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Test – Suzuki Swift Sport

August 24, 2012 //
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Char-grilled hatchbacks are more fun than a stick and almost as cheap. NEIL DOWLING reports

CALL it masocism, call it fun. Some people get personal joy in wringing the neck of small engines in little hatchbacks.
Fortunately, since the 1970s kickstart of the Peugeot 205 GTI and Volkswagen Golf GTI, there’s still a string of car makers willing to pump out a line of cars once called hot hatches, now more like toasted on the grill.
Suzuki – like Daihatsu, Nissan and Toyota – has played the game before. Only one of these is still on the field.
Now, after a 12-month hiatus which saw off its six-year Swift Sport model, Suzuki is back with a new engine, a new look and a competitive mid-$20K price.
VALUE: Okay – so any lines blurred between a Polo GTI and a Swift Sport should be clarified immediately. The Swift Sport is a punchier version of the endearing Swift shopping trolley. It gets a bigger engine, bodykit, neat alloy wheels and lots of features inside. At $23,990 as a manual, its purity as a small hatch insists that it refuse any options. The auto – a CVT unit – is $2000 more. Value rates well with standard keyless entry and start, Bluetooth, cruise control, USB port for the six-speaker audio, bi-xenon headlights and sports seats with red stitching.
DESIGN: The Sport picks up the new body which looks like the old body shape, making its presence known with a yawning grille, bi-xenon headlights, side skirts, deep front spoiler and integrated roof spoiler. It sits 120mm longer than the old Sport but its rounded body still looks like the winner of a baking competition. But it defies its stumpy exterior with a roomy cabin for four adults. Seats are black cloth with red trim and are really comfortable and suppportive while the hard-plastic, satin-finish dash implies low-rent but actually looks good. The boot is tiny but the near-flat, fold-down rear seats create a versatile hauler.
TECHNOLOGY:The previous Sport exited Australia in January 2011 as a 92kW/148Nm 1.6-litre hatchback with one gearbox – a five-speed manual – within its distinctive snail-like shell. Now there’s a new engine based on the standard Swift’s 1.4-litre mill but with 100kW/160Nm – that’s a weight to power ratio of 10.6 kg/kW, making it outgun the old Swift GTi. Suzuki made the car bigger but shaved 30kg from the final weight, upping its zip factor while trimming fuel thirst back to 6.5 L/100km from 7.3 L/100km. Sport gets triple-synchromesh on frist and second gear cogs, firmer suspension, bigger 17-inch alloys and a tighter steering feel as part of its mechanical armament.
SAFETY: For a small car the Swift Sport packs an impressive safety kit. There’s a five-star crash rating, electronic stability control, seven airbags and all the electronic brake aids. The bi-xenon headlights make night driving some much easier but the lack of a spare wheel – there’s some aerosol goo and a compressor in the emty wheel well – limits the Swift’s range.
DRIVING: This can be an angry, hot and sweaty little car in the right hands. It has so much pluck that it will almost burst its little heart trying to please the driver. Yes, the Sport can be work – sometimes hard work – but the reward is letting it get under your skin and to drive it like it was an extension of your body. Big surprises are the willingness of the engine to run cleanly and eagerly to 7000rpm, the extra kick from the engine at 5500rpm, the almost hydraulic feel of the electric steering system and the ride comfort despite the low-profile 17-inch rubbers. The keyless start button, the encompassing driver’s seat, the small-diameter leather-bound steering wheel and the superbly bright headlights provide the theatre. Gee, it almost feels like an early Golf GTI. Almost.
VERDICT: A sparkling hatch for enthusiastic motorists divided between commuting and weekend fangs while being acutely aware of the need to retain their licence.

 

SUZUKI SWIFT SPORT
STARS 3.5
Price: $23,990
Warranty: 3 years/100,000km
Resale: 58 per cent
Service interval: 15,000km/12 months
Safety rating: Five star
Spare: aerosol repair kit
Engine: 1.6-litre 4-cyl petrol 100kW/160Nm
Transmission: 6-speed manual; FWD
Body: 3.9m (L); 1.7m (w); 1.5m (h)
Weight: 1060kg
Thirst: 6.5 1/100km; 98 RON; 153g/km Co2
Three Others to consider.

PEUGEOT 207 XT
Star: 3
PRICE: $22,990
ENGINE: 1.6-litre, 4-cyl petrol, 88kW/160Nm
TRANS: 5-spd manual, front drive
BODY: 5-door hatchback
THIRST: 6.1L/100km, 95 RON, CO2 141g/km
“Neat, petite but engine needs more zing. To be replaced soon by superior 208”ql

SKODA FABIA MONTE CARLO
Star: 3.5
PRICE: $21,990
ENGINE: 1.2-litre, 4-cyl turbo-petrol, 77kW/175Nm
TRANS: 5-speed manual, front drive
BODY: 5-door hatchback
THIRST: 7.9L/100km, 91 RON, CO2 185g/km
“Busy engine needs coaxing for maximum fun but guarantees smiles but forget frugal fuel consumption”ql
VOLKSWAGEN POLO GTI
Star: 4
PRICE: $28,990
ENGINE: 1.4-litre, 4-cyl turbo/supercharged, 132kW/250Nm
TRANS: 7-speed dual clutch, front drive
BODY: 5-door hatchback
THIRST: 6.1L/100km, 95 RON, CO2 142g/km
“Expensive in this company but shows evolution of hot hatch genre. Hard to beat”ql

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Test – Hyundai Accent diesel

August 24, 2012 //
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Baby diesels are fun, frugal and go a long way and Hyundai’s Accent fits the bill. Sometimes. NEIL DOWLING reports

DIESEL small cars bring tears of joy to their penny-pinching, green-tinged owners but in reality any expected savings don’t stack up.
Spatially-challenged Europeans opt for baby diesel cars for parking and fuel cost reasons but Australians have no real need for these oily midgets.
Ignoring the cost of fuel and the extra price you’ll pay for a diesel car, I’d admit these cars are fun to drive and I love the huge distances between refills.
There’s also a solid range of diesel small cars that whet the appetite. But it’s not the car that’s the issue – it’s the fuel.
Hyundai presents its Accent oiler as an affordable and comfortable family small car that works an absolute treat in Paris or London. Here, at the very least, it gets a big E for Effort.
VALUE: Hyundai flags the Accent Active diesel manual as Australia’s most affordable diesel passenger car. It’s $19,590, a $2600 premium over its petrol sister. The lauded Dowling Index (I just made that up) shows that it takes nine years and eight months for the diesel to make up that $2600 – despite its better fuel economy – and after that will save only $270 a year in fuel costs (I didn’t make that up). You plan to own the Accent for 10 years? That aside, the car has a strong list of features and is particularly high on safety. The five-year warranty is brilliant.
DESIGN: Styling is neat, practical and has strong overtones of its designer scribbling from a Belge sidewalk cafe table drawing inspiration from the passing Euro cars. It’s surprisingly roomy, has a great dashboard layout – US researchers and publicists Wards just included it in the world’s 10 best car interiors – and trim and fabrics never feel low rent. The driving position is perfect – but rear vision is poor – and seats are comfortable and blessed with long cushions for better thigh support.
TECHNOLOGY: Nothing really stands out here but the engine is admired for its impressive 260Nm of torque at a low 1900rpm – better than its three main rivals. It gets four-wheel discs, while some competitors use drums at the rear, and electric-assist steering instead of the traditional engine-powered hydraulic assist that draws down fuel consumption. Obviously it’s a price issue but the diesel would look less like a fleet car if it had alloy wheels.
SAFETY: Like its sister models, the diesel version of the Accent has a five-star crash rating, six airbags, electronic stability control (Hyundai calls it Vehicle Stability Management), traction control and ABS brakes. It could do with front and-or rear park assist or better, a camera.
DRIVING: So conceptually I don’t think small diesels are as economical to own and run as a petrol-fuelled equivalent. But they are endearing critters. That long range is enticing. Go country and the Accent can run to 1100km between fill ups and even 800km is possible in the city. Diesels are different than petrols to drive, particularly in engine response, but the Accent’s high torque at low revs means it can be lugged along in a high gear making for less manual gear shifts. Bonus. Pick the sweet spot in the torque band (it’s about 2400rpm) and the Accent can quite swiftly exit out of corners. Miss that spot and the engine gasps. The suspension is good, not great because of some low-speed bump, while the steering is overly light. But it works really well in the confines of the city and suburbs.
VERDICT: Admirable but you’d be far in front with the petrol model. The Accent is one of my favourite little cars but as a diesel, it doesn’t cut it.
HYUNDAI ACCENT ACTIVE DIESEL
STARS 3
Price: $19,590
Warranty: 5 years/unlimited km
Resale: 56 per cent
Service interval: 15,000km/12 months
Safety rating: Five star
Spare: Full-size
Engine: 1.6-litre 4-cyl turbo-diesel 94kW/260Nm
Transmission: 6-speed manual; FWD
Body: 4.1m (L); 1.7m (w); 1.4m (h)
Weight: 1207kg
Thirst: 4.5 1/100km; 121g/km Co2
Three Others to consider.

CITROEN C3 SEDUCTION
Star: 3
PRICE: $24,990
ENGINE: 1.6-litre, 4-cyl turbo-diesel, 68kW/230Nm
TRANS: 5-spd manual, front drive
BODY: 5-door hatch
THIRST: 3.6L/100km, CO2 93g/km
“French macaroon is distilled essence of the definition of a car. Its simplicity makes it a winner but average build quality, chug-a-lug engine and poor resale chaff its potential”ql

FORD FIESTA ECONETIC
Star: 3.5
PRICE: $24,990
ENGINE: 1.6-litre, 4-cyl turbo-diesel, 66kW/200Nm
TRANS: 5-spd manual, front drive
BODY: 5-door hatch
THIRST: 3.7L/100km, CO2 98g/km
“Efficient and enjoyable Fiesta sipper is worth more than the scant attention paid by Australian motorists. They lose”ql
VOLKSWAGEN POLO 1.6TDI
Star: 3.5
PRICE: $21,490
ENGINE: 1.6-litre, 4-cyl turbo-diesel, 66kW/230Nm
TRANS: 5-spd manual, front drive
BODY: 5-door hatch
THIRST: 4.7L/100km, CO2 124g/km
“Hard to beat. Logical, affordable, simple and yet with more features than rivals, it only skips a beat with its thirstier engine. But like 4.7 L/100km is a problem?”ql

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Comparo – Mercedes-Benz E200 vs BMW 520i

August 24, 2012 //
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Don’t think small engines in big cars won’t pull the skin off rice pudding. Two Germans prove it works a treat. NEIL DOWLING compares

BMW 520i
Price: $77,900
Star: 3.5
VALUE: The cheapest of the fresh 5-Series range doesn’t skimp on fittings, picking up most of the kit of the $98,200 528i that has a similar drivetrain. At $77,900, the 520i is a five-seater with leather, wood, sat-nav, cruise and park sensors to whet the buyer’s appetite. You can go nuts by ticking option list boxes but restraint is wise. I like the no-cost option of removing the model badge from the boot, making it pretend to be a $115,600 535i.
Star: 4
DESIGN: A softening of the gruff, big-grille look of some BMW models sees the 5-Series return to its more delicate style of the 1980s when a low silhouette reinforced the company’s sporty prowess. The slim headlights and pronounced body crease on its flanks also make the 5-Series appear to be low and long. Inside it’s an exercise in housekeeping as cabin trim has been made neater, controls cleaner and the iDrive function management system a lot easier to use.
Star: 4
TECHNOLOGY: Mercedes, Audi and BMW lead the European push to maximise performance and economy by downsizing engine capacity. To motoring enthusiasts with warm blood in their veins, a 135kW/270Nm 2-litre engine in a 1.6-tonne car is as appealing as cold toast. But a twin-scroll turbocharger, valve management, clever electronics and eight cogs in the auto gearbox change everything. The 520i sprints 0-100km/h in 8.0 seconds and gets 6.4 L/100km. The rest of the package is brilliant – excellent handling with a sports flavour, good steering communication and to save fuel, a regenerative brake package and  a stop-start system.
Star: 3.5
SAFETY: All the good bits here with the maximum crash test rating, electronics for the stability, traction and brake control, park sensors front and back, eight airbags and tyre pressure alert. The run-flat tyres require no spare wheel, apparently.
Star: 4
DRIVING: Bigger-bore BMW’s have an instant acceleration rush off the mark that is a bit muted in the 520i. That’s to be expected. But it’s definitely no slouch and despite initial hesitation off the mark, maximum 270Nm of torque is cooking by 1200rpm and stays flat to 4500rpm. It’s not just the acceleration that brings smiles. The engine noise is unlike a four-cylinder unit, being crisp almost to the point of a bellow. The eight gears in the transmission pluck the torque at the right time and send it to the rear wheels while the lighter engine seems to make the front end more accurate through the corners. At all times, the BMW is smooth, almost effortless and so comfortable. You’d never know this is a 2-litre petrol four.
Star: 3.5

MERCEDES-BENZ E200

Price: $79,900
VALUE: Mercedes and BMW have been peeking over each other’s fence because almost item for item, these cars closely match up. Similarly, the E200 turbo-petrol enters the line-up at $79,900 with a higher spec model above and a diesel to the side. The Merc doesn’t share BMW’s leather but has its own leather-like material, has a 10-speaker audio (against six), Bluetooth, cruise control, trip computer, park sensors and sat-nav.
Star: 4
DESIGN: Young people in my family reckon the Merc is for older people but that’s an opinion not shared by a critical gaze over the E-Class. Yes, it’s a bit conservative but there is lots to like about its balance of tough lines with the odd gentle curve. It seems to appeal equally to men and women and the shape may retain its youthfulness in future years. Inside it’s spacious and carefully trimmed and looks bigger than the BMW (it’s actually 30mm shorter). The downside is the familiarisation needed for the controls – the gearshift column is on the right, there’s a foot park brake (BMW has an electric brake) and the combination indicator and wiper stalk can trip the novice.
Star: 3.5
TECHNOLOGY: Same deal as the BMW with a clever use of a small – this time shrunk even further to 1.8 litres – engine and a seven-speed automatic transmission that’s whipped hard to make it all happen. Output is 135kW/270Nm – OMG, that’s the same as the Beemer! Like the BMW, the Merc is rear drive and just as snappy with a 7.9sec time to 100km/h and 6.6 L/100km fuel average. The good news is attributed to the light 1615kg weight. The Merc gets a space-saver spare wheel.
Star: 3.5
SAFETY: A bit of one-upmanship is the addition of one airbag over the BMW – it’s for the driver’s knees – but everything else save the existence of a spare wheel is the same as the BMW. Little things like the heated mirrors should be seen as being important safety aids in winter mornings – both cars here have these.
Star: 4
DRIVING: Again, such as surprise that such verve can spring from a small engine and, even more amazing, delivered with barely any lag and with the aural maturity of a healthy six-cylinder unit. But instantly I’m aware that the Merc is made for a difference audience than the BMW. The ride is plusher and the engine response a bit restrained, while the gearshifter (on the right side – why?) isn’t conducive to manual operation. Controls need familiarisation because they deviate, perhaps unnecessarily, from the norm. There’s also a slower steering wheel ratio so the sum of its conservativeness creates a car that is less dynamic than its rival. But it shines for ride comfort and the badge on the grille still carries a lot of prestige.
Star: 3.5
VERDICT: On paper, these are practically twins. On the road they will appeal to quite different buyers. Both are very clever and definitive cars for the century’s second decade. I’d lean slight more to the BMW only because I prefer its driving feel.

BMW: 19pts
MERCEDES: 18.5pts

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Test – Volkswagen Scirocco R

August 24, 2012 //
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It may have been on the slowest boat from Germany but the Scirocco has been worth the wait. NEIL DOWLING reports

NAMING your cars after winds can be as tricky as sailing into them.
Volkswagen claims the German word for the trade winds that charted early sail boats as the name for its family model, Passat.
But with 188kW and the attitude of a psychotic guard dog, a soft breeze wouldn’t wash over the two-door version of the hot Golf R.
That’s why the Scirocco – a hurricane-size wind that blows north from the Sahara into the Mediterranean – so suits Volkswagen’s coupe and explains that even Maserati was enamoured with the same wind by twice using using its Arabic name, Ghibli, for high-performance cars.
Even Errol Flynn’s first yacht filled its sails in the Pacific wearing the name spelt as Sirocco.
VALUE: I expected it to cost more. At $47,490 – and an extra $2500 for the six-speed DSG dual-clutch auto – it has the hot looks, bristling performance and thundering exhaust note to trounce coupes with double its price tag. The kit is expansive, starting with the eight-speaker audio with Bluetooth and iPod/USB connection, bi-xenon headlights and 19-inch alloys, heated seats and park sensors, and electronic adjustable suspension damping. There’s 345 nation-wide sales to June 1 this year, indicating it’s also pleasingly uncommon.
DESIGN: Even since I saw one – white with silver alloys and red brake calipers – rumbling through a narrow, cobblestone Berlin street five years ago, it has become one of my key yardstick cars. Its design is purposeful yet beautiful, feminine in parts with its sculptured hips and chamfered nose, while relaying undeniable strength. Inside, my love diminishes somewhat – not because it’s done badly but because I’ve seen all of it before in other Volkswagen products. It seats four adults – ensure they’re not to tall for the rear, however – and the boot is surprisingly deep (mainly because there’s no spare wheel).
TECHNOLOGY: The Scirocco arrives in Australia in one version only – the 188kW/330Nm wearing the R label. This is the white-hot version of our 155kW Golf GTI and uses the same direct-injection turbo-petrol engine as the $49,990 all-wheel drive Golf R. Scirocco deletes the AWD and saves 120kg over the Golf, but with a 0-100km/h of 6.2sec, still isn’t as quick as the grippy Golf’s 5.9sec sprint. Scirocco shares the Golf R’s extended electronic diff lock (XDL) that successfully improves traction and minimises understeer. It also has three-mode damper adjustment – normal, sport and comfort – and electric steering.
SAFETY: No crash rating for this car. It’s regarded as a limited production car – like all Porsches, for example – so doesn’t get to kiss the concrete wall. But given it’s based on the Golf, it should be seen as a “safe” car. Standard gear includes six airbags, electronic stability and traction control, tyre pressure monitors, heated mirrors, park sensors, bi-xenon headlights and a hill holder. There’s no spare wheel, just aerosol goo and a compressor.
DRIVING: Don’t expect that because it’s based on the Golf R that it feels like one. In fact, the Scirocco’s lower seating position amplifies its performance aggression and, combined with the tuned exhaust note – that burbles and grumbles, roars and screams in proportion to right-foot pressure – makes all the car’s dynamics come alive. It’s quick, though you find that halfway through the rev range. Under about 3000rpm it’s docile enough to go shopping. Hit the pedal hard and the acceleration is so instant it almost pulls its own clothes off. Handling is very, very good – more grip that you’d expect from a front-drive car thanks to electronics fiddling with the diff and the ABS system. Purists would prefer a mechanical system but our streets are not race tracks. The car’s suspension is best left in “comfort” mode for the city and suburbs, clicked to “sport” for country roads. Ride in sport is firm – you get kicked in the butt on rough roads – but keeps the car flat through the curves. Clearly, it’s a lot of fun.
VERDICT: Wonderful piece of art that works on so many levels. But two doors limit cabin accessibility making the five-door Golf R a worthy alternative.
   
VOLKSWAGEN SCIROCCO R
STARS 4
Price: $47,490
Warranty: 3 years/100,000 km
Resale: 55 per cent
Service interval: 15,000km/12 months
Safety rating: Five star
Spare: aerosol/compressor
Engine: 2-litre 4-cyl turbo-petrol 188kW/330Nm
Transmission: 6-speed manual; FWD
Body: 4.3m (L); 1.8m (w); 1.4m (h)
Weight: 1351kg
Thirst: 8.1 1/100km; 95RON; 189g/km Co2
Three Others to consider.

RENAULT MEGANE 250 SPORT
Star: 4
PRICE: $41,990
ENGINE: 2-litre, 4-cyl turbo-petrol, 184kW/340Nm
TRANS: 6-spd manual, front drive
BODY: 2-door hatch
THIRST: 8.7L/100km; 98RON; CO2 201g/km
“French powerehouse looks great, runs strong and hangs on beautifully to match the Scirocco in almost every department”ql

PEUGEOT RCZ
Star: 3.5
PRICE: $54,990
ENGINE: 1.6-litre, 4-cyl turbo-petrol, 147kW/275Nm
TRANS: 6-spd manual, front drive
BODY: 2-door hatch
THIRST: 6.9L/100km; 95RON; CO2 159g/km
“Striking looks, superb engine and practical features stumble over an awful driving position. It’s distinctive but overpriced in this company”ql
VOLVO C30 T5 R-DESIGN
Star: 4
PRICE: $43,490
ENGINE: 2.5-litre, 5-cyl turbo-petrol, 169kW/320Nm
TRANS: 6-spd manual, front drive
BODY: 2-door hatch
THIRST: 8.7L/100km; 95RON; CO2 208g/km
“Great looks, excellent comfort and a decent price should make this more popular. Not as rorty as the VW or Renault – but do you need that?”ql

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Test – Toyota Prius V

August 24, 2012 //
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More people are invited inside to experience Toyota’s hybrid ambition. NEIL DOWLING tests the seven-seat Prius

ONE car passed me on the congested freeway this week and was distinguished not by its colour or brand, but its two occupants.
Single-occupant vehicles dominant the sad and lonely road to work each morning. So why are we obsessed with SUVs and other multi-seat wagons?
Perhaps it’s all in the letter “v” – the one denoting Toyota’s extended Prius that seats seven people and, says the company, stands for “versatility”.
The hybrid wagon is indeed versatile and correctly claims to be fuel efficient, quiet (mostly), roomy and as good for the planet as it is for Toyota’s bottom line. But will commuters become passengers?
VALUE: No contest here – this is very good value. The $35,990 single-spec Prius V gets a chocka-block list of goodies including head-up instrument display, sunshades on side windows, Bluetooth with a six-speaker iPod/USB audio, alloy wheels, climate airconditioning and a reversing camera. Prius V does everything its $52,490 Tarago sister will do but uses about half as much fuel. Capped price servicing is $130 each for up to six services in the first three years or 60,000km.
DESIGN: It’s sold as a ground-up design but clearly hasn’t stretched the designer’s abilities, ending up just like a longer version of a standard Prius despite not sharing one body panel. Getting three seat rows inside is achieved by a 180mm longer wheelbase, 135mm longer body, an extra 100mm in height and 30mm in width. There’s a decent boot even with three rows up. Toyota says actual cabin room is bigger than the 135mm body stretch implies, thanks to a new and relocated battery. Space-age dashboard design carries over, as does the Playstation gearshift toggle and – questioningly – the archaic foot-operated park brake. The cabin is muted in colour, sensible in design and very flexible, with a trio of flip-fold centre-row seats on runners plus rear seats that tuck into the cargo floor.
TECHNOLOGY: If you understand hybrids –  a petrol engine that automatically works with an electric motor – then this is a no brainer. It’s all Prius with a 1.8-litre engine and two motors, though the new bits include the more compact and lighter (saves 7kg over the old metal-hydride sparker) lithium-ion batteries for the first time in a Toyota. The bonnet is aluminium while other pressed parts are a mix of steel strengths, LED running lights and the head-up display (HUD) is standard while the electric motor will automatically counter any floating feeling in the body (read: car sickness). Regenerative braking is enhanced with electronics that smoothly sync it to the conventional brake system.
SAFETY: The V is likely to get a five-star rating, offering seven airbags, electronic aids and ISO-fix child restraint points in the centre row.
It also gets a reverse camera and whiplash-injury protection front seats and leg impact absorbing pads in the driver and front-passenger foot wells.
The electronically-controlled brake system that integrates the conventional brakes with the regenerative brakes is probably worth a mention, but the space-saver spare – in a wheel well capable of taking a full-size spare – is not.
DRIVING: There’s no mistaking this as a Prius, from the silent start-up to the late rumble as the engine steps in to the leisurely acceleration and the lifeless low-speed steering feel. But it doesn’t feel as big as, say, the Tarago, and actually can even feel nimble through the corners. As speed increases, steering feel returns so by 100km/h it’s nicely – if not artificially – weighted. The ride swings from comfy to weird, as the unusual torque-sensing ride control widgets counteract the boat-like body sway and pitch. It does it by applying subtle power or brake inputs to the wheels, hence the driver can feel a gentle – if not strange – push-pull tugging on the chassis. Power delivery is soft and occasionally drove me mad so I switched in the “Power” mode. And it was so much better I kept it on, knowing fuel consumption may suffer but that my dignity wouldn’t be questioned at the traffic lights.
VERDICT: A big green bus for big green families. Likeable but some rivals – the Citroen, for example – are more satisfying to drive.
TOYOTA PRIUS V
STARS 3.5
Price: $35,990
Warranty: 3 years/100,000 km
Resale: n/a
Service interval: 10,000km/6 months
Safety rating: Five star
Spare: Space-saver
Engine: 1.8-litre 4-cyl petrol/electric motor 100kW
Transmission: CVT automatic; FWD
Body: 4.6m (L); 1.8m (w); 1.6m (h)
Weight: 1565kg
Thirst: 4.4 1/100km; 95RON; 101g/km Co2
Three Others to consider.

CITROEN C4 PICASSO
Star: 4
PRICE: $39,990
ENGINE: 2-litre, 4-cyl turbo-diesel, 120kW/320Nm
TRANS: 6-spd auto, front drive
BODY: 5-door wagon
THIRST: 6.8L/100km; CO2 177g/km
“French hauler is practical and roomy and diesel offers pleasing performance with modest thirst”ql

HONDA ODYSSEY
Star: 3.5
PRICE: $37,100
ENGINE: 2.4-litre, 4-cyl petrol, 132kW/218Nm
TRANS: 5-spd auto, front drive
BODY: 5-door wagon
THIRST: 8.9L/100km; 95RON; CO2 212g/km
“Popular family hauler still rates well but rivals offer better economy”

KIA RONDO 7 SLi
Star: 3.5
PRICE: $31,390
ENGINE: 2-litre, 4-cyl petrol, 106kW/189Nm
TRANS: 4-spd auto, front drive
BODY: 5-door wagon
THIRST: 8.6L/100km; 91RON; CO2 206g/km
“Efficient, affordable and compact wagon can be a tight fit for seven and their luggage

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Test – Jeep Wrangler Sport

August 24, 2012 //
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From war-torn Europe to politically-torn Canberra, Jeep battles generations of competitors. NEIL DOWLING reports

OWNING a Jeep marks you as a steel-edged, fearless and go-anywhere person that only lacks the stipulation of dressing in fatigues and legitimately killing people.
It’s a warhorse that has been inbred over generations to become domesticated enough to share your garage with a Hyundai. In 2012, it gets even more civilised to the point where your body no longer aches on the way to work.
Yes, Jeep’s getting soft. But consider that the advancement from a raw military short wheelbase soft-top to a compliant civilian short wheelbase soft-top has taken 71 years.
The Wrangler grips firmly to its history in more ways that its workable simplicity. The passenger’s grab handle is embossed with 1941 – the year of the first generic Jeep – designed to fill the soul with tear-jerking memories of the heroes of war, the battles that claimed lives and the heartwrenching fears of the people left at home. Honestly, you feel like rising in the seat to salute a flag. Any flag.
But this isn’t about war from an American perspective just as the Volkswagen Beetle doesn’t rekindle memories of Germany’s battle – this is about the war of car sales and how Jeep’s parents, Fiat-Chrysler, aim to rebuild the brand by merging ideas from the US and Europe. Just like 1941.
The Wrangler short wheelbase is pretty much what it has been for decades. There is a longer wheelbase model called Ultimate, of course, but that fights in a different campaign.
The shorty is very much a niche model. There’s no direct rival that combines its a roof-off ability with its ladder chassis and low-range gearbox, its two doors and diesel or petrol versions.
Sure, you could put it up against the Mercedes G-Wagon G350 but that’s only a diesel and won’t open your wallet until you reach $161,680 – almost five times the Wrangler’s price.
The Toyota FJ Cruiser is the only real rival but even that lacks the ability of the Jeep to be partially disassembled, creating a new toy by quickly removing the roof, the doors and folding the windscreen flat on the bonnet.
The Land Rover Defender 90 is simply hard work. You have to be a fanatical aficionado of the marque, own a farm and dedicate the 90 to chasing sheep, or have a curious and possibly indictable addiction to lethargic, alloy-clad and Lego-shaped British vehicles.
VALUE: There’s an alleged cult status with Jeep and that plays on the psychology of buyers. Jeep successfully – and in fact irrefutable – claims it’s a tough brand and that attracts people who want to be seen as tough. Even men. For $34,000 for the automatic version, it affordably meets this macho image. I think it’s well priced and is very good at its job of being a remarkable weekend fun machine in the dirt. But I’d baulk at recommended it for people who just want the image because the Jeep comes with compromises. It’s not as comfortable, as well equipped or possibly – though Jeep is advancing in leaps and bounds – as well built as an Asian SUV. Also, it works better as a hardtop. The standard flappy vinyl will do your head in on the freeway and transmits cold more efficiently than a Kelvinator. So you need to spend an extra $2500 – quite reasonable, actually – for the hardtop (that also comes with the soft top) and pick up sidesteps and six-speaker audio.
DESIGN: It’s 1941 but with a choice of colours. Okay, so there’s a bit of softening and things are more civilised, the tyre-wheel package is imposing and inside, the dashboard is almost impressive. Despite its short wheelbase status, it will comfortably seat four adults and a little bit of luggage, though this is better suited to a single or a couple, maybe with a dog. Hard plastic is used in the cabin but it’s well designed. Switchgear is generally good but needs familiarisation – the remote audio controls on the underside of the steering wheel are brilliant – while the lack of a left-foot rest is annoying and there’s still some effort to climb over the sill to get out of the car.
TECHNOLOGY: I will confirm there have been a few changes since 1941. The engine is Chrysler’s latest 3.6-litre V6 petrol (a turbo-diesel is optional) and it’s damn good. It pumps 209kW/347Nm and though peak power isn’t hit until 6350rpm, the V6 is no slouch in its willingness to rev. But it’s thirsty. The engine drives the rear wheels through a manual-select two-speed transfer case that offers 4WD High and 4WD Low. There’s no diff lock (it’s optional) but the drivetrain will electronically control traction. Suspension is ultra-simple live axles front and back which sound crude but actually are very effective. The steering is recirculating ball and while not as taut as the rack and pinion design, is on par with new-age electric-assist systems.
SAFETY: This isn’t brilliant but that’s the territory of open-top 4WDs. There’s two airbags, electronic stability and traction control, and things like a full-size spare wheel and heated side mirrors. Other features are aimed at enhancing its off-road ability, such as rollover control, hill-start assist and hill descent control. Crash rating? No, it’s not tested.
DRIVING: It’s better than you think. The hardtop is mandatory for anything but warm weather for aside from retaining cabin warmth, it’s reasonably quiet. The engine purrs at idle, responds quickly and gets noisy only towards the fun area in the tacho. It’s punchier than the old 3.8-litre and claims to be more economical. Jeep says 11.6 L/100km and I scored 12.8 L/100km. The auto box is smoother than I remember previous Jeeps. Don’t even think of the manual unless you also considered buying a Defender 90. The driver’s footwell is cramped (even on the auto) and the lack of a rest for the left foot makes the driver feel untethered – an impression magnified by the seats that are flat and provide little lateral support. Ride is generally good but the short wheelbase hits road and track undulations and creates unpleasant pitching. That said, handling – once you get used to the tall steering ratio – is good and much better than the now-obsolete front and rear live axle layout suggests. In the dirt it’s almost unstoppable, though sand work needs tyres deflated. Hardcore owners would pay about $10,000 for the Rubicon pack that has a disconnect feature for the rollbars and diff locks.
VERDICT: City-based commuters and pretenders are kidding themselves if they think this is a dual-purpose vehicle. But as a weekend warrior, it’s almost untouchable. Best as a second car, though.

JEEP WRANGLER SPORT
STARS 3.5
Price: $34,000
Warranty: 3 years/100,000 km roadside assist
Resale: 51%
Service interval: 12,000km/12 months
Safety rating: n/a
Spare: Full-size
Engine: 3.6-litre V6 petrol 209kW/347Nm
Transmission: 5-spd auto, 2-spd 4WD transfer; part-time 4WD
Body: 4.2m (L); 1.9m (w); 1.9m (h)
Weight: 1752kg
Thirst: 11.6 1/100km; 95RON; 263g/km Co2
Three Others to consider.

LAND ROVER DEFENDER 90
Star: 2
PRICE: $44,990
ENGINE: 2.2-litre, 4-cyl turbo-diesel, 90kW/360Nm
TRANS: 6-spd manual, 2-spd transfer; 4WD
BODY: 2-door wagon
THIRST: 9.9L/100km; CO2 266g/km
“Farm workhorse. If you don’t own a farm, forget this vehicle”ql

TOYOTA FJ CRUISER
Star: 4
PRICE: $46,490
ENGINE: 4-litre, V6 petrol, 200kW/380Nm
TRANS: 5-spd auto, 2-spd transfer; 4WD
BODY: 2-door wagon
THIRST: 11.4L/100km; 95RON; CO2 267g/km
“Prado-based styling exercise is comfortable on road and competent in the dirt. Like the Jeep, it drinks like a fish”

TOYOTA 70-SERIES WAGON
Star: 3
PRICE: $59,440
ENGINE: 4.5-litre, V8 turbo-diesel, 151kW/430Nm
TRANS: 5-spd manual, 2-spd transfer; 4WD
BODY: 5-door wagon
THIRST: 11.9L/100km; CO2 313g/km
“Workhorse for masochists who have too much money to be seen in a Defender”

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Comparo – Toyota 86 vs BMW 120i

August 24, 2012 //
0

There are 14 coupes that qualify as rivals for the Toyota 86. Only one gets close – but at a price. NEIL DOWLING referees

TOYOTA 86 GTS
Star: 4
PRICE: $35, 490
VALUE: Stunning. The $29,990 opener brought the house down and even hardened Toyota salesmen wept openly with joy. The entry-level GT gets cruise, limited slip diff (manual only), electric windows and mirrors, seven airbags, 16-inch alloys and Bluetooth with iPod/USB links. It’s the basis for a weekend track machine but for the rest of us, the $35,490 GTS is a better buy, adding sat-nav, LED daytime running lights, 17-inch alloys, sports seats and so on.
Star: 4
DESIGN: It looks good but isn’t startling, more an evolution of the 1990s Celica than a fresh sketch. No doubt it turns heads. The low, low seat and wide sill test body flexibility and, depending on your perspective, is either a big no-no or yes-yes for girls in short skirts. The boot is small though the useless rear seat can fold down as one piece, greatly boosting stowage. Dash treatment is simple tending to basic (but GTS is a winner) and seats are good, not terrific. Visibility is actually acceptable despite the knee-height driver position.
Star: 4
TECHNOLOGY: This is spelt with an “S” for Subaru, who supply all the running gear and stamp most of it with its name. The 2-litre engine is aspirated – no turbo yet and none planned from Toyota – but is enhanced with direct petrol injection, variable valve timing and a high compression ratio for a 147kW/205Nm output. The six-speed manual is from the Lexus IS – as is the six-speed auto – while the brakes and suspension are Subaru (MacPhersons at the front, double wishbones at the back) and the steering is electric-assist rack and pinion. Engine at the front – tucked up against the firewall so no chance of all-wheel drive – and drive at the rear. Simple.
Star: 3.5
SAFETY: Toyota assumes a five-star crash test rating. The coupe gets seven airbags, ABS brakes (four-wheel vented discs on GTS), brake assist, traction control and a three-mode switchable electronic stability control system. These modes are normal; Sport; and off though “off” comes back “on” over 50km/h. A space-saver spare is standard though the test car had a full-size spare that only intruded about 30mm above the boot floor.
Star: 4
DRIVING: It feels exactly like a sports coupe should – almost RX-7 in its wheel and pedal placement. The button start signals the entrance of Subaru and though the exhaust note has been worked, there’s no hiding the subtle off-beat note of a flat-four engine. A nice, short-throw gearshift with suitable notchy character, surprisingly positive electric steering and very good visibility – helped by pronounced humps over the front wheels – make the driver feel at ease. It can stumble off the mark if the revs aren’t sufficient and from there, the power flows smoothly to dip about 3000rpm then rise again at 5500rpm. From there to 7000rpm is the fun part. Yes, you initially think it needs more power but its agility through corners and its ability to react to your input make it such a sweet package you’d fear more front-end weight would wreck the dream. The GTS gets much better brakes – bigger discs with vented units at the back – and one more inch in the wheel diameter. It’s worth the extra cash.
STAR: 4.5
BMW 120i COUPE

Star: 3
Price: $47,400
VALUE: This is one of the cheapest BMWs on the market and it’s still more than $10,000 over the 86. It’s not precisely a rival for the Toyota, but its sports-bred suspension, two-door coupe design, six-cog gearbox and front engine-rear drive layout with an aspirated 2-litre engine make it a natch. Standard fare is similar but Toyota gives you more. The 120i has Bluetooth with iPod/USB connectivity, 17-inch alloys, leather upholstery and auto aircon. The slightly more potent 125i is $55,600 and has a six-cylinder engine.
Star: 3
DESIGN: There’s a lot more room in this compared with the 86 and the boot puts it firmly in the family-friendly class. It clearly follows the BMW design theme but lacks any visual impression of sportiness – but the muscular 1M nails it – which almost dilutes the car to near-invisible status on the road. But the dash design is simple and reflects quality components while the seating and access to the rear rate well for this type of vehicle.
Star: 3.5
TECHNOLOGY: The drivetrain balances technology with the need to keep emissions low. BMW is a master at high-efficiency and this little 2-litre reflects top-notch engineering with a 115kW/200Nm output achieved at comparatively low revs – 3600rpm for the torque compared with the 86’s 205Nm at 6400rpm – to claim a 7.9 L/100km average. The suspension is multi-link, the brakes are four-wheel vented discs and the steering is hydraulic while the tyres are run flat units (no spare needed).
Star: 3.5
SAFETY: This is a five-star crash tested coupe with six airbags, all the modern electronic aids – brake assist, stability and traction control, corner braking and brake emergency display that flashes the brake lights in a panic stop – and automatic wipers, rear park sensors and a tyre pressure sensor.
Star: 4
DRIVING: The 120i coupe shows all the ingredients of being in the same classroom as the 86 but it’s not the case. The 120i is quietly sitting up and paying attention at the front of the class while the 86 is raising hell at the back of the room. You sit on the BMW seats and it feels more like a sedan with two doors rather than a coupe. The engine is keen and will run to 100km/h in a respectable 8.6 seconds (7.6 seconds for the 86) so can induce a smile. It’s forte is corners. That rear-drive and front engine combo with an active ESC system make it quite lively and very predictable through the bends. The ride comfort was expected to be softer than the 86 yet is about on par, only rutted bitumen showing up the 86. It’s a good coupe, not a great coupe and will be bought more for its sporty assumption and its badge rather than its performance potential.
Star: 3.5
VERDICT: I don’t care if I have to be lifted in and out of the 86 – it’s the one to have. End of story.
86: 20pts
BMW: 17.5pts

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Test – Peugeot 4008 Active

August 24, 2012 //
0

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 //
0

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 //
0

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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