat. Caution: Conventional cars may be more economical to own than hybrids”

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Feature – Car servicing costs

August 24, 2012 //
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NEIL DOWLING
AUSTRALIA’S cheapest cars to own and service are Korean after Hyundai and Kia unveiled their cost-cutting capped-price service programs.
Hyundai’s three-year iCare program is within its five-year warranty on the car. For buyers of the Hyundai i30 – one of Australia’s most popular small cars – the maximum cost for its annual service is $219.
That is about one-third of the cost of servicing a Mazda3.
Hyundai Australia’s director of Aftersales, Nick Aravanis, says it was “a great service to our customers long after the sale has been made and the car has been taken home”.
“The Hyundai iCare program with the inclusion of the capped price service is an excellent way to broaden this commitment.”
Hyundai’s iCare program, announced this week concurrent with the company’s milestone one-millionth car production, beat by a few days a similar program to be unrolled from Kia.
Kia Connect will be launched on Wednesday, August 1, and covers all Kia vehicles for five years – two years more than Hyundai – with set service costs and includes free roadside assist for buyers who stick with the program.
Most car companies that offer a capped service program run for only three years.
Kia’s roadside assist is a 12-month plan but regenerates for another year after customers have their vehicle serviced.
“It gives value to customers and it gives customers back to Kia service centres,” says Kia Australia spokesman Kevin Hepworth.
Kia says about 50 per cent of new owners return their car to the dealership for the first service. But that retention rate falls to about 35 per cent by the third year.
The Kia Connect program aims to significantly boost that retention rate.
“The service has to be at an authorised dealership,” Hepworth says.
Kia has a five-year and unlimited kilometre warranty. New vehicles have a complimentary service at 3000km and then intervals at every 12 months or 15,000km.
The program, which starts on Wednesday, August 1 for new cars and September 1 for existing warranties, also covers Kia cars that are currently under a new-car warranty and will apply for the duration of the warranty.
“Kia Connect stays with the car so it is transferable to the car’s next owner during the warranty period,” Hepworth says.
“Different models will have different capped service prices, as will petrol cars compared with diesel cars. It is very specific to the model.”
Kia Connect also applies to fleet customers where the warranty is still five years but limited to 130,000km. The exceptions are rentals, taxis and hire cars.
Kia says one advantage of its new program is the need to service cars only once a year.
“Some of our rivals need their cars serviced twice a year,” he says.
“We only need servicing once a year. That obviously saves money and saves the owner time.”
Competition models that have a capped-price service program and need servicing twice a year include Toyota and Mazda.
“It’s all down to adding value to our product and keeping customers for life,” he says.

BREAKOUT:
NEIL DOWLING
WE’VE all been there – dreading the time you have to pick up the car
from the service centre and getting the shock of the bill.
You’d think budget cars would get budget service costs, but it’s not always the case.
So look beyond the purchase price before you buy a small car. Some
carmakers have fixed, or capped, service charges and more
manufacturers are offering set prices so you won’t have the pre-bill
jitters.
But it’s not the whole story. European cars are sometimes cheaper to service than Japanese cars and fuel-efficient diesel cars are more expensive to service – some so much that it may be financially prudent to buy a petrol model.
Some car makers – Mazda, Toyota and Subaru – make you visit the service centre twice a year while most only want to see you once. That indicates you’ll pay twice as much as the owner of a car needing an annual service – but that’s not always true either.
Use this guide to see how much a small car will cost you in servicing and fuel bills – the money that’s coming out of your pocket. The results may surprise you.
COSTS TO SERVICE OVER 3 YEARS:
LIGHT CARS
– Hyundai Accent (12mths/15,000km*) – $567
– Holden Barina (12months/15,000km*) – $740
– Toyota Yaris (6months/10,000km*) – $780
– Kia Rio (12mths/15,000km*) – $841
– Suzuki Swift (12months/15,000km) – $890
– Hyundai i20 (12months/15,000km) – $1245
– Mazda 2 (6months/10,000km) – $1903.50
* Fixed or capped price service program

SMALL CARS
– Hyundai i30 (12mths/15,000km*) – $657
– Ford Focus (12months/15,000km*) – $720
– Holden Cruze petrol (12months/15,000km*) – $740
– Toyota Corolla (6months/10,000km*) – $780
– Kia Cerato (12mths/15,000km*) – $1012
– Hyundai i30 (12months/15,000km) – $1202
– Mazda 3 (6months/10,000km) – $1989.09
* Fixed or capped price service program
COMPACT SUVs
– Toyota RAV-4 (6months/10,000km*) – $1020
– Kia Sportage diesel (12mths/15,000km*) – $1175
– Hyundai ix35 diesel (12mths/15,000km*) – $1197
– VW Tiguan 132 (12months/15,000km) – $1250
– Nissan X-Trail petrol (6months/10,000km*) – $1725
– Mazda CX-5 (6months/10,000km) – $1806
– Subaru XV (6months/12,500km) – $1914
* Fixed or capped price service program
Note: Kia Connect is a five-year program.

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Test – Audi TT 2.0TDI

August 24, 2012 //
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Audi’s diesel TT goes to the blood bank. NEIL DOWLING reports

BLOOD banks give you a cup of tea, a biscuit and a lie down in exhange for a litre of your best red.
Giving blood helps out your fellow man and the only downside is you feel a bit drained after the exercise.
You won’t be alone. The Audi TT 2.0 TDI is the automotive equivalent of the after-effects of donating blood. Pity is, the effects aren’t temporary.
Adding a turbo-diesel engine to the TT coupe effectively, completely and irreversibly changes it from a lithe, nimble and lustful coupe into a bloodless carriage. Honestly, a Corolla could be more fun.
VALUE: Not a lot. My calculator says the $68,950 petrol-fuelled version is streets better. For example, the petrol TT costs $4850 less than the $73,800 TDI tested here. The price difference in fuel per year is $107. That means it’ll take 45 years for the modest fuel economy benefits of the diesel to pay for itself. But I admit that, the drivetrain aside, the TDI is as sweet as any TT, is a wonderful handler, is comfortable (for two) and perfectly made.
DESIGN: It just looks like a work of art. That raked tail, slim headlights and in-ya-face vertical and impossibly overdone grille are disparate design cues that, remarkably, meld into an iconic shape. Most people love the TT. It signifies perfection, style and performance and indicates the owner has a few spare dollars in his pocket. The cabin is beautifully minimalistic. Some switches are so small and so randomly placed that it may take hours to find them. Ah, those Germans. How many other carmakers make a game out of operating the car? Bad news includes the useless rear seats and the lack of a spare wheel.
TECHNOLOGY: The 125kW/350Nm engine drives all wheels through a six-speed dual-clutch auto, assisted where necessary by paddle shifters on the steering wheel. The body is a blend of aluminium and steel which gets the coupe’s weight down to a trim 1280kg. Well, at least for the 2-litre petrol model because the diesel version is a porky 140kg heavier. It has a six-speed dual-clutch (DSG) transmission. That’s one cog less than the petrol engine’s seven-speed box but the diesel copes thanks to its prodigious torque.
SAFETY: Surprisingly, this is rated as a four-star car. Partly that’s because there’s not much difference to the first-generation TT. There’s also four airbags – I hate to be fussy but six is now considered the bare minimum – but no complaints about the sophistication of the brake and chassis components and electronic aids. No spare tyre but there’s aerosol sealant and a compressor. Good luck with that.
DRIVING: You’ve probably noticed I’m a little peeved. The concept of a diesel in a sports coupe probably makes sense in Europe where diesel is about the same price as petrol and the extra fuel economy reduces refuelling stops as one cruises the autobahns. Maybe some driver’s prefer the punch of the diesel’s torque. But no, it doesn’t work in Australia and even the calculator agrees. The TT’s handling is predictable and the all-wheel drive “quattro” system is so secure, especially in the wet. But pick a tight series of corners and you can feel the extra weight of the diesel version, especially in the nose. The diesel also makes the wrong exhaust noise – it’s more a dull, low-speed vibration than the petrol’s full symphonic range – and that sours the drive.
VERDICT: It’s a car you want to love. But your wallet – and your ears – win here and make the petrol model a far sweeter proposition. Or two 86s.

AUDI TT 2.0 TDI
STARS 3
Price: $73,800
Warranty: 3 years/unlimited km, roadside assist
Resale: 51%
Service interval: 12 months
Safety rating: 4-star
Spare: none
Engine: 2-litre 4-cyl turbo-diesel 125kW/350Nm
Transmission: 6-spd dual-clutch auto, AWD
Body: 4.2m (L); 1.8m (w); 1.4m (h)
Weight: 1420kg
Thirst: 5.5 1/100km; 144g/km Co2
Three Others to consider.

BMW 320d COUPE
Star: 3.5
PRICE: $72,464
ENGINE: 2-litre, 4-cyl turbo-diesel, 135kW/380Nm
TRANS: 6-spd auto, rear drive
BODY: 2-door coupe
THIRST: 5.3L/100km; CO2 140g/km
“Doesn’t wear the TT’s sexy clothes but package offers more space. Feels lighter and more agile than the Audi and almost makes the driver smile”ql

MERCEDES C250 COUPE
Star: 3
PRICE: $69,900
ENGINE: 2.1-litre, 4-cyl turbo-diesel, 150kW/500Nm
TRANS: 7-spd auto, rear drive
BODY: 2-door coupe
THIRST: 5.1L/100km; CO2 134g/km
“Surprisingly brisk performance from this unobtrusive coupe. Like the BMW, can seat four people but also like the Beemer, can’t match the TT’s cache”ql

PEUGEOT RCZ
Star: 3.5
PRICE: $54,990
ENGINE: 2-litre, 4-cyl turbo-diesel, 120kW/340Nm
TRANS: 6-spd manual, front drive
BODY: 2-door coupe
THIRST: 5.3L/100km; CO2 139g/km
“French interpretation of the TT and works very well. But it’s only a manual and Peugeot – and sister Citroen – must rethink their so-so right-hand drive conversions”

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Test – Mercedes-Benz B180

August 24, 2012 //
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Baby Benz gets a bulbous view of the world but wins with outstanding safety and value. NEIL DOWLING reports
YOU want to move a bundle of people in style and you only have about $40,000 in your pocket.
A common problem, no doubt, but one made easier by the surprisingly inexpensive, efficient but decidedly pregnant style of the Mercedes-Benz B180.
On its own it’s an appealing package. But it has driven into the lion’s den of the industry – a swirling, dark and dangerous place occupied by compact SUVs, sophisticated hatchbacks and sports wagons.
Its rivals put the B180 at an immediate disadvantage and though the German wagon fits the family, wears a prestigious star badge and is technically quite a clever piece of metal, it’s not a strong swimmer in its new pool.
VALUE: Very good. Until the A-Class arrives – a hatchback built on the same platform as the B180 – this wagon is the cheapest new Mercedes on the market. At $38,950 it comes with a turbocharged petrol engine, seven-speed automatic, lots of clever features, a sophisticated raft of safety kit and five-seat spaciousness with a big boot. It competes on price with SUVs such as the Mazda CX-5 and Kia Sportage which are less expensive to service and repair, but obviously lack the Merc’s badge credibility.
DESIGN: It’s rounded and a quite high in its successful aim to have fuel-cheating aerodynamic qualities along with lots of cabin room. Commendably, it achieves both but manages to look a bit rotund in the process. A long 2.7m wheelbase, low floor (the previous model was built on a higher sandwich floor), generous head room and low glass lines bring lots of light into the cabin so it’s bright and airy and without a hint of claustrophobia. The boot floor is flat and wide (there’s no spare wheel) so it accepts a huge amount of cargo. Rear seats could have more thigh support. These seats are split and fold almost flat but Merc could adopt a more flexible seat arrangement, perhaps like Skoda’s Yeti.
TECHNOLOGY: The highlight is also the low light. The B180 designation belies the wagon’s techno-rich 1.6-litre turbocharged petrol engine that cranks out a modest 90kW/200Nm despite living on the more expensive 95RON fuel. The unit has direct-petrol injection, variable-valve timing, three driving modes and a stop-start system. It drives the front wheels through a neat seven-speed dual-clutch automatic which is the engine’s saving grace. The box has a diabolical right-hand, column-mounted shift lever (see Driving section). The park brake is electric (at last!) and steering is electric-assist while tyres are BMW-inspired run-flat, so there’s no spare.
SAFETY: Lots to see here. The shell is a five-star crash rated body that has a multitude of alloy and steel derivatives to save weight and boost strength. There are seven airbags, electronic stability and traction control, brake assist with an emergency display (flashing tail lights when braked hard) and run-flat tyres with a tyre pressure monitor. It gets a driver attention detection system – nod off and it’ll wake you up – and an automatic park assist function, front and rear park sensors, a hill holder, auto headlights and wipers, and a first-aid kit. All for $38,950.
DRIVING: I changed lanes on the freeway by indicating with the right-hand stalk and saw the faces of fellow motorists change colour – one because I was changing without actually indicating and two because knocking the stalk suddenly put the car into neutral gear. I understand that this experience early on the first test day was due to my inexperience and that Mercedes is aiming to free up centre console space by moving car controls elsewhere. But it has the potential to be dangerous in novice hands. That aside, the performance of the little engine was commendable but hardly exciting. In fact, the combination of the turbo engine and the dual-clutch produced enough lag to make crossing a busy street a real heart-testing moment. But though initial progress is slow, the cruising ability is excellent. It lopes along just sipping fuel, is very quiet, very comfortable and has all the room inside to make possible a family weekender. Just like an SUV.
VERDICT: Great concept already in place (SUV) but the Mercedes badge makes the difference. Is it enough? No.

MERCEDES-BENZ B180
STARS 3.5
Price: $38,950
Warranty: 3 years/unlimited km, roadside assist
Resale: 50%
Service interval: 12 months
Safety rating: 5-star
Spare: none
Engine: 1.6-litre 4-cyl turbo-petrol 90kW/200Nm
Transmission: 7-spd dual-clutch auto, front drive
Body: 4.4m (L); 1.8m (w); 1.6m (h)
Weight: 1425kg
Thirst: 6.1 L/100km; 95RON; 141g/km Co2
Three Others to consider.

MAZDA CX-5 MAXX SPORT
Star: 4
PRICE: $33,540
ENGINE: 2.0-litre, 4-cyl petrol, 114kW/200Nm
TRANS: 6-spd auto, front drive
BODY: 5-door wagon
THIRST: 6.4 L/100km; 91RON; CO2 148g/km
“Overall, the best family wagon on the market. Say no more”
BMW X1 SDrive 18i
Star: 3
PRICE: $46,100
ENGINE: 2.0-litre, 4-cyl petrol, 110kW/200Nm
TRANS: 6-spd auto, rear drive
BODY: 5-door wagon
THIRST: 8.4L/100km; 98RON; CO2 195g/km
“Follows the crossover/SUV genre but saves money with 2WD. Frumpy shape has a versatile cabin. Not as dynamic as the BMW name suggests”ql

PEUGEOT 4008 Allure
Star: 3.5
PRICE: $38,490
ENGINE: 2-litre, 4-cyl petrol, 110kW/192Nm
TRANS: CVT auto, front drive
BODY: 5-door wagon
THIRST: 8.1L/100km; 91RON; CO2 192g/km
“Mitsubishi-made SUV shouldn’t be disregarded here. Good value for money with attractive looks, prestige features, average performance and good fuel efficiency. Capped service rates, too!”

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Test – 2012 Lexus GS350 Sport Luxury

August 24, 2012 //
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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”

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