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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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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 – Mini Cooper S Coupe

August 24, 2012 //
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The sixth distinct new-age Mini model makes its mark. NEIL DOWLING reports

NOT since the Suzuki Mighty Boy has such outrage hit the bitumen.
In yet another variation on a theme, the Mini franchise has produced a pocket-book two-door model that appeals to, er, anyone who wants to be seen.
There is no classification for a buyer of this car and, indeed, probably competes with cars that tend to be a little on the quirky side of the street. Like the long-gone Might Boy and the Suzuki Move.
The Mini Coupe appears short, yet is based on the original hatchback platform, and wide, snub-nosed in arrogance and beetle-tailed – a rear styling quirk that looks like the proceeds of an incident with a large truck or a randy Land Cruiser.
VALUE: Not a lot, but who can put a price on being distinctive? It’s well built and the feature list is average. The option list is huge, but that’s what creates the exclusivity of the car. The Coupe makes some sense for single buyers, even couples, but at $45,340 it’s an expensive two seater and there’s probably more than a few dozen rivals that’ll do the transport aspect of the job better and cheaper. But not as obvious. There’s four models – Cooper, Cooper S, a diesel and a hot John Cooper Works – with the tester being the S with its turbo-petrol engine and auto gearbox. Price is $45,340, up $2350 on the manual gearbox, and includes 17-inch alloys, sport button, bi-xenon headlights, climate aircon and cloths seats. Options include leather ($1560), the must-have Harman-Kardon audio ($1500) and metallic paint ($900).
DESIGN: Different. As the platypus of the Mini family, the Coupe looks convoluted and even awkward, but hides a neat liftback to access the expansive room once used by folded rear-seat passengers. It’s a better solution to the near-zero space offered by the hatch model’s rear seat. There’s a centre hatch to prod long objects from the boot into the cabin, a main glovebox and a secondary “secret” dash compartment. The pop-up rear spoiler is merely a talking point. The biggest surprise about the dashboard is that Mini hasn’t changed it (though future models get window switches on the doors) and it remains a mish-mash of switch gear designs and locations set beneath an enormous, perspex-covered and highly reflective speedometer that harks back to the original Mini’s folly. It’s 2012 guys.
TECHNOLOGY: The six-speed dual-clutch automatic transmission is a highlight here. It works well with the power characteristics of the S-model’s turbo engine, is responsive and doesn’t have the chasms of indecision that often plague Volkswagen’s DSG system. The engine, made by PSA and seen on its Peugeot RCZ, is also a top-notch powerplant. The suspension is firm yet not too hard on the body, while the electric steering is nice and sharp.
SAFETY: This is a five-star car with four airbags (there’s only two occupants) and all the BMW-inspired electronic aids. That’s stability and traction control, rear park sensors, a hill-holder and auto bi-xenon headlights and wipers. There’s no rear wiper and no spare wheel as it uses run-flat tyres.
 DRIVING: Predictable, firm and reminiscent of a go-kart for kids, the Coupe loses none of the precision of the other (except Countryman) Minis. It is a very enjoyable drive, the only distraction being the need to keep a few brain neurons free to memorise the erratic switch placement. The coupe roof crimps the cabin space a bit and thanks to a multi-pillared C-section, reduces visibility to the rear three-quarters – not helped in lane changing by the small mirrors. It’s not particularly quiet with some wind noise and even more tyre noise over coarse bitumen. But the engine cooling fan wins the gold medal for noise. It runs after engine switch and produces colourful language from neighbours when arriving home late at night. Bit I love driving Minis. The handling is so confident that you can change tack mid-corner, while the engine just keeps on giving.
VERDICT: An expensive way to get noticed.
 
MINI COUPE
STARS 3.5
Price: $45,340
Warranty: 3 years/unlimited km, roadside assist
Resale: 55 per cent
Service interval: advisory/12 months
Safety rating: Five star
Spare: none (run-flat tyres)
Engine: 1.6-litre 4-cyl turbo-petrol 135kW/240Nm
Transmission: 6-speed auto; FWD
Body: 3.7m (L); 1.7m (w); 1.4m (h)
Weight: 1190kg
Thirst: 6.7 1/100km; 95RON; 155g/km Co2
Four Others to consider.

TOYOTA 86 GTS
Star: 4.5
PRICE: $37,990
ENGINE: 2-litre, 4-cyl petrol, 147kW/205Nm
TRANS: 6-spd auto, rear drive
BODY: 2-door coupe
THIRST: 7.1L/100km; 95RON; CO2 164g/km
“If you enjoy working the wheel, this is the best bang for your bucks”ql

PEUGEOT RCZ
Star: 3.5
PRICE: $54,990
ENGINE: 1.6-litre, 4-cyl turbo-petrol, 115kW/240Nm
TRANS: 6-spd auto, front drive
BODY: 2-door hatch
THIRST: 7.3L/100km; 95RON; CO2 168g/km
“Same basic engine as Mini but dumbed down to suit the auto box. Pity. Distinctive and better styled than the Mini but a bit too expensive”ql
VOLKSWAGEN SCIROCCO
Star: 4
PRICE: $49,990
ENGINE: 2-litre, 4-cyl turbo-petrol, 188kW/330Nm
TRANS: 6-spd dual-clutch auto, front drive
BODY: 2-door hatch
THIRST: 8.2L/100km; 95RON; CO2 192g/km
“Love this car. Sexy looks, lots of quality and fantastic performance but bows to 86 in affordability”ql
ABARTH 500 ESSEESSE
Star: 3.5
PRICE: $37,990
ENGINE: 1.4-litre, 4-cyl turbo-petrol, 118kW/201Nm
TRANS: 5-spd automated manual, front drive
BODY: 2-door hatch
THIRST: 6.5L/100km; 91RON; CO2 155g/km
“The baby car with teeth goes surprisingly well. Distinctive style and head-turning appeal is matched only by the girl in the Abarth TV ad”ql

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Test – Audi A5 convertible 3.0TFSI

August 24, 2012 //
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It’s the wrong season to think about a convertible but this Audi will change your mind. NEIL DOWLING reports

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

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

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

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

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

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

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Test – Peugeot 508 Allure wagon

August 24, 2012 //
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Peugeot’s 508 broadens its appeal beyond owners with a beard and a hillside home. NEIL DOWLING reports
TWO decades ago Peugeot started to lose the plot.
Its armchair-soft ride and sense of toughness – both in feel and in its chunky styling – drifted into mainstream and suddenly the French car was easy prey for the Asian car makers.
Thanks to its 508, I think it’s back to the old days. There is a return to that elegance yet strength of design, the comfortable chairs and a cockpit that appears simple yet is quietly comprehensive.
This is Peugeot for the masses, unlike some previous models that appealed only to Europhiles.
The 508’s contemporary styling, sensible cabin and dash and a sweet drivetrain make it a very attractive buy for a broad range of motorists.
VALUE: Very good. The Allure HDi (turbo-diesel) isn’t the top-line version yet has an excellent equipment list including leather, four-zone airconditioning, Bluetooth with audio streaming, keyless start and entry, front and rear park sensors, cruise control with brake function, panoramic glass roof and a “parking assistant” that calculates if the car will fit a chosen parking bay. Clearly, eyeballs are now redundant. It matches the endearing Volkswagen Passat wagon in price (but beats it on features) and is more expensive than the pragmatic Skoda and spacious Mondeo. These big-hitting rivals make it a close call. Peugeot’s capped service plan (Ford also has one for six years but Volkswagen has none) helps it here.
DESIGN: You’ll miss this on the road and probably never find it again in a shopping centre carpark because it has few distinguishing features. Bland is a word that springs to mind yet it still has appeal for its clean lines and simplicity. The wagon shape is less boxy than most yet is remarkably spacious. But it’s the cabin that gets more attention. It boasts a subtle blend of quality materials, upmarket design and comprehensive features. But personal storage space, especially in the tiny centre console, is poor. Clever ideas are the puddle lamps that shine at night beneath the mirrors, soft orange cabin lighting and backlit controls on the steering wheel. There’s some discreet chrome edging trim to piano black highlights and quality carpets for the cabin and boot floor. The rear windows get sunshades to protect occupants, which is great for children.
TECHNOLOGY: There’s a lot of clever stuff hidden beneath that simple, aerodynamic exterior. The bonnet is aluminium, the 508 is 85 per cent recyclable and  materials from sustainable sources make up 14 per cent of the car’s 230kg of green polymers. These green materials are used in 30 car parts. The 120kW/340Nm turbo-diesel has a particulate filter (called FAP which reduces hydrocarbons) mated to a six-speed auto with paddle shifters. The 508 Allure gets MacPherson front suspension yet, oddly, the more expensive 508 GT has double wishbones.
SAFETY: There’s six airbags, a five-star crash rating, high pedestrian safety, automatic headlights and wipers and even a full-size spare on an alloy wheel. The Allure also gets cruise control with sensors to brake the car automatically.
DRIVING: Everything points to a great drive but though the 508 wagon is very capable, there’s a lot of soft corners. The engine is strong and well mated to the six-speed auto. This box tickles the engine’s capabilities best by using the paddle shifters and the only downer is the typical turbo-lag at low revs and a gearshift pattern that changes up too quickly. It is a quiet, long-distance machine well suited to highways but isn’t a sharp handler when pushed. The electric-assist steering is too vague to relay much information to the driver and though the car grips well through the bends, becomes a bit uncomfortable as the compliant suspension leads to bodyroll. Peugeot’s switchgear has come a long way in the past few decades and now equates to the Asians in terms of ease of use and simplicity. The driver’s seat could do with more padding or support.
VERDICT: Put this on your shopping list.

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

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

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

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

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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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Test – Mazda3 Neo

August 24, 2012 //
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Big on safety, low on running costs. The base-model Mazda3 is a winner. NEIL DOWLING REPORTS

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

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

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

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

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

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

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

MAZDA3 NEO

STARS 3.5

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

Three Others to consider.

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

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

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

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