Renault has come a long way since first importing their product into Australia decades ago. The poor cousin in sales for a while to the other French marques Citroen and Peugeot,the company is now hitting its straps again with a host of new models.
One of them is this spunky little Captur SUV.
It's a cute looking thing, with its two tone paint job and rides on the same underpinnings as the Clio hatch.
Never mind the minor spelling issue with the name, (leaving off an E at the end,) it makes the car just that bit more quirky as most French cars can be. Another quirk is the position of the cruise control on/off/speed limiter button. It's on the central console instead of up or near the steering wheel. It's not hard to use however.. just different.
There are several engine combos to choose from three cylinders to four.
This is the top of the line Captur TCe with a 1.2 litre turbocharged petrol four.
Not overly endowed with power or torque..88kw and 190 nm, the engine is, shall we say, a "relaxed" performer. Even with just the driver on board, the engine needs a good bootful to get away from the lights, and when passing on the highway.Fully loaded it would struggle.
It's quiet and frugal however. I averaged around six litres per 100 kilometres in my week of city/highway driving. The six speed auto gearbox always found the right ratio without hunting or surging.
I was pleased to see that Renault has seen fit to install not one but two gas struts to hold the bonnet open, unlike the crude rod found on other vehicles.
Renault hasn't bothered to hide the engine's plumbing under a cosmetic plastic shroud.. and that's a pleasant change.. it's good to see what's attached to what under the bonnet.
Entry and start is keyless.. pressing a button on the door handles opens and locks the car.
The "key" for when you might need it, is a flat credit card shaped device, unique to Renault.
The controls are well placed and easy to use.. steering effort is light and there's a small 10.2 metre turning circle for city work. The wheel is adjustable for reach and rake and I liked the combination of surfaces on the steering wheel..leather and piano black plastic.
The interior is a nice place to be.The seats are comfy and the rear row can be slid forward for more cargo space if needed,providing a generous flat floor.There's reasonable storage in the cabin including a deep dashtop cubby. But there are no vanity lights in the sunvisors, and no sunroof on the test car.The only window to have an auto up- down function is he driver's.
The ride is quite firm however and there's not enough rebound damping in the suspension over undulating surfaces.On some roads the Captur can be uncomfortably bouncy.
Unlike almost all small cars these days the Captur has disc brakes at the front only..the rears are drums.
They work well, but discs all round would be a much better fade free option..
So overall, a smart looking, practical small SUV with a lot going for it..including the price for this top of the line model, of just under 28K.
Peter Sellen
Style is a byword for BMW and the latest drop top,is drop dead gorgeous.
The 228i on test here is a real head turner.. deep black paintwork and red leather seats a total fashion statement.
The seats are a bit firm in the usual way from this maker , but not at all uncomfortable.. generous side bolsters hold front seat occupants snugly in place during spirited cornering.
BMW's i Drive control system is these days much more user friendly and easy to use.I liked the gloss black finish on the console and chrome surrounds on vents.
The quality of the trim and fit is typical BMW standard. You'd be hard pressed to find the smallest flaw in the seat and door trim stitching.
Rear seat passengers might be a bit squeezed for leg room however when front seat occupants are tall..and there's a large C pillar blind spot with the roof erected.
However a rear view camera will help you in those tight car park spots.
The refinement of the 228's turbocharged engine is amazing.
No vibration at idle and a zero to 100 time of around six seconds provides an exhilarating drive, with a rorty engine note.
No wonder. It develops 180 kw and 380 nm of torque. Average fuel consumption during my week with the car was around seven litres per 100 kilometres...excellent figures considering the 228's performance.
Handling is first class. The Cabrio sits flat and controlled as it sweeps though corners, with aplomb, aided by very direct steering.
Ride comfort is very good considering the 228's sporty pretensions.
The fabric roof has five layers, and when erect allows little external noise to intrude. The roof takes 20 seconds to put up or lower and you can do either at speeds of up to 50 kilometres an hour.
The boot is quite small and suitable really for just a couple of pieces of soft luggage.
Overall however...nice work BMW..
Smooth, sophisticated and stylish, for around 68 K you can't go wrong, if the 228 takes your fancy.
Peter Sellen
The latest version of the Tucson is a beaut.A good looking quality offering from Hyundai.
Larger than previous models, the first impression I got was of the sophistication of the mid sized SUV, which replaces the previous ix 35.
It's quiet and the ride comfort is outstanding..
Urban ruts and bumps are taken with ease in a manner befitting a much more expensive vehicle.
There's plenty of room inside, and the seats are big and comfy. No sunroof in the test car but I didn't really miss it.
All the mod cons you's expect are in the cabin including reversing camera, cruise, bluetooth and a quality sound system.Steering effort is light and well weighted.. The Tucson corners with assured ease, surprisingly well considering its size.
Doors open wide for easy access and the sunvisors have a handy extension.
However the two litre engine in this model lacks sufficient torque for relaxed acceleration..121 kw and 203 nm just isn't enough.
Even with just the driver, occasionally when the right foot is planted there's hesitation and then a roar from the engine as the six speed transmission wakes up and kicks down. On the open road the Tucson is perhaps one of the quietest in its class.The only minor niggle is that the bonnet is quite heavy and relies on a rod to support it when open..a gas strut would be far superior here.
So for low 30k money the Tucson is a great improvement on the previous model,, both in looks, kit and refinement.
Peter Sellen
Honda knows a thing or two about hybrid cars, starting with the Insight a few years ago.
Its latest foray into the petrol- electric drive market is the new Accord Hybrid.
An elegantly styled sedan with clean lines, the Accord takes over from the old Legend as the company's flagship.
And it's a technological tour de force as you'd expect.
The electric motor and petrol engine combine to give more than adequate pulling power.
On startup there's no whirring of a starter motor, just a "ready" to drive indicator that appears in the dashboard.
Disengage the anachronistic foot operated park brake and your're away in almost whisper silence until you reach about 20 kmh and the petrol engine kicks in to add to the forward thrust.
On steady throttle on a flat surface at urban speeds, the electric motor does most of the driving until you need more urge and the petrol motor joins in. The electric motor provides an instant 306 nm of torque, and when combined with the petrol engine's 104 kilowatts acceleration is quite brisk.
Downhill runs or braking sees the battery recharged through regeneration.
The whole system works flawlessly and the changes to mode of propulsion go largely unnoticed from the drivers seat unless you are checking the dashboard icon showing what's happening in the drivetrain.
Engage B for engine braking down hills and the car will hold the selected speed without surging any faster.
Ride comfort is okay on most surfaces but can get a little jittery over patchwork tarmac in the suburbs. Overall it's a very relaxed and quiet environment inside.
The Accord Hybrid offers almost diesel like fuel economy..
I averaged around five litres per 100 kilometres in a week of mixed highway and urban travel. That's a range of around a thousand kilometres from its 60 litre tank.
The Accord's cabin is large and airy.. with good visibility all around. Seats are quite comfy and the front pair are electrically adjusted and heated.I found the armrests in the doors a bit too low to be of much use, but apart from that, the ergonomics of the cabin are spot on.
Bright bi xenon headlights are a real plus.. there are four of them nestled in the front array. There's not much room in the boot thanks to the battery pack and the rear seats don't fold down as a result.
A rear view camera is also welcome and shows up well in the large info screen. While not a digital setup, the quality audio system will satisfy most buyers.
At just over 58K the Honda Accord Hybrid is good value for money considering it's fuel saving, comfort and technological prowess.
Peter Sellen
Yes folks this is the car most likely to replace the current Holden Commodore, unless GM comes up with a larger version after 2017.
It's the European built Opel Insignia. Slightly narrower than the current Commodore, but about the same length. The boot is enormous and the interior has room to spare for a family of five.This is the top of the range Insignia VXR.. Powered by a feisty 2.8 litre turbo V6.. with 240 kw and over 435 nm of torque plus AWD is a great package.
Smooth at idle and right up to the highest in the rev range, the Insignia is equally silent on the highway, except for some whine from the Pirelli tyres on some surfaces.
Acceleration is brisk but not outstanding..zero to 100 kmh in six seconds.. it's a tad lethargic getting there because of its bulk of almost two tonnes...accompanied by a smooth sophisticated burble from the twin exhaust pipes. However it's quite thirsty, averaging over 11 litres per 100 kilometres.
The VXR has plenty of grip in corners but it's not in the same league as others from for example BMW and Jaguar.
Seat comfort is good, and while the sporty front seats snatch some width from the interior they are excellent in holding the passengers in place. The sound system is very very good... and there's a large easy to use central info /entertainment screen.Other goodies include, active cruise control, lane departure warning, satellite navigation,brilliant bi xenon headlights with corner turn in feature, heated front seats and rear view camera.
The suspension is adjustable from comfort to sport, and surprisingly in the standard setting the Insignia's 20 inch wheels and 35 series Pirellis make the ride quite comfortable even over suburban ruts and potholes.Gigantic drilled Brembo brakes help haul the car down from speed.There's no spare wheel however.. all you get is a pump and seal kit.
Rear seat legroom is squeezy if front seat occupants are tall but the seats are comfy enough and there's reasonable head room.
At just over 51K the Insignia is well worth a look if you're after a classy, midsized cruiser with all the fruit, it could be for you.
Peter Sellen
Refinement has always been Jaguar's signature, and the XF which has been around for a while now typifies that.
This is the three litre diesel and what a ripper of an engine .
I drove the smaller 2.2 litre diesel elsewhere in this blog and loved its smoothness and torque.
The bigger V6 diesel is an astonishingly sophisticated powerplant.
It's only rival in the smoothness stakes is Audi's 3 litre TDi.
The big Jag's diesel develops 202 kw and 600 nm of torque.
That's just a whisker below the grunt of the F-Type V8 in the previous post.
You would never know the XF is a diesel.There's no rattle at idle and under acceleration or on the highway.. it's utterly quiet and serene.It really is quite an incredible feat of engineering.
Plant the right foot to the floor and the big cat surges forward, lifting the bonnet as it does so with a delicious shove in the back.Reaching 100 kmh in 5.9 seconds.
So much grunt yet so little thirst. The XF 3.0 D will sip fuel at an average of just 6 litres per 100 kilometres.The only minor annoyance was a stop/ start idle fuel saving feature that was way too sensitive, Just light pressure on the brake saw it constantly kick in and out within a second or two while the car was at rest.
Ride quality is excellent even on this S version with 255/35/20" low profile rubber, and the XF powers through corners as if they weren't there.
The interior of the test car was trimmed in a delightful cream leather with distinctive grey highlights. Chilled and heated front seats a useful novelty.
Head and leg room in the cabin is more than adequate.
While the dashboard isn't new it still remains fresh, and the theatre of the rising circular gear selector and air vent opening never fails to entertain.
At just 95 K the XF three litre diesel is great value especially when considering its power, comfort and economy.
Peter Sellen
