Volkswagen Golf VII 103 TSi Highline

One of my fondest road test memories of VW's Golf was several years ago south of Melbourne, at the helm of the limited edition three door GTi Pirelli.
I had found some marvellous back roads on the Mornington Peninsula and let the car have its head. It wasn't long before I was blown away by the impeccable handling, the super direct steering, and the rorty crackle and pop from the exhaust on gearchanges both up and down. It was absolutely exhilarating, pure point and squirt motoring at its very best.
The new Golf 7 is all that and more.
It rides like a much larger car, solid, smooth and refined.
The only sound in the cabin is a faint whisper from the tyres, aided by the fitment of an acoustic windscreen, that absorbs almost all ambient noise.
It's refinement that makes the Golf stand out from the pack.
It's a classy hatch, that cossets the occupants like no other in its segment. VW is a master of well controlled suspensions, and the ride on the Golf 7 shod with 225/45/17 tyres is proof.  
Suburban bumps vanish...absorbed with sublime ease.
Yet when called upon to charge along winding roads the Golf  grips with astonishing aplomb.
On long interstate trips in a hatch, the Golf would have to be the first choice for comfort, performance and economy.
Australian delivered Golfs are no longer made in South Africa, but in the company's main plant in Wolfsburg Germany, and as such the quality has lifted by a quantum margin.
The fit and finish of the Golf 7 is at prestige car levels, and that's where it has the edge over its rivals.
Everything you touch feels just right, from the padded armrests to the grip of the steering wheel, to the dashboard switches, it's all very tactile. The doors close with the surety of a proverbial bank vault.
On test here is the Golf 7 103TSi with Bluemotion, VW's fuel saving idle stop engine technology.
Unlike the Beetle's 118 KW 1.4 litre turbo/supercharged engine, the 1.4 litre in this model is  turbo only.
While slightly down on power over the twincharger arrangement, the 250 nm of torque from the 1.4 turbo arrives earlier, giving effortless, almost diesel- like thrust and a shove in the back that tells you you're really going somewhere in a hurry, especially if the DSG is in Sport setting!
Average fuel consumption is just over 5 litres per 100 kilometres.(4.7 on the highway, 6.3 in the burbs) A range of well over 1000 kilometres from 50 litres.
If you think a small engine hasn't enough get up and go to satisfy you,a brief road test of a Golf will have you hooked, and amazed at just how good they are.
VW  thankfully provides a single gas strut to hold up the bonnet. Why many others (including some larger luxury cars) don't have this as standard baffles me. They are not expensive and much better than grappling with a manual rod bonnet stay.
Smart details abound in the Golf 7's interior, including a central 5.8 cm dashboard screen displaying satnav, reversing camera, audio controls, Bluetooth connection, car status and more.
There's a thumping eight speaker sound system with clarity that would satisfy any music buff.
On this Highline model, the, steering wheel (adjustable for reach and rake) and central fascia are clad in the ubiquitous piano black finish, with silver highlights.
Ambient lighting overhead, and in the doors and footwells is another nice touch.
The handbrake is an electronic affair with the switch next to the 7 speed DSG shifter.
Safety is well taken care of with numerous features including side, and curtain airbags as well as a knee airbag for the driver.  
The Golf 7 maintains the familiar Golf shape, but is wider and longer than its predecessor, and the extra elbow and leg room is obvious.
The seats are welcoming, well bolstered and extremely comfy.. great for long or short hauls.
There are some very,very good, small cars on the market, but for sheer refinement, driver enjoyment, class and finesse, none compare to the benchmark Golf.
It is definitely a car that can be all things to all people, and one of the few cars I would be happy to own.
I look forward to testing later this year the new Mercedes A class hatch to see how it shapes up against the Golf,
The Merc will have to be good.
The Golf has been voted World Car of the Year for 2013.
Peter Sellen


  

Volkswagen Beetle 118TSI

How do you improve on a classic? Well, VW has managed successfully to bring one of its most iconic cars into the 21st century with its "new" New Beetle.
Those who owned the previous model will see a considerable change to the shape of the car. It's no longer an egg shaped device but tougher and more purposeful in its on road stance, with a much lower roofline. It's longer and wider as well.
From the front, the new headlights and bonnet shape have almost morphed the Bug ( I repeat almost) into a Porsche 911 lookalike.
The previous Beetle was really just a two plus two, the rear seats for children only. Anyone taller had their heads jammed into the rear window.( a sticker warned people in the back seat to duck when  the hatch was being closed. ) 
In the front seats it was a different story
If you wanted to wear a top hat, you could do so without difficulty..there was enormous headroom.
The other quirk was the driving position. You sat squarely in the middle of the car with the windscreen miles away and the bonnet even further.
That weirdly disconcerting packaging took some getting used to.
(Compared to the original rear engine Beetles of yesteryear, where the windscreen was almost in your face.)
VW has vastly improved the interior layout. From the driver's seat the windscreen is  a more conventional distance, and you can even see most of the bonnet before it slopes down to the bumper. You couldn't on the previous model.
The flower vase (found on all Beetles from the 1950s onwards) has finally disappeared from the fascia, which is pretty much the same as you'd find in a Golf, except for a body coloured panel and a double glovebox. There's just one interior light above the rear view mirror, so at night rear seat occupants are kept in the dark.
The next pleasant surprise was rear seat headroom. I am 6'3" or 183 cm tall, and after folding myself through the wide door opening, into the back seat, lo and behold I fitted!
My hair just brushed the headlining.
So now the Beetle is a true 4 seater for adults once again, and not before time.
The cloth trimmed front seats are generously proportioned and very comfortable. The rear pews are smaller and just a tad firmer. Leg room in the back is tight, especially if front seat occupants are tall..then it diminishes to zero.
Boot size has increased, it's still not huge, but a suitcase or two will fit better than before. 
Strong wide elastic straps on both doors proved ideal for holding bottles etc.

VW has reverted to a torsion bar suspension system on the Beetle, which some testers have said is not as good as the multi link setup on Golfs and other VW vehicles.
I didn't mind the change, there's nothing wrong with it, except it's not quite as supple as the others. I daresay most people who'd buy a Beetle, wouldn't know or care about what's underneath the car as long as it drives well, and it does.
Torsion bars are certainly firmer ( and cheaper) than the other arrangement, but VW has only gone back to its roots in this department.
All Beetles from the 1940s, up until the rear engine configuration was dropped decades later, had torsion bar suspension.
VW advertising during those years, in fact praised the benefits of torsion bars over other suspension systems.
(There were issues then however with the dreaded "swing arm" rear suspension that caught out many early Beetle drivers. If they suddenly braked or lifted off the accelerator in corners at speed, it tucked the rear wheels under, with alarming loss of control. But that's long gone.)

The latest Beetle sits on Golf underpinnings. Front engined, front wheel drive.
The test car here is fitted with a 1.4 litre TSI petrol engine, and it's a real cracker despite its small capacity.
It has a supercharger and turbo to move things along.
I experienced this engine years ago in the first Golf GT, and it remains a technical marvel.
The supercharger handles initial takeoffs up to about 3000rpm, then the turbo takes over, to give more than ample shove off the line and beyond.
In Sport setting on the 7 speed DSG auto transmission, the little four pot has a marvellous snarl about it from beneath the bonnet, and a respectable 0 to 100 time of about 8 seconds.
Fuel economy is excellent.. expect a range  of more than 700 kilometres from its  55 litre tank.  
The Beetle powered through corners without fuss, and noise levels were low(except when winding up that gem of an engine.)
Buyers are expected to be mainly female.
Up to July 2013, VW sold 408 of the new model in Australia.
If you want to be seen in something different, then this could be the car for you.
Now much more practical in many respects, the Beetle remains a niche vehicle for VW but an important one.
Give one a test run, You'll enjoy the attention!
Peter Sellen

BMW 320i Touring Sportline

After a significant swing by the car buying public away from station wagons to more high riding SUVs, the sedan based wagon seems to be on the road to a comeback.
Those wanting the load carrying space without sacrificing a "car like" feel to the vehicle, have a multitude of choices from almost all manufacturers, across most segments.
The first thing I noticed when I picked up the 320i,Touring(Sportline) was how low slung it is.
Even though it's a wagon, the car has a truly sporting stance, with wheel arches hugging the large  225/45/18 inch wheels and tyres. (The standard fitment is 17s.)
And while the Touring is a utilitarian vehicle, its styling is supremely elegant.
It feels very solid on the road, and as you'd expect from BMW's meticulous build quality, wind and road noise are kept to a minimum.
When BMW began fitting its cars with stiff sidewalled "run flat" tyres across its range a few years ago, it raised the ire of many owners, who complained the tyres gave their car a harsh ride, (even on the 7 series.)
Happily the new generation of those tyres feels much more compliant, so much so you'd swear they were "regular "rubber. There is no spare tyre.
Helping to alleviate any lingering comfort concerns the 320i has electronically adjustable suspension. Sport stiffens everything up. and changes the engine mapping, ready for spirited driving. Select comfort, and that's just what you get.. a controlled, absorbing ride..
The eight speed transmission is a beaut. Shifts go by smoothly and unnoticed. The selector doesn't move much through its range, the lever returning to a central position each time drive/reverse is selected.
Push it sideways to the left, and you have sport automatic or manual shift.. the choice is yours, with steering wheel paddles as yet another shift option.
When stationary, Park is selected by pushing a button atop the shift lever. The handbrake is a traditional manual lever, not (as is becoming more common,) an electric park device.  
The i Drive selector system for car information, navigation and audio, is much more user friendly than when first introduced. The clarity of the sound system is well above average.
The steering is very direct, but not nervously so, the leather wrapped wheel has a good heft and feel about it, and the rim is just the right thickness for good control.
BMWs hallmark rear wheel drive, can be much appreciated when having fun on a winding road. The Touring handles enthusiastically, and sticks to corners with remarkable grip.
Feedback through the steering and chassis is exceptional.
BMW is renowned for its superb engines and this one is yet another example.
The Touring's marvellous 2 litre four cylinder turbo produces 135 Kw and a very acceptable 270 Nm of torque, more powerful than previous models.
The Touring is also fitted with fuel saving idle stop technology, turning the engine off when the car is stopped and restarting it automatically when the brake is released.
BMW has somehow magically given this engine (to my critical ear,)the exhaust note of a six cylinder! A nice mellow purr under acceleration, that adds to the car's overall sophistication. 
The Touring is no slouch off the line , reaching 100 from a standstill in seven and a half seconds.. more than acceptable for this type of vehicle. Fuel consumption around town, 9 litres per 100k.. the city/ highway average is said to be 6.2 litres.
At night the BMW is an illuminated showstopper.
There are downlights on each door handle and dazzlingly bright puddle lights beaming from every lower door  sill.
Inside, the display continues with footwell lights front and rear, and numerous overhead lamps.
While I have said in the past that I am not fond of red instrument lighting, the night time dials on this car were much clearer and easy to read than some. 
The leather clad seats are firm, but not uncomfortably so, and they hold you  in place well during tight cornering.
There's plenty of room in the rear cargo area, and more cubby holes for items beneath the rear floor. The Touring also has a flexible cargo barrier that emerges from the security blind roller, secured to hard points in the roof.
The car on test had the optional glass sun roof, which covers two thirds of the turret.
The front part opens, the rear is fixed.
That said, it does intrude into head space for taller occupants, especially in the rear.
The Touring has an electronically operated power tailgate, but there is no below the  bumper remote sensor activation. (like the Ford Kuga, and Volvo V40 for example. ) 
Unlike many other vehicles across all price ranges which now have remote entry and locking via touch sensors on the door handles, on this car the key fob buttons need to be pressed to open and lock the car. But the ignition is push button.
 While the market is for now skewed towards SUVs, there is still a place for a refined sedan based wagon like the BMW Touring.
This is one you should try. I think you'll be pleasantly surprised, and at around 63K is great prestige value as well. 
Peter Sellen

Audi RS4 Avant

In 20 years of road testing and writing about cars, I have been privileged to have driven some of the world's most exciting and exotic machinery. There have been many memorable moments. None moreso than the Audi RS4.
When I first drove one in 2001, never before had I experienced such jaw dropping acceleration and power in what was basically a small family sedan.
The engine was, and remains a masterpiece.
A 4.2 litre 32 valve, hand built V8, with 301 kw and 430 nm of torque.
Incredibly the RS4 engine achieves this with normal aspiration...there's no turbo or supercharger, It's redline is 8,250 rpm...almost two thousand more than a V8 Supercar.
Even that hard headed "Top Gear" cynic Jeremy Clarkson, lavished praise on this engine as one of the finest he'd ever sat behind.
Twelve years on and I have revisited one of the performance bargains of the decade.
This time it's the RS4 Avant, (or station wagon in Aussie lingo,) with an extra 30kw or so.
Just one full throttle takeoff  leaves you breathless, shaking your head and laughing in awe at the sheer thrill of that visceral howl from under the bonnet, and stentorian roar blasting out the dual exhausts.
Unleashed, it assaults the senses with its brutal, almost stupefying, ferocious mechanical snarl.
By the way, it's absolutely compulsory to wind down the windows, and find the nearest tunnel, just to revel in the experience.
You will want to do it again and again.. it's addictive!
Once tried it's not forgotten, believe me! 
Zero to 100 is reached in about 4 seconds, faster than a Porsche 911.
All this towering performance is linked to Audi's Quattro all wheel drive system.
Gigantic drilled discs effortlessly haul the RS4 down from speed.
The RS4 Avant is something of a chameleon.. from full on racer, to being easily able to tootle around town with nary a hint of complaint.
Fuel consumption averaged about 13 L /100 k mainly in urban driving, and about 8 on the highway. Naturally if you want to hear and feel more of that stunning aural symphony, you will pay for it  at the pump. 
The car driven here is a 7 speed automatic with the usual D, Sport and Manual settings. There are numerous suspension modes available as well, from Comfort to Dynamic.
In Sport  and manual mode, the engine will "blip" itself ready for a lower gear, with a masculine throaty cough on overrun.
Despite having almost race car pretensions, the RS4's suspension is quite acceptable even in Dynamic mode, where shockers stiffen up to enable safer, surefooted, spirited driving.
265/35 series tyres on 19" multi spoked alloy wheels keep everything tracking truly.
Inside it's all traditional Audi detail...no complaints about room, seat comfort or ease of instrument use.
If you ever tire of the mechanical symphony up front (not that that's likely) there's a 180 watt 10 speaker sound system (with sub woofer) to keep you entertained.
So: Family wagon, (check) Shopping runabout, (check) School taxi, (check) Racing car,(check) Good.
That's that then..all bases covered!
If you crave a genuinely multi purpose supercar,(and you can spare a lazy 149 thousand dollars,) this could be a match made in heaven, and money well spent.
Peter Sellen

Mazda CX-5

Australians have taken to so called "SUVs" like ducks to water. More than 30 percent of all car sales are now in this Sport Utility Vehicle segment. The CX-5 is the top seller in its class, closely followed by Mitsubishi's Outlander.
While most manufacturers have the utility part right, the "sport" aspect is lacking in some.
Not so the new Mazda CX-5.
While it's no MX-5 through corners, it's well planted and scare free,with little body roll, belying it's people and luggage carrying status.
It goes exactly where you point it, and the steering weighting through the leather bound wheel, is spot on.
There are three engine choices, a 2.0 litre and 2.5 litre petrol, and a 2.2 litre turbo diesel.
On test here is the 2.5 L petrol model, the range topping Akera with a six speed automatic gearbox.
A growing number of manufacturers, are fitting "idle stop" fuel saving technology to their cars. If not used to it, the system can be distracting, as it shuts the engine down when the car is stationary, restarting it instantly and automatically when the brake is released. The system can be over ridden via a dashboard button, when for example,the engine is needed to constantly run the air conditioner in summer.
The CX-5 's version is called SKYACTIV "i-stop" and as I mentioned, once used to its operation, is a handy feature.
Official fuel consumption on combined highway/ urban cycle is 7.5 litres per 100 kilometres.
I achieved about 9 in mainly urban driving over seven days.
In size the CX-5 is just about right, not too big, not too small.
The cargo area is large, and happily there's a full sized spare beneath the floor.
The CX-5 has replaced the CX-7 in Mazda's lineup, below the larger CX-9.
it looks purposeful and that's a good start.
There's plenty of room in the cabin, even with the sunroof. One of the few roof openings that has an adequate, well designed (and quiet)wind deflector.
Legroom in the rear is okay, but diminishes when taller folks are up front.
This Akera model has dual zone climate control, but rear seat passengers go without their own air conditioning vents, an annoying omission especially on hot days.
Electric windows are on all doors but only the driver's has "one touch" operation.
Leather seats in the CX-5 Akera  are generously sized, and quite comfortable, the front pair are heated.
There's a dead pedal for the driver's left foot, positioned in just the right place. Others can be too far away near the firewall and for all intents and purposes, useless. Brownie points here Mazda for getting that detail right.
The CX-5 wants for little in the equipment department.
Among the goodies, a lane departure warning system, high intensity bi xenon gas discharge headlights (with washers)  an automatic high beam feature, as well as blind spot monitoring in the wing mirrors, parking sensors and reversing camera.
The sound system isn't too shabby either.
In upper spec models you get a 9 speaker 231 watt Bose item, that should please most owners in tone, clarity and volume. The central touch screen is very easy to use, and it doubles as the Satnav.
At any speed, wind and road noise is commendably absent, even from around the wing mirrors, often a problem area in other vehicles.
Mazda has put a lot of effort into ride refinement and it shows.
The 19 inch wheels shod with 55 series tyres ,help the CX-5 absorb bumps like a much more luxurious vehicle, smooth, and well controlled.
The 138 kw engine with 250 nm of torque has a pleasing throaty note from beneath the bonnet. It's never harsh or raspy.
The 2.5 litre engine is a good performer with more than adequate pickup under hard acceleration.
In a crowded market it's often difficult to rise above the pack, but Mazda is onto a winner with the CX-5.
Peter Sellen.









 

Holden Cruze SRi V Sedan

Made in GM's Elizabeth plant in Adelaide,South Australia, the Cruze is a quality, well built vehicle. I detected no untoward squeaks or rattles during my week with the car.
The upgraded Cruze is proving a popular pick with buyers, in fact it was the 3rd best seller in April 2013, behind the class leader,Toyota's Corolla and Mazda 3. Cruze had a 13 percent market share for that month.

Equipment levels in the latest Cruze eclipse the Corolla and Mazda, with features previously found on more expensive imports. 
Mylink infotainment system,7 inch touchscreen, Bluetooth audio streaming and phone, heated leather seats, keyless entry and start, just some of the kit that comes as standard on the SRi V.
The seats are easily adjusted (manually) and are quite comfortable.
My only gripe with the interior is a lack of lighting.
On opening the door, the only illumination in the cabin is a feeble central dome light.
A couple more courtesy lights wouldn't go astray to make it more inviting at night.
There are two map lights in front, but they operate independently of the door lamp.

The SRiV 's 132kw 230 nm turbocharged 1.6 litre engine is a smooth and powerful performer, eagerly revving out to its maximum potential when driven hard.
On test here is the 6 speed automatic version. Smooth changes and the ability in Sport mode, to change gears yourself, added  to the appeal of the drivetrain.

The ride on the SRiV is pretty firm, bordering on harsh.I initially thought the tyre pressures had been boosted ( as is often the case for track work) but no, it was  the correct 32 psi.
The unforgiving suspension is great for spirited driving, hanging on surprisingly well, but in the 'burbs every tiny crack or bump is felt in the cabin.I guess an owner would get used to it, but personally I prefer more comfort. Smaller tyred variants (this has 18" wheels) are more forgiving. It can be done. Holden's Monaro went around corners as if on rails, yet had a wonderfully compliant suspension.
Nevertheless the Cruze has many other attributes that offset that observation.
It's very roomy,with about as much interior space as the old VS Commodores, and it's almost as large externally. While billed officially as a small car it's actually a medium sized vehicle
Plenty of glass means no difficulties reversing or lane changing, and the boot is cavernous..
Cruze is priced from 19 to 29K.
There are almost 20 model variants, including a turbo diesel, so no shortage of choice!
With the demise of Ford's Australian production in 2016, there are more reasons than ever to get behind the home built Cruze, not only to support the local industry, and the 60 thousand people employed in car component manufacturing in Australia, but because it's a great drive, deserving of consideration.
Peter Sellen

Volvo V40 D4 Kinetic

Volvo's V40 is low and slinky, a masterpiece of Scandinavian design, and probably one of the best looking in its class. Swooping style creases in the bonnet and along the flanks ,give the V40 an aggressive sporty look. The only blight on the exterior, are three windscreen washer nozzles atop the bonnet. Others have these more unobtrusively placed at the base of the windscreen.
However the designers have gone for form over practicality.
The  low roofline (a common design trend) has some serious drawbacks.
It's a tight squeeze even getting in to the rear pews, and once inside, with the front seats adjusted for a normal sized person, there's scant legroom and even less headroom.
My head was literally jammed into the roof; so in reality the V40 is a shapely "two plus two."
Nothing wrong with that, and children or small adults won't find the rear seat space an issue at all.
The rear windows only travel half way down into the doors, but that's also the case with many others in the segment.
Up front it's a different story. The driver's seat has electric adjustment, with three seat position memories for different drivers, and is heated, as is the passenger seat. And as usual with Volvo, the seats are among the best shaped and comfortable you'll find in any vehicle.
The cargo area is a good size, and thankfully there is a spare wheel, albeit a space saver.
An array of options appear on the instrument panel, with adjustable multi coloured ambient lighting adding to the overall classy feel of the cabin. On this Kinetic model even the gearshift knob is illuminated.
There's a reversing camera, (which you will make good use of as the rear window is tiny,)and all the information you could possibly want.
This is the basic V40 D4, and as such doesn't have the electronic handbrake found on high end variants, just a sturdy lever.
Nor does the V4 Kinetic have keyless entry and start.
The key fob needs to be in its dashboard slot, before pressing the go button.
I have always liked Volvo's five cylinder petrol engines, but this 2 litre five pot diesel is I believe, a far better option than those; quiet with a distinctive thrumming note all its own.
It really is a cracking powerplant, with a giant 400 nm of torque that will chirp the front tyres, even on modest take offs.
Engage sport mode, and the V40 is a rocketship, flying down the road, albeit with some initial torque steer through the wheel. The six speed auto gearbox, a treat to use.
Combined city/ highway fuel cycle is just over 5 litres per 100 kilometres.
I have found in other Volvos over the years, the standard sound system is to my critical ear, probably the best fitted to any car regardless of price. There are 8 speakers in this D4 model. 
As you'd expect with Volvo being a trailblazer in occupant safety, the V40 wants for nothing in this regard.
Multiple airbags, including one for the driver's knees, and a pedestrian airbag that activates at the base of the windscreen, and City Safety technology that brakes the car automatically up to 50kph if the system detects an object or person suddenly appearing in front of the car, just part of a comprehensive suite of safety items, that also include emergency brake assist and advanced stability control.
 A minor niggle is the large turning circle of just under 12 metres, requiring a bit of backing and filling in tight situations.
Ride around town is about average for the class, but better than previous Volvos of my experience, some of which tended to be a little harsh.
On the open road the suspension is in control, smoothing out undulations and rough spots with reassuring aplomb. When pressing on in tighter corners, there's a hint of understeer but it's always manageable. 17 inch wheels and tyres provide plenty of grip, but also some road noise on varying surfaces.
Priced from 34 to around 50K, the V40 is competing with a host of newcomers in the segment, including hatches from VW,Opel, and Mercedes.
It has many desirable traits, not the least the way the thing looks.
The small Swede has a lot going for it, and should at least be given a lengthy test drive.
Many potential buyers will be won over, convinced it's the car they must have.
Peter Sellen

Suzuki SX4 AWD

Suzuki has come a long way from being a sole manufacturer of motorcycles, progressing seamlessly into the automotive world with a raft of models that offer good value for money, are reasonably well equipped and fun to drive. 
The Swift in particular was ,and remains a huge success for the company, as does its latest upmarket Kizashi and range of off road Vitaras.
On test here is the cheekily styled SX4; a cross over hatch- cum all wheel drive, that I found remarkably pleasant to drive.
The SX4 is powered by a sprightly 2 litre engine,that has no trouble keeping up with traffic. On a recent 300 k road trip the motor was smooth and unobtrusive,with more than enough power for overtaking.
Fuel consumption during my week with the SX4 averaged around nine litres per 100 kilometres.
Wind and road noise were very subdued at highway speeds, in fact almost right up there with more expensive vehicles for sound minimisation. 
Ride comfort is among the best in class, handling most surfaces with the ease of a much larger vehicle.No crashing or jarring over unpleasant bumps.
Steering feel was good, just the right amount of feedback.
The wheel itself is a tilt only device, but it contains controls for cruise and audio.
Visibility out of the large glass area of the SX4 is excellent all round, with small fixed quarter windows next to the A pillar, and wrap around glass in the C pillar, helping to give the impression of spaciousness.
And despite being a small car, there's a goodly amount of head and leg room. I am more than 183 cm tall and was still able to find a good driving position.
The manually adjusted seats are very comfortable, but there is no lumbar adjustment.There are fold down armrests for driver and passenger,and door armrests are also padded for extra comfort. Sun visor mirrors are not illuminated.
Oversized wing mirrors a welcome feature.
The cargo area is quite small, but has a false floor that reveals a deeper well for extra bits and pieces.
There's no spare wheel.
Suzuki has fitted an all purpose information, audio and navigation screen in the central dashboard and it's quite easy to use.
This high end SX4 also has automatic climate control,keyless entry and start.
The car I drove was fitted with the now almost commmonplace CV belt drive transmission.Under hard acceleration the engine revs flare before the car catches up, as is the case with most of this  type of gearbox. Once used to the sound and feel, it's a perfect match.
The SX4 has manual override paddles on the steering column, and you can self select a range of gears with the console shift lever as well. The SX4 is driven by the front wheels with the rear pair joining the powertrain when the terraIn gets rougher. A button on the console allows you to select two wheel or all wheel drive, as well as an auto  position for the gearbox to decide which ratios and wheels should be driven, depending on the conditions. 
Suzuki's build quality is excellent. A well proven tester's benchmark is how the doors of a car sound when being shut.
The SX4's  delivered a solid satisfying thud, in fact better than some more expensive vehicles of my experience. Nothing tinny here!
The SX4 on test is the top of the range, and while not the last word in luxury, for under thirty thousand dollars  there's enough to please most people.
If you are in the market for a zippy, practical, comfortable, all purpose vehicle for any age group,the SX4 is most definitely worth a look.
It performs well as a city runabout,yet is equally at home on the open road.
Peter Sellen 

Ford Kuga Titanium AWD TDCi

Unusual name, but a remarkable vehicle, that has set some new standards in refinement and value for money in the medium SUV segment.
Ford's Kuga, is built on the Focus platform, and is just about right in terms of size and user friendliness.
Entry is easy with the seat hip height perfect for most people.
Interior space is slightly smaller than last week's RAV 4, but it will be more than adequate for owners.. 
The cargo area is also useful, though not as large as some.
The grippy, tactile, textured, leather bound steering wheel feels marvellous, and is adjustable for reach and rake. Just two and a half turns lock to lock, operating with just the right amount of feel in the 'burbs and on the open road.
Buttons for cruise control, menus and sound system adjustment, are intuitive and fall readily to hand.
You will want for nothing on this $47 K Titanium spec Kuga. 
In fact it puts the similarly priced RAV4 Cruiser and others at the high end of the segment,in the shade for sheer volume of equipment.
The list is long. 
Active cruise control, that allows you to set and vary a distance from the vehicle in front,a lane departure warning that shakes the steering wheel if you drift out of a lane,(with adjustable sensitivity,) illuminated blind spot icons in the door mirrors, if you haven't checked to see if a lane is clear before moving over,heated power adjustable front seats,panoramic opening glass sunroof with electric roller blind for hot days,reversing camera,power tailgate with rear bumper foot "swipe" activation sensors,auto wipers and lights,sat nav and much more, including bluetooth connectivity,brilliant bi xenon headlights and auto dual zone climate control.
Self parking capability, headlamp washers, auto folding wing mirrors, keyless entry and start,fold away tray tables in the rear of the front seats and subtle mood lighting in the dashboard foot wells and doors,adjustable through a spectrum of colours and intensities, are a few of the other luxury and practical features.
The fascia controls are lifted straight from the Focus, and once familiar with the large array of buttons, works well.
According to my sensitive back and derierre, I would say the ride comfort is much better than some rivals. The front seats are a little narrow for my liking, but are very supportive nonetheless, not too hard or soft... just right.
The 4 cylinder, two litre turbo diesel powerplant has 120 Kw and a handy 340 nm of torque.
It's quiet and responds with some urgency, through a six speed automatic gearbox,especially in Sport mode.
However the fuel filler is inexplicably open to all comers. 
The outside cover doesn't lock with the car, and the nozzle entry tube has no screw down cap, just a spring loaded flap, that's easily accessible to anyone who wanted to damage the fuel in the tank with some foreign substance. I have never seen that on a car before. If the outside door is not lockable, then the fuel cap itself usually is.
Not here. A strange omission.
The turbo diesel Kuga is commendably quiet at idle and silent on the open road,a feature of  most modern diesels..you simply wouldn't be aware most times that there's an oil burner up front.There's some body roll in the bends but it's not excessive. An effectively positioned driver's "dead" pedal to rest the left foot is also a welcome addition.
Snazzy 19 inch alloys complete the package.
On sale for just a couple of weeks at the time of writing, almost 400 have been sold nationwide.
Very impressive Ford. 
The Kuga is sure to become one of the best sellers in this market, and Ford will be hoping it's enough to ultimately lure buyers away from other brands.
Peter Sellen

Toyota RAV 4 Cruiser AWD

Little did Toyota know when if created the RAV 4 almost 20 years ago that it would spur a host of imitators.

The RAV 4 converted thousands of people away from the traditional family wagon, by combining space, comfort, off road abilities and ease of driving. Overnight, it was the "must have" vehicle for families.

The latest generation of RAV 4 has grown physically in size from the previous iterations, and it still holds its own in the company of almost 30 new models from other manufacturers, in the crowded medium sized SUV market.

VFACTS numbers show It remains the second most popular buy in its class.

The RAV 4 on test here is the top of the range AWD Cruiser, equipped with most things you'd find at the upper end in this segment, including auto wipers and headlights, heated leather front seats, and power operated tailgate.(Although  it doesn't have the sensor under the rear bumper that opens the tailgate for shoppers juggling purchases,with a swipe of a foot , like the new Ford Kuga to be tested next week.)

Cargo space is generous, although the floor in the rear is raised a few centimetres when the car is specified with  a full sized spare, giving an uneven surface. The problem is resolved if a space saver wheel is used.

Other features include integrated reversing camera,audio/navigation/and bluetooth functions in a central screen as well as a sunroof and roof bars.

The RAV here has a manual six speed gearbox, an unusual choice in this market as most buyers will choose the auto. 

Toyota says only 20 percent of customers  favour the manual gearbox.

The 2.2 litre engine in this car loves to rev and it will leap forward urgently when you're in a hurry.

Economy averaged around eight and a half litres per hundred kilometres which is reasonable. Sixth gear is really for the highway only. 

Around town it's a tad too tall, but fifth is fine at 60kmh.

There's plenty of torque when unladen, but a full complement of passengers and luggage blunts the performance.

There's only so much you can do style-wise in these vehicles, and the RAV looks the part with a pleasing shape, that's trying not to look "boxy." 

Others in the class such as the KIA Sportage and  Range Rover Evoque, push the envelope in this area, resulting in poor rear and side visibility from a low sweeping roofline and narrow windows.

No such issues with the RAV, there's plenty of vision all round.

My black RAV test car had a light caramel coloured interior, on seats and fascia, which I didn't mind.

Research has shown that the lighter cream/butterscotch/ interior shades imply luxury,even if they are more difficult to clean than darker colours.

No issues either with the ride and general comfort..the seats are well shaped and comfortable, and the car rode well over most surfaces.

Compared to others in its segment, the interior could best be described as plain.

The central instrument cluster/screen,lifted from the new Corolla, is functional, but rather austere.

While the RAV Cruiser is good at what it does, it's a big ask for the privilege at the premium end of the range, priced at almost 50 thousand dollars.

If you can do without the extra gadgets, the cheaper RAV 4s are also worthy of an extended test drive, and will provide just as much enjoyment.

Peter Sellen