Jeep Grand Cherokee Laredo 4x2

  

The folks at the FIAT/Chrysler Group Australia must be very happy right now. Jeeps of all models are flying out of the showrooms, thanks to their clever multi million dollar "I bought a Jeep" advertising  campaign. The current success is due in part to what they're selling. The new Grand Cherokee Laredo 4X2 is one example.
To describe a two tonne SUV as sleek ,seems like a misnomer, but it is just that. A good looking stylish vehicle. Nothing boxy or chunky here. The Laredo's low roof line and rounded lines help its contemporary image that's proving to be so popular with the buying public.

The two wheel drive version is sure to be a winner, as statistically most SUVs never leave the tarmac anyway. It's perfect for around town school and shopping runs as well as off road. 
Unless you're planning to drive over something like the Rubicon Trail, it will still take you just about anywhere you want to go. Steering feel is light, but you'll feel the weight of the Laredo if you push on in corners. The ride is about average. You'll notice urban ruts and irregularities, but no moreso than its competitors.  
Of course, the lusty 3.6 litre petrol V6 doesn't have the sheer raw grunt of its SRT8 sibling ,but has a handy turn of speed and accelerates with verve, right up to its 6 and a half thousand rpm redline. Engage Sport mode and you will get to where you are going even quicker. Jeep says zero to 100 can be despatched in about eight seconds. Not too shabby at all!
The engine produces 210kw and 347 nm. I achieved around 12 litres per 100 kilometres in a week of city and highway driving.

Its refinement is obvious at idle, you can neither hear nor feel it ticking over, and it's whisper quiet underway at urban or highway speeds. The new eight speed automatic gearbox is a beaut, with smooth, unobtrusive changes always, with the option of do it yourself paddles on the steering wheel. The stubby console lever looks like one you'd find in a much more upmarket European off roader.

Inside it's all class. You'd think you were in something far more expensive. The Jeep Laredo's dashboard layout has also become almost "Euro" in presentation. Clear white main instrument dials with bright orange needle pointers look good, with various vehicle information clearly displayed on the main panel. Elsewhere, control buttons are highlighted at night in a pale blue, as are the front door handles and door pockets.

The seats in the Laredo are first class, big and comfy front and rear, however the height challenged, might prefer to option some side steps, as it's a long way to leap from ground to seat. The Laredo 4x2, seats five people.
There's plenty of room in the cargo area, and lots of soft touch, flock lined places for cups and odds and ends inside the cabin. The Jeep, one of few remaining cars on the market today that still have a cigarette lighter and ashtray.
The audio system's clarity is among the best you will ever hear. I found the middle volume setting more than enough. Anything above that and your ears will cry out for mercy, as the rich, resonant sound has enough power to shake the door panels.
Keyless entry and start a handy feature, as is the now almost obligatory reversing camera.
The Laredo has an auto headlight high beam function, which is a bit gimmicky, but seemed to work well when traversing from well lit, to dark streets.
There's no footrest for the driver's left foot, which leaves it flopping awkwardly against the transmission tunnel at an odd angle, beneath the anachronistic foot operated parking brake lever. I know the Americans like this device, but when many "el cheapo" cars now have an electric park brake, it's probably about time for a change in this area.

Overall though, the new Grand Cherokee Laredo 4x2 is a sophisticated and refined SUV that hits all the right buttons.
And if you have a lazy 45K lying around,(that's drive away pricing,) it's an absolute bargain.
Peter Sellen.

FIAT Panda Trekking

 

 

Italian car maker FIAT has had a chequered history in Australia. Like Alfa Romeo and Renault, their halcyon sales days here,were back in the 1950s, 60s and 70s.
Models including the Fiat 500 Bambino, the Multipla people carrier, the sporty mid engined X19, the 125 sedan and 850 coupe, all added some spritz to everyday motoring, a world away from more mundane offerings. 

A mate once owned a marvellous FIAT 124 S coupe. What a fun car that was.Terrific looks and handling, with a rorty, whiz bang twin cam engine,blasting out a very distinctive crackling exhaust note.

 

FIAT's more recent foray into the Australian market has been led by the new 500,a cute, practical and surprisingly roomy small car, full of unique styling detail.  

And so to FIAT's latest Australian offering, the Panda.
New to our shores, it's already sold over six million worldwide in 33 years of production.

There are four models, Pop, Easy, Lounge and Trekking, with engine options ranging from a one litre, two cylinder petrol, a four cylinder 1.2 litre petrol, to a four pot  1.3 litre turbo diesel.
This is the Trekking diesel and what a marvellously entertaining car it is.
The diesel, while only producing a modest 55 kw and 190 nm, pulls strongly and briskly under acceleration, accompanied by a not unpleasant growl.On the highway there is some tyre noise but little else. The five speed manual shifter is situated below the  dash, not on the floor. It feels light and selects each cog without effort. Even though it's a tiny car,the Panda feels steady and composed on the highway,unfazed by crosswinds and the like. A stop/ start idle feature saves fuel. Average city/highway consumption is just 4.2 litres per hundred kilometres. Panda has a 35 litre fuel tank. It's front wheel drive only, but FIAT has provided a special traction control mode for extra grip on loose surfaces. 
There's a dead pedal for the driver's left foot, but it's tucked away in a recess on the side of the console tunnel and not easy to get to. I found myself resting my size twelve on the clutch pedal, which is not ideal.
The ride is reasonably comfortable, but the seats are of the sit on, not sit in variety, there's very little side bolstering to keep you in place. Then again, it's not meant to be a racing car.
The blurb says you can fit up to five adults in the Panda, but they would have to be very small adults. The car is very narrow. From the driver's seat I can easily touch the opposite door with my fingertips. With the front seats fully in the aft position, rear seat leg room is about three centimetres, so parcels or pets only there, if that's the configuration. Head and leg room up front is good.
Front windows are electric with auto up/down on the driver's side, but rear passengers have to manually crank their own. Visibility is also good, thanks to the large glasshouse.                                
Based on the FIAT 500 platform, the Panda's engineered to be a little more versatile.The cargo area is quite small, but enough for a city runabout and the rear seats lower for more space.
There's quite a bit of hard plastic inside the cabin, but in this respect it's no different to a lot of cars in the class. You'll find efficient air conditioning, a reasonable sound system and plenty of cubbies for  loose items. Sat nav is optional and was fitted to this test car. Some niceties are missing. No cruise control, grab handles aren't damped, the sunvisor mirrors are not illuminated,the steering wheel is adjustable for rake only and there are reversing beepers but no camera.
But, while it might not have all the trimmings, the Panda has personality in spades.

The dashboard style will impress. There's no mystery about what the various buttons do and there's a large open shelf for odds and ends above the glovebox. 
The dials and buttons are shaped like "squircles" (FIAT's name for square circles.)
The test car had a rather uninspiring, sparkly grey dashboard and steering wheel boss. There are more snazzy colour combos available and I'd be inclined to go with one of those.

Panda's perky, upright styling will ensure you are noticed in the traffic, and it has a 9.3 metre turning circle, just right for city driving. There's a "city" steering mode that makes twirling the wheel even lighter than standard. The one touch lane change indicator has five clicks instead of the usual three, giving those behind more time to read your intentions. You might have noticed I always check the efficiency of the headlights of the cars I test and the Panda is one of the best, for spread, brightness and penetration on high beam.
                                 

You'll pay 16 and a half K for the base Pop, up to 24K for the Trekking.

I tend to agree with the sentiments of some testers elsewhere, that the Panda could be somewhat overpriced, especially in the top end models, compared to other new arrivals in the class, such as the previously tested Peugeot 2008, but the market will soon decide if that's the case.
However, if you like the way it drives and appreciate the styling and features, that shouldn't stop you from enjoying what is one of the world's most sought after light cars.
Peter Sellen 

Peugeot 2008 1.6 eHDi

Peugeot knows a thing or two about making cars, after all they've been around for about 130 years. The latest offerings now include a range of stylish SUVs, with an added "zero" in their model names. The 208 hatchback becomes the 2008, and the 508, is the 5008 in SUV guise. There's also a 4008 that slots in between those two.
On test this week is the 2008 1.6 eHDi.
Based on the sweetly handling 208 platform, the 2008 is a gem when the going gets twisty.
It is very sure footed and easy to punt through the most demanding corners.
The dinky sized steering wheel from the 208, seems too small initially, but provides good feel on the open road and when manoevering in town. My only quibble here is that it sits too low in your lap even on its uppermost setting.
The 2008 shines on the open road, but you'll notice some tyre noise.
I felt there should have been a sixth ratio in the manual gearbox for more relaxed cruising. At 100 kph in fifth gear, the engine is turning over at around 2,500 rpm. It's redlined at 4,500. That's not the only gear ratio issue.Fourth gear is fine in the 'burbs at sixty kilometres an hour or over, but if speed drops slightly, to 55 or just under that, the engine starts to struggle and third is a better option. 
Under acceleration, the 68 kw, 230 nm turbo diesel seems noisier than others in the Peugeot range, but quietens at speed. 
Ride comfort around town is about average, but a little on the firm side.

The 2008 is one of the most frugal cars you can buy. I averaged about 4 litres per 100 kilometres in mainly urban driving. That equates to more than a thousand kilometres from  its 50 litre tank. On the open road, expect an astonishing 3 litres per hundred ks and more than 1300 kilometres, before having to refuel. The 2008 has an engine stop /start fuel saving feature. The motor cuts out when the gear lever is in neutral, firing up again when first gear is selected.
In the crowded small SUV market that includes the KIA Sportage, the Barina based Holden Trax, Suzuki Sx4, Nissan Juke and Skoda Yeti, making your product stand out from the pack can be difficult. Peugeot has done a good job in the 2008's styling department.
Not too outlandish, but just different enough to appeal to those who like a dash of European design. The 2008 has a fixed glass roof, with an electric roller blind for hot days.

At night, the glass roof  is highlighted around the edges with a pale blue ambient lighting strip, similar to that found on the Hyundai Veloster. It's certainly a point of difference, as are roof rails accentuating the top of the 2008, uniquely styled "boomerang" LED taillights, daytime running lights, and chromed folding wing mirrors. 

Snazzy alloys complete the look. Heated, comfortable and supportive leather seats were welcome. The reversing camera screen appears in the left hand side of the rear vision mirror.

The large central dashboard display screen is intuitive and contains all sorts of vehicle information including sat nav and audio. The 2008 is two wheel drive only, but comes with five traction settings, standard, snow,off road,sand and ESP off.

The handbrake lever is a tad unusual. It's a flat leather bound pad you rest your palm on, lifting to engage it as normal, with the release mechanism operated by your fingertips.
I found the brake pedal had a strangely wooden feel to it. The brakes work well, it's just that they don't feel as nuanced as others. 
Even though its based on the 208, interior head and legroom is substantial, and there's a large cargo area .

There's no keyless entry and start on the 2008, just a regular key.
The Peugeot 2008 1.6 eHDi costs around 31K and is definitely worth a test drive.
There are also cheaper petrol variants, a 1.6 and 1.2 litre, that I will report on in the New Year.
To all those who have visited my site in the past 12 months and new readers, thank you and Merry Christmas.
See you for another big year in 2014!

Peugeot 2008 UPDATE January 5th 2014.......

Just  driven the 1.6 litre petrol powered 2008 Active, and it's very good. The petrol engine is a smooth,  spirited device that accelerates rapidly to its 6,ooo rpm redline with a nice mechanical snarl from under the bonnet. While not as frugal as the diesel, it still returns excellent economy and has a decent amount of torque as well .
Fifth gear will still drive you away without any drivetrain snatch or stuttering, from just under fifty kilometres an hour. It's an engine you won't even notice is running at idle, unless you check the tachometer. The 2008 Active petrol, doesn't have the idle stop/start engine feature of the diesel. Style-wise, different alloys to the Allure set the two apart.
Peter Sellen

KIA Cerato SLi Hatch

 

 

Kia's advertising catchphrase is "The power to surprise." Well, I am pleased to say the Cerato is a surprisingly sophisticated car, and one that buyers in this market should not ignore.
The Cerato hatch is definitely an vast improvement on the previous namesake,
The styling is swish and modern, one of the sharpest looking in its class, thanks to the creative pen of former Audi designer Peter Schreyer, and the interior has an upmarket look and feel about it as well.
The top of the range Cerato SLi is awash with features normally found on much more expensive models. Examples include a sunroof, satellite navigation, leather trimmed seats, the front two heated, (the driver's pew will also cool your derierre,) dual zone airconditioning, auto door locking, a two position driver's seat memory catering for different sized occupants, reversing camera, auto dimming rear vision mirror, auto lights and column mounted paddles for the smooth six speed automatic gearbox. A quality 6 speaker sound system rounds out a very desirable package.
Generously padded door and console armrests are very welcome. The doors thud shut like the proverbial bank vault.

Keyless entry and start is also handy. The Cerato greets you with a cheerful chime, and bids you goodbye with another, accompanied by an animated picture of the car on the dashboard, when the engine is switched off.
At night when you approach the car, lights illuminate the front door handles, and the folding heated wing mirrors swing back into position, flooding the pavement below with large puddle lights. Minor switchgear is illuminated in red, with the main dials picked out in white on black. 

First impressions of the Cerato's ride are very good. KIA's engineers have spent many hours on Australian roads, to get the suspension tuning just right and it works a treat. The Cerato feels solid on the road, with ruts and bumps soaked up better than many larger cars. it has a real planted feel through corners, aided by adjustable steering feel. There are three positions, sport, comfort and normal, activated by a steering wheel button. Normal is best for everyday use, Sport making steering effort heavier than it needs to be. The wheel contains easy to use controls for cruise, audio, and Bluetooth. 
There's no shortage of grunt from the naturally aspirated two litre four cylinder, even though it has a modest 129 kw/ 209 nm, it has no hesitation to fling you rapidly down the road at a prod of the throttle. At idle the engine is quiet, and even when pressed, is not intrusive.
Under way in the suburbs, there is no wind or tyre noise inside the Cerato whatsoever, yet another surprise. On the open road it's equally as silent, except on coarse chip surfaces, but that too is commendably well dampened.

Interior room is good, but as is often the case, with the front seats in the fully rearward position only short passengers need apply in the back seat.
I didn't find the sunroof touching my head, even though I am 6'2" (188cm) tall  
The hatch has a reasonably large cargo area, and there's a full sized spare beneath the floor.
This top of the range SLi Cerato won't break the bank..competitively priced at just over 30K, smack in the middle of the hotly contested small car market. 

In terms of refinement, comfort, ride, handling, performance and features, the KIA Cerato hatch, has in my view, outpaced many rivals, including the Mazda 3 and Toyota Corolla. Give it a look.
You might just be surprised enough to buy one.
Peter Sellen

Citroen DS3 Cabriolet

 

Those familiar with the Citroen brand will remember one of its most famous and best loved models, the tiny and versatile, two cylinder 2CV.

Out of production for many years now, there's still an enormous worldwide 2CV owners club, that refuses to let the iconic model die.

Citroen had an ill fated attempt at recreating the unique ambience of the 2CV, with the C3 Pluriel,but it required far too much complicated disassembly to open the car up and the Pluriel wasn't a huge success.

Citroen I believe, now has the formula right with the DS3, incorporating one of the old Deux Chevaux's best selling features. A folding fabric roof that opens up the whole interior.
The roof can be operated at the touch of a button to any position, at speeds of up to 120 kph. Citroen also offers different roof fabric colours, so owners can personalise their DS3.   

You'd expect with only a four speed auto, and an 88 kw 1.6 litre engine, that performance would be mediocre. In the 'burbs, on take off from the lights, and in auto, the pace could be described as peppy, rather than punchy, but wind it out and it comes alive, zinging along effortlessly. 
Hustling through tight hills corners is a real hoot. The little engine is very willing when shifted from auto to manual mode, and its tall gearing and redline of 6 thousand rpm, means second and third gears are perfect for plunging in and out of corners. In short, it's eminently" chuckable."  I didn't miss the extra ratios found on most other modern cars. When driving hard there's even a "soupcon" (yes, it's a French word dear reader) of a sporty bark from the exhaust!
The DS3's ride, hints of the comfort of French cars of yesteryear and it absorbs most bumps and ruts with a smoothness belying its size.

Cruising with the roof up, there's very little outside noise. It's a quiet ride even at highway speeds. With roof open all the way, and door windows up, there's also little wind buffeting, thanks to an effective wind deflector and the side window configuration. That design also allows for the fitment of side and curtain airbags. The doors open wide for easy entry and exit.

Unlike the MINI cabriolet which has large rear and C pillar blindspots, the DS3's vision in this area is good, thanks to fixed rear quarter windows.
But, like the MINI and FIAT 500 Cabrios, and VW Beetle convertibles, when the roof is fully retracted, rearward vision in the driver's mirror disappears, as the cloth roof sits in a large folded bustle over the rear bodywork. You have to then rely on the wing mirrors. It's a mild annoyance in an otherwise exemplary design. Lock the top with the rear window exposed and it's a much better view out the back. 

 

 

With the front seats at their rearmost position, rear passenger legroom vanishes. The DS3   will seat four (five at a pinch) average sized people, or two adults and three children. The manually adjusted front seats are very comfortable and hold you nicely in position.
The boot however is tiny, accessed via a mailbox sized slot.
Just enough room for some shopping, or  a couple of pieces of soft luggage, but you have to do a lot of bending down to access it.
Citroen is one of  few car makers that thoughtfully provide a perfume stick in the dashboard with the choice of several subtle scents to keep the interior smelling nice. The vapours waft through the air vents. It's a nice detail touch. So is the taillight configuration.

I'm pretty sure no other car on the market today has 3D lenses, comprising concentric rings. The effect is something like the graphics from the old " Time Tunnel" TV series.  Vertical daytime running lights up front, distinguish it from others on the road.

 

I like the DS3 Cabriolet. It's a fun, funky car, full of French flair. Priced around 33K it's also great value.
Peter Sellen

Citroen DS5 HDi

While some European car manufacturers have come and gone and returned o the Australian market many times, French car maker Citroen has the longest unbroken sales record of  them all.
For 90 years Citroen has sold continuously in Australia, from the versatile little 2CV,  the remarkably innovative Traction Avant of the late 1940s, to the astonishing DS, with features unheard of in the 1950s.

 

When unveiled to a stunned and delighted public at its Paris launch, more than 12 thousand orders for the DS,were placed on that very day, such was the effect it had on jaded buyers looking for something different.
The spiritual successor to the DS (or Goddess as it became more commonly known) with its unique hydro-pneumatic suspension, is Citroen's large family sedan, the C5, one of my favourite cars and a much underrated one.
Citroen has had outstanding rally successes over the decades and remains a popular marque for rally enthusiasts, winning many accolades in the WRC series.
A few years ago, Citroen revamped its small car range with the C4 and later the DS series.
I have driven most of them and was mightily impressed.
Once regarded as " quirky," which was part of their charm, Citroen's new DS crop is still very much an avante garde style leader.

This is the DS 5, and what a stunning looking car it is. Styled like no other, in the French tradition, it's a masterpiece both outside and in. Sweeping chrome spears adorn the front fenders, matched by similar chrome treatment on the door sills.
If ever a car deserved to be called a work of art, it's the DS5.It was named Top Gear magazine UK's Family Car of the Year in 2011.
The attention to detail both inside and out is incredible. The trim stitching, fit and soft touch surfaces everywhere, just some examples. 
Citroen has packed so much into this car. It has the equipment levels and quality, of luxury competitors at more than twice the price. Which by the way, is also astonishing..a little over 51K for this diesel and 48 for the petrol model.

What you get for your money is a list of features longer than anyone's arm and unheard of in a car at this price point.
There are three separate (fixed) moon roofs, two in front and one for rear passengers.
Their sun shades operate from a  natty, sweeping overhead aircraft styled console, which also contains twin sunglasses holders and the adjust button for the heads up windscreen display, showing speed and cruise settings. There are both analogue and digital speedos.

 

The "watch strap" quality leather seats are hand made, and while not pillowy cushions, feel just right.
The driver's pew has three memory settings, and a useful lumbar massage function. Both front seats are heated.
The Denon sound system is among the best I have heard. 8 speakers produce outstanding clarity.

Visibility is good, from front quarter vent windows in the double A pillar, to fully glazed C pillars, the entire glasshouse provides ample 360 degree views, despite the DS5's low roofline.
Yes, there are quite of lot of switches and knobs on the fascia and elsewhere, but they're not that puzzling and it doesn't take long to work out what does what. Ambient lighting at night in the doors and footwells, adds to the car's appeal.
 

The 2 litre turbo diesel in this test car has 120 kw and 340nm, delivering about six litres per 100 kilometres on the combined city/highway cycles.
The DS5 weighs 1600 kilos, and acceleration is brisk, not urgent, but that's fine, most owners won't be interested in traffic light grand prix. Quiet, unfussed cruising is its forte.
The six speed auto box can be used in manual mode for more sporty driving. 

The DS5 doesn't have the smooth, supple hydro-pneumatic suspension of the larger C5 and C6, and it's set up for a more sporty ride, firm, but not overly so.  The steering wheel has a flat bottomed rim similar to those on Audis and is grippy and comfortable to hold.
Feel is good and I liked the a strong self centreing action of the wheel when pressing on through tight bends. The DS5 sits wonderfully flat on winding roads, with no sign of misbehaviour. Corners simply disappear without fuss. At speed there's no discernible noise from outside (except for some faint tyre noise, depending on the road surface.) nor under the bonnet. Double glazed windows with privacy glass also help to minimise outside noise. A thick, foam backed boot floor mat further dampens any NVH issues.
All doors operate with keyless entry, and windows can be raised remotely using the key fob. The boot opens at the touch of a rubber knob beneath the tailgate. No spare tyre, as if often the case, but a quick fix kit is included. Boot space is deep but not overly large, however it will satisfy most owners with its 468 litre volume. More space to be had of course, when the rear seats are folded. The DS5's xenon headlights are dazzlingly bright on both low and high beams, with superior spread and penetration. The headlights themselves turn with the steering into corners and have washers for their lenses. Under emergency braking, the taillights flash and hazard lights are activated.

 

Before you lay down your hard earned, on a BMW, Mercedes, or Audi, I urge you to also consider the futuristic, dramatically styled and beautifully crafted, Citroen DS5.
I can almost guarantee you will be won over.
Peter Sellen   

 

Honda Civic DTiS

Honda has become one of the last Japanese manufacturers to finally introduce a diesel engine in its Australian passenger car range. For all the waiting, it's been very worthwhile.
The 1.6 litre diesel in the new British built Civic is the equal of benchmark diesels from VW and Peugeot for power, torque and quiet running.
Fire up the little motor and there's little of the usual diesel clatter. It's very refined and smooth. Honda engineers have worked magic on noise suppression, using something called " Active Noise Cancellation." Two microphones in the cabin capture low end drivetrain frequencies, feeding them into an amplifier which then sends a reverse audio signal to the door speakers, reducing the unwanted noise frequencies by 10 decibels. 
Impressive technology in a car that costs under 27K !
The engine produces 88 kw and 300nm. Doesn't sound like much but the delivery is something else altogether.
When taking off from a standing start and engaging second gear, a giant hammer of torque hits from just over 1500 rpm up almost to the redline of 4,500, pushing you back in the seat leaving you marvelling at the sheer grunt of the engine.
Such is the volume of torque, that on a recent blast along winding roads in the Adelaide hills, only third gear was needed to despatch even the tightest of bends before rocketing out the other side on that big fat torque wave, the engine revelling when given a bootfull of throttle.
Handling is exemplary. The Civic stayed flat and poised like a sportscar.
Steering feel through the chunky fat rim of the leather clad steering wheel is excellent.
Having driven the Civic Type R with it's kidney bashing, rock hard suspension, the ride in the Civic diesel is like a Rolls Royce by comparison. It has just the right amount of compliance to easily cope with suburban ruts and bumps far better even, than some more expensive offerings.
On the move the diesel is silent on a steady throttle, only becoming slightly audible when pushed. You will get at least 1100 kilometres from a 50 litre tankful just around the suburbs, fuel consumption averaging around five litres per 100 kilometres in city driving. Expect even better consumption on the highway. There's no danger of misfuelling.
The Civic 's filler neck will only accept larger diesel fuel nozzles.
The Civic diesel is only offered in Australia with a 6 speed manual gearbox, which could hurt sales somewhat, with Australian drivers largely preferring autos to manuals.
As an example, Peugeot's first diesel cars were manual only and they sold very few. But when an auto option was imported they were snapped up. That said, because of the wide spread of torque of the Civic diesel, you can skip a couple of the lower gears for around town work, minimising the effort of shifting gears. The gear ratios themselves are quite tall. Fifth and sixth are really only suitable for the open road. You'll only need third or fourth for city driving.
The seats in the Civic are large, covered in a lovely soft material, supremely comfy, well padded and bolstered, and keep you in place well, when the going gets winding.

The dashboard is a two piece affair, with the digital only speedo housed in a sweeping curve above the lower part, which houses tachometer, fuel and temperature gauges.
Externally the Civic is  real looker, stylish, and sleek. There's a reasonably generous boot, with a full sized spare tyre.

However the turn indicators at the rear are tiny and hard to see in daylight. 
Rearward vision is hampered a bit by the split window design but it's far better than the rear blindspots in the CRZ driven prior to this test. The Civic diesel has a reversing camera for added safety.  

Honda Civic sales in Australia for October 2013 are down about 400 on the same month the previous year, but year to date almost four thousand more were sold than in 2012.
There's no question Honda has delivered a quite outstanding performance diesel for its first offering in Australia. 
I strongly recommend before buyers look at a Mazda 3,Toyota Corolla, or perhaps Hyundai i 30, a lengthy test drive of the Civic DTiS is a must.
Nice one Honda.
Peter Sellen