Honda Jazz Hybrid

The Honda Jazz has been on the market in Australia since  2008, and is one of a handful of roomy, stylish and peppy light cars, ideal for a city runabout. It's in the same class as Toyota's Prius C hybrid.
Honda has enlarged on that successful formula with the release of the Jazz Hybrid. Using a slightly smaller engine (1.3L) to the 1.5L in the CRZ, the Jazz Hybrid brings even better fuel economy than the standard petrol Jazz, despite being 70 kilos heavier, thanks to the battery pack.
Under way though, there's little to complain about.

The Jazz Moves off with reasonable urge, and even more when the right foot is fully planted. The electric motor then joins the 1.3 litre petrol engine to provide more than adequate forward motion. The CVT transmission( as is the way with all similar gearboxes) flares to higher revs and the car speed then catches up . It's not annoying and once used to it is a very smooth gearbox. The driver can lock the CVT box in lower gears for extra downhill engine braking.
The interior is stylish as before and functional and although the dashtop is hard plastic, it doesn't reflect into the enormous windscreen.
Features include auto climate control, electric windows, cruise control, blue tooth connectivity and a decent sound system.  

The Jazz Hybrid carries over the original car's extremely tight turning circle, ideal for inner city work.
On the open road the petrol engine is running almost all the time. In the 'burbs on a steady or trailing throttle, the Hybrid's energy meter shows a steady charge going to the battery. Put the foot down and the petrol engine kicks in for more urge.
The Jazz Hybrid averages around 5.5 litres per 100 kilometres in the city. You should get about 760 kilometres from its 40  litre tank around town, and that's very good indeed.
On the open road expect consumption to fall to 4.5 litres/ 100k.

Just to remind you of the mechanical wizardry going on up front, the speedo, changes from blue, indicating the petrol engine is operating, through to green when running at it's most efficient. A neat party trick. The sharp angle of the Hybrid's tiny bonnet means you won't see anything of the front of the car beyond the lower edge of the windscreen. That's fine, but a gentle nudge of the garage wall will give owners an indication of how much room they have to play with when parallel parking.

The ride on the Jazz Hybrid is only average, you'll feel most suburban ruts and bumps, but after all it is a light car. The seats however are very comfy, and there's plenty of headroom for rear seat occupants, and lots of cubbies for loose items and odds and ends. Wide opening doors make for easy entry and exit.
The Hybrid does have a flaw however that owners might find a tad frustrating. On hot days when the car is stationary in either normal or ECO mode, the idle stop feature kicks in to save fuel. But the air conditioning compressor also stops functioning, and if you are sitting for any length of time you will quickly start to feel the heat.When the petrol engine automatically restarts, so does the A/C. On most other cars with this "idle stop" feature, it can be overridden with a dashboard button. You can't on the Hybrid, there's no override to keep the  engine ( and a/c ) running.

The Jazz Hybrid sells for around 23 thousand dollars and is therefore the cheapest Hybrid you can buy. Small diesel powered light cars will give similar or even better mileage, so it's up to your personal eco bent to decide which system is right for you.
Peter Sellen.

Nissan Y62 Patrol ST-L V8

Make no mistake, the new Nissan Patrol is a gigantic vehicle, tipping the scales at almost three tonnes.
That's fine in its intended role as a tough off roader but in the suburbs it is simply huge when manoeuvring into parking spots. To help overcome this urban issue, vision all round is excellent, thanks to the vast glass house, and  large wing mirrors, which swing in out of the way  in tight spaces at the touch of a button.
You sit high, a good metre off the road and the view over the bonnet is as they say, "commanding." However it's a bit of a stretch to get in and out, if not for conveniently placed grab handles and side steps.
Nissan offers just a petrol 5.6 Litre V8, in the high line versions of the new Patrol,a detuned version of its V8 supercar engine with 298 kw and 560 nm. There's no diesel option, unless you down spec to the DX and ST Patrol, which come with a three litre, four cylinder diesel.

Under full throttle the ST-L's V8 has a lusty burble from the exhaust and a nice mechanical growl from under the bonnet. The seven speed gearbox works a treat, and has a manual override as well should you need it. Changing the transmission for off roading is done by a dial on the console, or it can be left in Auto, to deliver the best traction for the prevailing conditions.
There's nothing wrong with the petrol V8, it's only flaw is a prodigious thirst.
Fuel tank capacity is 140  litres and you will need all of that and more to go any distance. The average consumption in urban running is almost 20 litres per 100 kilometres.  Off road expect that to climb to thirty litres or more if the going is especially rugged. Constant highway cruising is more frugal, returning about 10 litres per 100 kays.

By way of comparison, Jeep's SRT 8 off road SUV rocketship has  a six litre petrol Hemi V8  developing 344  kw and 624 nm.
Toyota's Landcruiser  200 series turbo diesel V8  has 195 kw and 650 nm.  
Comfort in the Patrol is outstanding with generously padded seats, armrests and  console lid.
I last saw velour seats in a TS Holden Astra from twelve years ago, but the velour covers in the ST-L look classy with contrasting piping along the edges, and provide great comfort and grip. There's no feeling that the Patrol is top heavy in corners at speed, the suspension takes care of keeping it level despite its bulk.
There are no niceties like auto wipers and lights in the ST-L Patrol on test here, nor a lane change mode on the indicators. Small omissions but noticeable when so many other brands have these convenience features. The steering is precise and well weighted. I thought the wheel itself was adjustable only for reach not tilt, but I discovered a second lever that enables the tilt. Most cars use one lever for both.
This model has eight seats, a feature large families will enjoy, but there is no sat nav. The park brake is foot operated, rather than the now more common electrically operated device.
There are lashings of  fake wood in the cabin , but it doesn't detract from the quality of the fit  and trim materials. A reversing camera is a vital safety item on a vehicle this big and the picture on the large central dashboard screen covers a wide area. When night driving, the information screen reflects in the windscreen just below the mirror. It's a bit distracting, but not a deal breaker. Unfortunately as I have found on many new cars , the headlights are less than brilliant. On low beam they barely penetrate the night with a dull yellow glow and high beam isn't much better. Inside, all the relevant switches( and there are plenty of them,) are highlighted in red, and not easy to read at a glance. The speedo and other main dials are picked out in white.

For all its best efforts the Patrol still lags behind the only other competitor in this class, Toyota's Land Cruiser. The big Toyota commands 88 percent of the segment in the Australian market, while the Patrol has the remainder. I think it deserves more than that.
For on and off road feel and comfort the new Patrol is almost up to the level of the Range Rover  Vogue I drove a few months ago. But the Rangie is significantly more expensive.   The Patrol is priced from 53K up to 115K for the Patrol Ti L.

So if you are prepared to overlook the hammering your wallet will take each time you fill up, the Nissan Patrol ST-L V8, should not be excluded from your shopping list.
Peter Sellen  

Honda Accord 2.4 VTEC

I have fond memories of the many Hondas I have driven, from the tiny S600 of the 1960s powered by a motorcycle engine, to the exhilarating S2000 with that amazing V Tec engine that felt like a two stroke motor.When it hit four and a half  to five thousand rpm and the other camshaft kicked in, all hell broke loose all the way to a redline of almost 9 thousand rpm. And the sound!  The supercar for the masses, the NSX will always be one of my all time favourites. 
It is that kind of heritage that brings us to today's Hondas, In this case the new Accord. When first released it was a smallish car but has now grown to nudge the larger segments.

I can't believe the amount of kit Honda has offered in this car. Heated front seats, adaptive cruise control with adjustable distance settings from vehicles in front and "Lane Watch," a camera in the nearside mirror that shows what is approaching on the inside lane. This connects to a mechanism that steers the car back onto the road should you inadvertently drift to the left. The pictures appear every time you indicate to go left or change lanes and can be activated separately with a button on the end of the indicator wand. The seat belt reminder is more than just a chime. You are chided by a female voice saying "Please fasten driver's seatbelt." With the same words appearing on the dashboard display.It certainly gets your attention! Sometimes not found in other cars in this price range, are rear seat air vents. There are no fewer than two large easy to read and use information screens one of which includes pictures from a reversing camera and satellite navigation. The driver's seat has two memory settings. There are puddle lights in all four doors,as well as a sunroof, auto wipers and lights; just some of the surprise and delight equipment in a car that has well and truly grown up.

On test here is the 2.4 litre four cylinder Accord which has more than enough power and torque for anything most owners would want from it. At idle the engine is so smooth and quiet I often had to check the tachometer to remind me it was on.Under acceleration the sound from under the bonnet is refined, no thrashing or stress.  The engine develops 129 kw and 225 nm. and averages around eight litres per 100 kilometres, The gearbox has only five ratios, but I didn't miss the extra two or three gears that many car makers now have. The Accord also has a paddle manual gearshift option on the steering wheel.

At highway speeds there is some distant whine from the tyres but it's not annoying or intrusive. What is intrusive however is the foot operated parking brake. Designed for American markets, it often collided with instep of my left foot as it searched for the dead pedal foot rest. With so many cars in the price range and lower opting for electric park brakes, maybe Honda will eventually follow suit.
There's little or no wind noise at over 100 kph. Cornering  is neutral but there could be a little more feel at the steering wheel. 
Ride in the suburbs is smooth although it does get jiggly over ruts and other irregularities, but in this respect it's about on par with others in its class. Most of the time it's comfortable, as are the seats.

The dashboard layout looks stylish, in line with more expensive offerings. Previous models were a tad cluttered and disorganised. Cabin trim, materials and look are also indicative of savvy design.
Even with the driver's seat at its rearmost travel there's still room behind it for people like me at over 183 CM or six feet two inches tall. Head room is good, even with the sunroof.Night time illumination is good, the LED headlights appear brighter than others in its class.
I also like the single line, Audi-esque taillight configuration.

Once considered the choice of an undemanding older driver, the latest Accord goes a long way to shedding that sort of image. It's good looking and roomy. From 31 up to 51 K for the top spec V6, Honda has endowed it with luxury feel and features at affordable prices. There's absolutely nothing wrong with that.
Peter Sellen     

Audi A3 1.8 T Quattro

Audi now has a bewildering array of models across all the market segments, and it continues to refine and upgrade its most popular models. On test here is one example of how Audi leaves no stone unturned in an effort to satisfy buyers who want luxury, but in a smaller car. They must be doing something right, more than 18 thousand A3s have been sold in Australia since 1996.
The A3 has always been a great drive but with the new 1,.8 litre turbo and 1.4 litre engine packages it has leapt ahead of the competition. Having driven both on the recent launch of the upgraded cars on the Fleurieu Peninsula south of Adelaide, I can confidently say they are the class leaders for refinement, comfort and performance. The 1.8 Quattro is the only all wheel drive car in its class. An amazingly competent car, the all wheel drive system provides unparalleled grip.
On wide sweeping corners or twisting hills roads it is an absolute delight, firmly planted on the road without a hint of malice. There's no fear the A3 will become unsettled, inadvertently spearing you into the roadside shrubbery. At speed there is little or no wind noise, and the ride is delightfully competent and compliant.

The new A3 is substantially lighter than the previous model, losing 85 kilos thanks to an aluminium bonnet and front fenders. It's also longer than before, adding an extra touch of style. The A3 has an elegant but purposeful look about it.

Power from the 1.8 T is incredible,and effortless. Acceleration from the 130  KW and 250    nm engine presses you into the seat with willing thrust as you rocket down the road, 0  to 100 despatched in a tad over seven seconds. It's exhilarating.There are no fewer than five  suspension settings, one for every driving mood. The seven speed dual clutch automatic gearbox is operated by a central console lever. There are three modes. For general around town and cruising use D. Tap the lever back and Sport is selected, changing the engine mapping program for more enthusiastic driving. Push the lever to the left and you've entered manual drive. selecting your own gears for entertaining, press on motoring. Steering wheel paddles are there if you prefer those to the console shifter. Keyless entry and push button start make life easier for everyday ownership.
There's only one thing missing from the 1.8 T. It's so refined in all areas including the exhaust that it's going to be perhaps for some too quiet. There's none of the overrun or gear change crackle and pop found in a VW GTi for example. 
The 1,4 version has "Cylinder on Demand" technology which cuts out cylinders two and three when throttle load is light, allowing a real fuel saving even on a small engine like this. In fact Audi claims the 1,4 has the lowest emissions and fuel consumption of any petrol model in its class.And while not as torquey as the 1.8 T has more than enough performance to satisfy keen drivers, with that added fuel consumption advantage. The smooth four pot develops 90kw and 200 nm.

The interior of theA3 is typical of today's Audi craftsmanship. The company is perhaps the best in the world for top notch, almost bespoke fitments in the cabin. The infotainment /satnav screen emerges silently from a slot in the centre of the dashboard, and is easy to use, sliding quietly back into its recess, with a small flap gently closing over the slot, completing the operation when the car is switched off. After spending many hours behind the wheel I have nothing but praise for the seats. Yes they are firm to begin with but the more distance you drive the more comfortable they become. There's even a first aid kit beneath the driver's seat.I like the steering wheel, with its flat lower rim. It's identical to the wheel from the performance RS4s and others and enhances he A3's sporty feel.   

The A3 hatch will soon be joined by a sedan version in the first quarter of 2014.
The price of entry into the world of Audi's small luxury hatchbacks/sportbacks is not unreasonable. The 1.8 TFSI  is 45K and the 1.4  TFSI around 35K
If it's luxury you're looking for in a small car package and the budget suits you, the A3 is hard to overlook.           
Peter Sellen

KIA Rondo SLi

More than 20 years ago if you had a large family, there was no other choice but to buy a people mover. Some were little more than converted delivery vans.
But over time they became specialised vehicles in their own right.
Tarago, Nimbus, Odyssey, Trajet, Voyager, Zafira, MPV, Premacy, Carnival, Pyzar, Kombi, and others, became familiar names and were snapped up in huge numbers. 
In truth however, while it was okay for Mum to drive her brood in a six or eight seat vehicle, I suspect many dads felt less than comfortable being seen driving them, ( while pretending they were in something a little less prosaic.)
But over time, more and more people began purchasing multi seat, multi purpose SUVs.
There is still a market for the van type people mover, but sales have nosedived in favour of the more rugged looking off roaders across all the market segments.
KIA hoped to arrest that trend, firstly entering the fray as aforementioned, with the very successful Carnival range and later, the smaller Rondo.
This is the second generation of that car and boy is it different.

Sharp European  styling from the pen of Audi's former chief designer, Peter Schreyer,has resulted in a multi seat car that looks anything but, and goes a long way to banishing the "stigma" of mum's taxi.
I like the look of the Rondo, from the corporate grille to the smooth and shapely rear end with just enough height to give away that this is not just another hatchback There are two versions  of the Rondo, a 2 litre petrol and a 1.7 litre diesel.
On test here is the petrol engined car and it's a surprisingly good package. 122 KW and 213 nm . The engine is redlined at just under 7 thousand rpm and it sounds  and feels smooth all the way to that,while delivering acceleration that is more than adequate for a car of this size and type, considering it weighs just under 1600 kilos. In mainly town driving you'll see about 10 litres/100 ks economy. With a full load of people and luggage I would prefer the diesel. The petrol engine needs a good workout in those situations and economy will suffer.
The Rondo is very quiet, feels solid and rides exceptionally well on the road. It is very good in that respect. there's no jiggling over most bumps and it's all very composed and sophisticated. .
KIA seems to have hit a sweet spot with the Rondo's suspension, it's compliant and well tuned for local conditions. Powering through corners is a fuss free operation, it's very reassuring, with good steering feedback. As noted in other modern KIAs the steering feel is adjustable three ways. Normal, Comfort and Sport. You will decide which is best for you after a bit of experimentation.
The seats are marvellous,well padded and bolstered,and in short,very comfortable and just the right height for easy entry and exit. Probably among the best I have sat in for some time in any car regardless of cost. This SLi version has leather clad pews and steering wheel, electrically controlled adjustment with lumbar support as well. Fold out trays with cup holders are fitted to the rear of the front seats. There are more than enough storage nooks throughout the car.
To fit seven seats in a car of this size is no mean feat, but it's been achieved without making the Rondo  look clumsy or awkward. From any angle it's a bit of a looker. 
The two rearmost seats that fold flat into the cargo bay floor are mainly for children but there's no less comfort than the other rows.  Access to them is easy,with the middle row seats adjusting out of the way. A deep and practical glovebox is welcome. It needs to be large. The extremely comprehensive and weighty owners manual is the thickness of a telephone book and must run to well over 200 pages. 
There's plenty of clever detail in the Rondo. A soft touch dashboard, and generous padding on console and door armrests. The sunglasses holder overhead is lined with very plush fabric to protect lenses. Driver and passenger sunvisors have an illuminated mirror.

The latest KIAs miss out on very little in the way of equipment. Parking sensors, reach and rake steering column, colour reversing camera, a good six speaker sound system, puddle lights in the wing mirrors( that also swing out of the way when the car is locked.) auto wipers and headlights, and bright red warning lamp on the trailing edge of the driver's door.Some other more expensive makes, as I have mentioned before make do with just a piece of reflective tape here. All windows are fully auto up and down, and the rear glass descends all the way into the doors. It also has dual zone auto climate control.
Interior lighting is good, and the instruments on console and steering wheel switches for cruise, audio and information ,are highlighted in red except for the speedometer and tacho, picked out clearly in white. LED daytime running lights look cool.
The only flaw at night is the not so bright headlights. They are quite dim,with poor penetration and there's very little difference between high and low beam.
The car is more expensive than the previous model at a tad under 34K. But overall I think it's worth looking at, as the Rondo is exceptional in many ways and for larger families should be a must see and test drive. It's compact, but cleverly versatile and at the same time very stylish.
No one will be embarrassed driving it, that's for sure.
Peter Sellen   

Holden Malibu CDX

 

 

   

The Malibu replaces the unloved Epica in Holden's mid sized vehicle lineup.

While the Epica was quite a good, roomy, attractively priced car, it never really caught on with buyers.

Epica and Malibu are poles apart in equipment levels and driveability.

Holden is trying to recapture a share of this market with a car named after a California beachside town. The Malibu however is born and bred in South Korea, and that's not a bad thing. Imports from GM's plants there, are fine vehicles, well made, with plenty of today's wanted features.

In fact they make up a goodly percentage of all Holdens sold in Australia.

The only Australian built Holdens, are Commodore, Statesman and Cruze.

The Malibu is a good looking car with sweeping lines, and seems almost as big inside and out as a Commodore, and from certain angles even looks like its larger sibling.

The boot is cavernous and houses a full sized spare wheel.



  



The Malibu is powered by either the 2.4 litre petrol four cylinder (from the Captiva range,) or a 2.0 litre turbo diesel with 117kw and 350 nm.. an uprated engine used in the Cruze.

The petrol engine CDX ,is a good, quiet performer, but when pushed you will know it's working hard. It's not as torquey as I would have liked, just 225 nm and 123 kw.

In a week of mixed urban/ open road driving the average fuel consumption never dropped below 10 litres per 100 k. The factory claim is eight.

Not to worry though, because there's a 73 litre fuel tank.

 

 

The diesel variant is not the quietest under acceleration, but it's a workmanlike sound and not overpoweringly noisy. There's enough grunt to shove you back in the seat under full throttle.

At steady throttle around town it's inaudible, and on the open road is remarkably civilised and does not intrude.

The spread of torque enables effortless acceleration and overtaking, while delivering excellent fuel economy. On a highway trip you'll easily travel well over a thousand kilometres from one tankful. In purely city driving, expect more than 800 kilometres from a tankful.

The six speed auto gearbox is good, holding a lower gear all by itself for downhill braking, although in manual mode, the up/ down buttons on the top of the gearshift lever, are not exactly intuitive to operate.

I found it awkward, but owners would most likely get used to it.

Keyless entry and start are convenience features that will appeal.

There are warning chimes and beeps aplenty in the Malibu.

You will never forget to turn off the indicators, the insistent clicking, sounds like a loud metronome.

Nor will you be able to resist the seat belt reminder chime and its ear piercing call to buckle up.

You will also know when the electric parking brake is engaging/releasing, it's much noisier than similar systems on other cars.

Despite the aural groaning from the rear, the brake holds the car well and disengages itself when you move off.

 
There's lots that will be familiar inside the Malibu. The steering wheel and indicator/ wiper stalks are standard GM fare, also found on other Holden models such as Commodore and Cruze.

 I like the curved sweep of the dashboard into the front doors. Highlighting that attractive architecture, is a thin blue led lighting feature that follows the chrome trim line running from door to fascia. Dials, buttons and gauges are easy to read and use.
The central MYLINK screen flips up to reveal a deep cubby for odds and ends and there are plenty of door pockets and a drop down stowage compartment near the drivers knee to satisfy most storage issues. A deep compartment also lies beneath the padded console armrest.
The CDX comes with heated leather front seats, auto lights and rain sensing wipers, as well as cruise control and reversing camera. Seats are firm but comfortable and the cabin is quiet on the move. Rear seat legroom is compromised by tall occupants up front, but it's satisfactory. Doors open wide for easy entry and exit.
The ride is comparable to a larger car, absorbing most suburban bumps in a civilised fashion.
At speed through corners the Malibu handles well, the equal to many others in its class and spirited driving won't have you clenching the wheel for dear life.
The steering feel on the CDX is light and the small turning circle is useful in the city.
 

 

The headlights however are disappointing, on low or high beam, they don't have enough spread or brilliance for confident night time driving. Aftermarket globes would be a useful expense.

There are four Malibu variants, priced from just over 28K to just under 36K for the diesel CDX.
There's no doubt the Malibu is well built and equipped and excellent value for money.

So the dilemma for buyers, is do they buy the locally built product, or go for the quality import with similar features at a marginally cheaper price? Time will tell.

Peter Sellen

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 



 

Holden Commodore VF Evoke

With large car sales declining in Australia and more than eighty percent of overall sales being imported models, Holden is up against it, and needs to pull the proverbial "rabbit out of the hat."
The jobs of hundreds workers at its Elizabeth plant in Adelaide and tens of thousands of component suppliers rely on the company getting it right.
The new VF Commodore will go some way to arresting community attitudes towards this type of vehicle, once the first choice for families, by firstly dropping prices by five thousand dollars, and up to ten thousand on some high end models.
To add to that amazing sweetener, Holden has made the VF even more desirable and better equipped than before.
In other words it's finally caught up with the rest of the world with features people actually want in a car,large or small.
Every VF from the  base variant Evoke is fitted as standard with Auto Park Assist technology,reversing camera, and front and rear parking sensors.
Options now include a system that alerts a driver if a forward collision is imminent,a warning if the car inadvertantly strays from its lane, a blind spot alert in the mirrors( pioneered by Volvo long ago) and even a heads up display in the windscreen, until now a feature usually found on expensive European marques.Holden has also included a multi purpose dashboard touch screen with satellite navigation, and numerous other applications recently introduced on the Barina and Cruze.
While styling changes externally are few, the sheer volume of engineering expertise under the VF skin is welcome.
The usual suite of airbags remains, including a redesigned thorax bag in the side of the front seats, and tail lights that flash under emergency braking( a feature previously only found on luxury European cars such as Citroen's C5 and C6.)
Stability control,ABS Brake force distribution are among other safety features, standard across the range, as are three new ISOFIX child restraint anchorages for the rear seat made to the toughest international standard.
In sum then, Holden's VF has a 5 start crash safety rating.
The Commodore has for the first time incorporated aluminium in the bodywork, namely the bootlid, bonnet and dashboard support beam, a saving of more than ten kilograms. Less weight equals better fuel economy.

So what's it like to drive? This is the base Evoke model. The interior, even on this the cheapest in the VF range, is a very serene place to be (on a fine day that is, more on that in a moment.) The ride is smooth and quiet, with nary a skerrick of wind noise in the cabin, and just a whisper from the tyres. It's right up to almost luxury car standard.
There is one exception to this tranquillity however. When it rains, even a light shower, it sounds like you are sitting inside a tin can, thanks to wafer thin roof headlining material. It's really loud and unlike any other car I can remember in this respect.
But moving on....
The steering feel on each model is slightly different. Input now guided by electronics not hydraulics. The Evoke's steering has quite a firm operation, that leaves you in no doubt about where the front wheels are pointing. There's good feedback when cornering, from all variants.
The plastic wheel rim on the Evoke however is not that pleasant to the touch.
Seat comfort is good, the pews are quite large, but you seem to sit more on them, than in them.
The clarity of the reversing camera image on the large colour dashboard monitor is excellent.
Proximity sensors front and rear do their job well.. but perhaps too well. The piercing warning beep is a tad too loud, erupting at the first sign of even a small bush within its range.
I found myself turning it off quite often.
Holden has followed the trend of some manufacturers by sprinkling the centre console with chrome highlights, especially on the gearshift surround. and that's fine, except on  a sunny day from certain angles it becomes a mirror, reflecting blinding sunlight into the driver's ( and front seat passenger's) eyes.
Older Commodore V6 engines tended to sound somewhat agricultural in the upper rev ranges, thrashing about in an uncivilised manner  beneath the bonnet. Well there's  none of that raucous behaviour with the VF's 3 litre V6. It has an almost European tone and refinement to it and from the outside actually sounds quite sporty. It produces 185 kw and 290 nm. Fuel economy averages 8.3 litres per 100 kilometres.
Acceleration is brisk, around nine seconds 0 to 100k. There's more than enough mumbo to get you out of trouble when overtaking on the open road.
I thought the revised rear end styling with a higher boot line and wraparound taillights, doesn't quite match the rest of the car, it looks rather awkward from certain angles.
There's plenty of room for a family's luggage in the boot however, which also houses a full sized spare.
Non functioning chromed side vents in the front fenders look good and add a bit of class .
Trim materials look and feel durable without being cheap and nasty, and they are well assembled, including nicely stitched dashboard and door panels.
Holden has entered the modern world, fitting an electronic handbrake to the Commodore for the first time.

 

You will be spoiled for choice in Holden showrooms.
In all there are 45 different VF Commodore models; six body styles and nine variants.
Despite all this good news,I still believe Holden should offer a turbo diesel option for Commodore. GM has access to the technology (remember VM Motori?) and such engines are growing in popularity across all market segments.Why not?
Peter Sellen

Mazda 6 Touring diesel

                                         

 

Mazda is one of the most popular brands sold in Australia.

The Mazda 6 the choice for many buyers in the mid sized market.

Figures to July 2013 show it was the second highest seller in the segment, (4,933) behind Toyota's Camry. (12,196) (VFACTS)

Until recently Mazda had no diesel passenger cars on sale here.

Thankfully the company recognised the need for one, thanks to growing demand from consumers for  high torque, extremely fuel efficient diesel powered vehicles.

So, enter the Mazda 6 diesel

Coincidentally the car on test here has a similar engine to last week's XF Jaguar. Both are 2.2 litre diesels, The Jaguar has 450 nm of torque, the Mazda 420. The Jaguar develops 140 kw, the Mazda 129. Both have similar average fuel consumption...around 5.5 litres per 100 kilometres, and both have the now familiar "idle stop" fuel saving feature..

The Mazda to it's credit,outshines the Jag in noise levels. the engine is quieter that the British luxury brand.

Straight line performance is also almost on par.

You won't find the Mazda lagging when given full throttle, it leaps ahead with real gusto.

The Mazda 6 even looks a little like the Jaguar in profile, a sleek handsome shape that is very eye catching.

But that's where the similarity ends.

The ride quality on the Mazda 6 is disappointing...it's much too firm for a mid range semi luxury family car. You feel every bump and crack in the road. I was expecting a slightly more plush, less sporty system. That said, the taut suspension does enable swift cornering, with no noticeable body roll.

I say it's disappointing because the rest of the car is terrific.

The interior looks classy, like it  belongs in a much more expensive model.

Quality materials well put together,are evident everywhere.

The dashboard layout surrounding the large central information touch screen is just right.

It has an excellent reversing camera, sat nav, and controls for the superior 11 speaker Bose sound system.

Like BMW, Audi and Mercedes, there is a console mounted "mouse " that allows you to choose the information you'd like to appear on the screen.

I like the trim combination on this car very much. Ivory coloured perforated leather seats, contrast well with the darker dash panel and door cards, with a minimal amount of fake wood.

The seats themselves are well shaped and supportive, and multi adjustable electronically.

Visibility is good all round, and there's enough head and leg room front and rear to suit even the tallest occupants.

Interior lighting is excellent. Overhead lamps light up the cabin like a Christmas tree.

Steering feel is good, no vagueness here, and the wheel itself adjusts for reach and rake.

There's also a hill hold feature that allows you to get off the brake and on the gas without having the car roll backwards.

The boot is exceptionally large and contains a full sized spare tyre, a rarity on many of today's cars.

One feature that needs updating is the keyless entry/start system.Other Mazda models have a door handle button to lock and open the car. It's very convenient and saves fishing in bags and pockets for the key fob every time you go for a drive.

The 6 needs the fob buttons pressed for these functions, then the car starts with a dashboard button. the key in your pocket.

It's a small point but I found it irritating, after using the aforementioned system.

The bonnet is extremely heavy.It takes some considerable effort to raise it.

It's a real struggle to hold it up with one hand, while the other battles to fit the support rod. Some owners might have to have someone else lend a helping hand for this usually simple operation. A couple of gas struts are desperately needed here Mazda.

The Mazda 6 has all the bells and whistles you'd expect and some nice surprises regarding equipment levels, especially considering the price, around 40K.

A softer, more comfortable, compliant suspension would be the icing on the cake.

Peter Sellen

 

 

 

 

 



 

 

 

 

Jaguar XF 2.2 Diesel

 



Once upon a time, the very thought of a Jaguar with a diesel engine would have been considered heresy. But things have moved on.

For years Jaguar has had the option of a wonderful PSA group sourced 2.7 litre twin turbo V6 diesel. What an engine that was.

Now Jaguar has a new oiler under the bonnet of the XF saloon.

I must admit the sound of the 2.2 litre four cylinder diesel under that sleek bonnet is a little incongruous, but you get used to it and most certainly will enjoy the fuel savings associated with any diesel over petrol .

The 2.2 diesel has 450 nm of torque, almost into V8 territory, from just 140 kw.

Despite being quite a heavy car the XF is no shrinking violet, when pushed it still manages a very acceptable 0 to 100 time of just over 8 seconds.

As mentioned earlier the new diesel isn't as quiet as I thought it would be. It's audible at idle and under throttle but at cruising speeds you'd be hard pressed to detect it as a diesel.

The XF despatches corners with arrogant ease, sitting flat and neutral through even the most testing corners.

The XF is a superbly well crafted car. The one on test here has Jaguar's "black" option pack.. meaning features including grille, window frames and wheels are highlighted in black where chrome usually resides. The black 20" wheels on this car have silver Allen bolt highlights around the rim giving the car a touch of racetrack aggression.

The ride on those optional 20" wheels is quite good, not as harsh as I would have expected.

The theme continues in the cabin where more piano black adorns the dashboard and door cards. The leather atop the dash is meticulously and beautifully stitched, another sign of Jaguar's attention to detail. Blue mood lighting in the cabin at night emphasises the big Jag's classy look.

The boot is enormous and there's more than enough head and leg room for passengers in the cabin. Multi adjustable steering column and seats make finding the right driving position easy.

A widescreen reversing camera just one of the Jag's innovative safety features.

As is usual with the XF series there is no badge on the boot lid denoting what engine you have under the bonnet, so those keen on giving you a traffic light GP will be kept guessing.

The brilliant 8 speed automatic gearbox can't be faulted, and there are steering wheel paddles for those who prefer them.

The diesel incorporates the latest idle stop/ start fuel saving technology(which can be overridden at the touch of a button.)

That feature helps the big Jaguar sip diesel at an average of just 5 .4 litres per 100 kilometres.

In fact the new 2.2 diesel won an award in late 2012 for the most fuel efficient diesel under three litres, in a three week round Australia run...delivering an average of 3.9 litres per 100 ks.

The XF diesel has an incredible 26 thousand kilometre service interval, rather than the usual 15,000. 

I have never heard of such extended oil change periods, but I trust the engineers know what they are doing.

Even though Jaguar is now owned by the Indian TATA group, the cars are still made in Britain.

XF sales in Australia at July 2013 stood at 507, 100 more than at the same period in 2012.

At an extraordinary $75,000  the XF diesel should be on your shopping list, it looks seductive and desirable, and more than up to the challenge from other prestige manufacturers in economy,value, quality and features.

Peter Sellen 

 

 

 

 



 

 

 

 

 

 

 

Audi SQ5

Audi knows a thing or two when it comes to performance diesel engines. It's record of race wins with high power turbo diesels  at Le Mans speaks for itself.
The three litre TDi engine in the standard Q5 is a standout, (also found in other Audi models) and is one of the best if not THE best in the world.
Huge torque, virtually silent, they really are the benchmark.
Add  twin turbos to the engine and it's a whole new ball game.
Absolutely stonking acceleration, that will leave you speechless.
Zero to 100 in 5 seconds, just a tad slower than the stunning petrol 4.2 litre V8 in the RS4.(4.7secs.)
Towering performance from an SUV that sips fuel at an average of just 6.8 litres per 100 kilometres.
230 kilowatts and 650 nm of torque provides exhilarating thrust.
Under full throttle, the diesel in Comfort mode sounds gruff and authoritative, but switch to Dynamic and you'll know you're driving something very special.
To enhance the mechanical symphony, synthetised speakers in the mufflers produce a deep booming exhaust note not unlike a V8. At the same time the steering sensitivity stiffens up, ready to play boy racer through the hills.
Yet  this is also a car that will be happy in school run duties or shopping, it's that versatile.
The usual Q5 accoutrements are all there in the SQ5 .. plenty of room for passengers and luggage, with that hard edged performance lurking just a pedal prod away.
The SQ5 is naturally shod with high performance rubber on 21 inch wheels, that instantly identify it as  a car that means business.
It's a real style statement that separates it from  lesser models.
Ride quality even in Comfort settings is not a magic carpet. The SQ5 gets the jiggles over suburban ruts and manhole covers, but it's the price you would be prepared to pay for the sheer get up and go.
 All the usual Audi niceties are fitted inside, reversing camera, quality sound system and all the high tech gear you'd expect.
Corners are despatched with ease, and even though the SQ5 weighs nigh on two tonnes, and rides higher than a sedan, it's quite nimble, with plenty of steering feedback.
 If you've ever doubted that a diesel is far too mundane and something you'd never want to own, a quick spin around the block in the SQ5 ( or it's slightly less powerful sibling the Q5)  will have you hooked. don't ever underestimate the sheer grunt of a high tech oil burner.
Peter Sellen