There are a few cars that I am reluctant to return after a week of test driving and the latest Renault Clio RS is one of them.
The French car maker has had an uneven history in Australia, pulling out of the market and returning a few times over the past few decades, but the company is today hitting all the high notes with a range of desirable models.
Sporty cars and motor sport are in Renault's DNA, from the Gordini/ Alpine and 16TS models of the 1960s and 70s, to today's crop, Renault still has what it takes to satisfy drivers looking for a performance edge.
The Clio RS fits that bill perfectly.
The new car is slightly larger than before, and there's a good deal of space for four occupants.
Its powered by a one point six litre turbo charged engine producing147kw and 240 nm.
With a proud history of making championship winning engines in Formula 1, that know how is on full display in the Clio.
Renault so keen to show off the RS powerplant that it's deleted the obligatory plastic cover for the motor, choosing instead to leave all the mechanical gubbins in full view, and there's a lot in there to take in!
Pleasingly, there's a gas strut to hold up the bonnet.. no cheapo do it yourself metal rod here folks.
Given its head on the open road, the RS slams you back in your seat and rockets along with an exhilarating throaty growl from beneath the bonnet. With Sport selected, the swift acceleration is accompanied by rorty pops from the exhaust with each change in the six speed dual clutch auto/manual transmission. It's a real hoot.
In fact it's just as much fun as the slightly larger 2 litre Golf Gti, but at less cost.
Average fuel consumption is just over 6 litres per 100 kilometres.
The steering is precise and pin sharp, and even though the RS rides on low profile 18 inch 40 series wheels and tyres, the ride is surprisingly compliant over most urban ruts and bumps. Yes folks, a hot hatch that's actually comfy to boot!
The heavily foam bolstered seats are among the most comfortable I have experienced, holding the driver perfectly in place along tight winding roads.
Highlights of red/orange stitching in the seats and colour accents elsewhere in the cabin including red seatbelts, let you know the Clio RS is a car that wants to play.
Finding the right driving position is easy, with the steering wheel adjustable for reach and rake. The dashboard is simple, and uncluttered, and there's keyless entry and push button start.
The main dials consist of a large digital speedo, flanked by tachometer and fuel gauge.
Gear changes are effected using the prominent steering wheel paddles, or the console lever.
However the Clio could do with brighter headlights.
They are not powerful enough. A change to halogen or bi xenon globes would be one of the first things I would do as an owner.
There are a couple of French quirks in the Clio.
The button for Sport mode is buried in between the front seats, as is the switch for the cruise/speed limiter control, and the three console cup holders and too small and shallow to be really useful.
The RS certainly looks the part...the brilliant pearlescent yellow paint job on the test car drew many admiring glances, as did the black alloys and red disc calipers. This is one car that's anything but anonymous.
I liked the twin rectangular exhaust outlets, they added to the Clio's aggressive look.
The RS is a four door car, but the rear pair are somewhat disguised by virtue of hidden door handles in the C pillar.
The test car did not have a reversing camera nor warning beepers, but they are available.
The Clio RS is fun, stylish,exciting, and comfortable, a car you could easily live with every day.
You definitely won't be able to stop yourself constantly unleashing it along your favourite challenging road.
At around 37 K it undercuts several rivals in the hot hatch market including the VW Golf Gti, while delivering similar driving thrills.
Good work Renault!
Peter Sellen
The Toyota Land Cruiser Prado has long held the mantle of the most popular SUV in its class in Australia.However the Prado's reign is coming under serious attack by rival offroader Jeep.
The Prado had an 18% market share for March 2014, but the Jeep Cherokee is fast catching up with 14.5% share, thanks to an ongoing aggressive marketing campaign.
In March, Jeep sold just under 1400 Cherokees and Prado 1700.
While the Prado has seven seats, the Cherokee has just five, but that doesn't seem to matter to a lot of buyers, who don't need the extra seats, nor the rugged Toyota's off road capabilities..
This is the Prado Kakadu, the most expensive model at around 93 K.
It's jam packed with features that justify its price tag.
For example, other SUVs with seven seats require a bit of manual fiddling with levers and straps to raise the rear pews. The Prado's are electrically operated by buttons next to the second row of seats. Another set of the same buttons can be found next to the tailgate door.
The seats raise in about 30 seconds or so, but as always, the leg room is tight and seats six and seven are suitable for small children only. You also get a sunroof, blind spot warnings in the wing mirrors, active radar cruise control, a console coolbox to keep your drinks and other chilled items in,sat nav, and headlight washers. The test Kakadu also had side steps for easier access to the cabin.
The Prado's steering is direct and quite firm, but not overly so. You'll know you're driving a fairly hefty vehicle.
Fully adjustable rear air suspension keeps the Prado ride height at the desired level and tracking truly on any surface.The bright bi- xenon headlights are automatically adjusted according to passenger and luggage loads.
I found the low beam setting quite high, bordering on the spread of a normal high beam, that seemed to almost dazzle oncoming traffic at night. I trusted they would adjust and they did, but I still had doubts they were not bothering other drivers.
In comfort mode the Prado's ride has a floaty feel to it, which I didn't find objectionable and bumps were absorbed with ease. If you need to corner a bit more enthusiastically, the sport mode stiffens everything up. Considering its bulk, the Kakadu handles most corners without drama or too much body roll.
There's plenty of power from the three litre four cylinder turbo diesel....127 kw and 410 nm. Even hauling its 2240 kg weight the Prado doesn't disgrace itself away from the traffic lights. The engine is not as quiet as some in the segment while driving around town, but on the highway it is relatively silent.
Economy is pretty good, averaging just under 9 litres per 100 kilometres, giving a range of around 1700 kilometres from its 150 litre fuel tank.
Driver and front passengers have the traditional "commanding" view over the vast bonnet.
The large and chunky central console has been redesigned and is filled with easy to access and understand buttons for traction adjustment, climate control and entertainment functions. The sound system is good and also includes, as other vehicles have in this blog, a digital radio. This one is from JBL and feeds into 17 speakers.
The front and rear seats are heated and the driver's has two position memory settings. They are very comfortable and few would complain about the multitude of adjustments available. When leaving the Prado the electronically adjustable steering wheel slides closer to the dashboard to make exit ( and entry) easier. There's also keyless entry and start and numerous other comfort, safety and convenience features.
The Prado is quite a large vehicle and care needs to be taken when selecting a parking spot. A reversing camera and warning sensors make the job a bit less fraught.
Style remains a matter of taste.
The Prado has changed very little in its model cycle.
The new model has revised headlight and taillight designs and a new grille incorporating daytime running lights. Approaching the Prado at night, with the keyless entry fob in your pocket, all the interior lights come on and the entire underside of the vehicle is also flooded with light. I've seen puddle lights before, but never as extensive as those on the Kakadu!
To keep the youngsters amused on long trips, the Kakadu has a 9 inch drop down screen in the cabin ceiling for DVDs and other games. Headphones are supplied so other passengers aren't inadvertently entertained as well.
The Prado has won numerous awards since its introduction some years ago now,and it deserves them all.
But it remains to be seen if it can hold on as the segment sales leader until a completely new version arrives and that 's some way off.
In the meantime, larger families will appreciate the extra seats and the ability to go to the "back of Bourke" and beyond in style and comfort that the Prado, especially the Kakadu model offers.
Peter Sellen.
It's been absent for a while, but Lexus has finally reintroduced the ES model range, and it's a welcome addition. The long wheelbase ES 350 is everything a luxury car should be. Big, stylish, imposing, quiet and comfortable, a marvellous interstate cruiser.
In fact you will struggle to find a car that's quieter. On the move there is no wind or road noise. Bumps and road irregularities are barely noticed, such is the poise of the suspension.
The ES 350 is not a heavy car, at just over 1600 kg, and is relatively nimble when pushed through the bends. There's not a great deal of steering feel however.
Most owners will leave the suspension adjustment in Normal, but there's also a Sport and Eco mode should you want to try those.
At 60 kmh in the suburbs and at cruising speeds you could almost hear the proverbial pin drop in the cabin.
The electric windows rise and fall rapidly with an eerie silence, and the power boot lid operates in a similarly muted fashion.
The 3.5 litre V6 is also amazingly quiet, producing 204 kw and 346 nm. Even when the throttle is floored there's barely a murmur from beneath the bonnet. The six speed automatic gearbox swaps cogs unnoticed.
There are no steering wheel paddles for manual gear shifts, just the console lever, which is fine, the ES isn't a racing car..
The boot is large but quite shallow. There's also a full sized spare in there.
I like the shape of the new car, and its distinctive front grille treatment. There's no shortage of leg room in the ES, even with the driver's seat adjusted for my 183 cm height, there's still plenty of room behind. The driver's seat moves back automatically for easier entry and exit.. a good idea.
You can really sprawl out in the rear seats in 1000 mm of space, rivalling an S class Mercedes or Skoda Superb.
Rear seat passengers get their own seat heat adjustment, access to audio controls and he rear window sunblind as well, in the central armrest. They also get their own ventilation outlets. The ES 350 has a foot operated parking brake, which owners will get used to. The system is not my favourite, I prefer the electronic auto release/engage type, or handbrake lever.
The extremely comfortable front seats are heated and ventilated, and electrically adjustable. There are three memory positions for driver and front seat occupant.
Lexus is renowned for its build quality and everywhere you look or touch in the interior has a premium feel about it.
Generously padded armrests on console and doors help you settle in for long hauls, and the 15 speaker 835 watt, Mark Levinson sound system is among the best, although the digital radio is not quite as impressive as that fitted to the recently tested BMW 5 series and X5 M.
With Lexus it's all in the detail. There are sun blinds for the rear doors and even the tiny quarter window next to the C pillar has it's own sunshade. An electrically operated blind takes care of the rear window. A sunroof is standard.
There are blind spot warning images in the wing mirrors, and a snazzy Lexus clock in the well designed dashboard.
There are numerous interior lights both overhead and in the foot wells as well as downlights in the wing mirrors. With the keyless entry system, they all light up when you approach the car at night. It's a nice welcoming touch.
There's also active radar cruise control, and Park Assist sensors as well as a reversing camera.
However there are some things left out that buyers might expect at this price point.
Self parking is a feature found on many cars these days including the VW Golf and Ford Focus. The ES 350 doesn't have it. It also doesn't have the now common idle /stop fuel saving feature.
Nor does it have auto door locking, or auto wipers, but headlight operation and rear view mirror have auto settings. The xenon headlights themselves are penetrating and dazzlingly bright on either low or high beam.
The centre console "mouse" does all the work to navigate through various car functions on the large 8 cm screen and it's easy to use.
At around 85 K the Lexus ES 350 Sports Luxury is about the same price as some C class Mercedes Benz.
In many respects it is just as good.
Peter Sellen
FirstIy, let me say I like the shape of the new Mazda 3 hatch, it has curves in all the right places and looks very modern and up to date. It's also a bit larger than the old model and in sedan form, almost rivals the bigger Mazda 6. I had to look closely at the boot badge when I saw one recently to work out which model it was.
The only drawback to such an avant-garde look, is poor rearward visibility.
The 3 is not alone here, many modern cars have this issue, and that's why reversing cameras have become so common.
Considering it's an entirely new model, the Mazda 3 is surprisingly, not all sweetness and light.
The ride is very disappointing. Like the Mazda 6 tested elsewhere in this blog, the suspension is just too firm and uncompromising.
On anything other than a billiard table smooth road surface you are jiggled and shaken about in the cabin far too much. Even the excellent supportive seats do little to diminish what should be a more comfortable experience.
Mazda says it has changed the suspension geometry and installed firmer bushes in the setup. In my view that was not a good idea.
Comfort has been thrown out the window.
There's no question the 3 corners very well with little fuss and sits nicely flat, but some buyers might not appreciate the overall harshness of the ride. It could even be a deal breaker.
Drive one down your average uneven, mildly rutted suburban street and you will quickly see what I mean.
The old Mazda 3 bugbear of tyre noise in the cabin remains in the new car. The drone from the rubber on the road is very noticeable, even at 60kph with all the windows closed. Perhaps it's the tyres themselves, I don't know, but even having the radio on fails to alleviate those aural issues. At highway speeds on course chip surfaces (most roads in Australia) the din from tyre roar is quite unpleasant.
But moving on...the 2 litre " Sky Active" engine is sweet and like Hondas, loves a good rev, becoming quite vocal in the upper rev ranges. It produces 114 kw and 200nm of torque.
Paddles on the steering wheel allow for instant manual gear changes in the six speed auto gearbox when required and they fall easily to the fingertips.
The Touring level of kit doesn't include keyless entry. The door open and lock functions remain on the key fob. Once seated, the start button works with the key in your pocket or bag.
The i- stop fuel saver that cuts the engine and automatically restarts it when stopped at intersections, is a feature found on many cars and it does help keep the economy down to an average of about 5.8 litres per 100 kilometres.
I liked the cream two tone leather seats in the test car, they are really very good and their colour, a pleasant happy change from the dark trim found in other cars.
The front doors have no pockets for storage, just a slot for a drink bottle.
The 7 centimetre central information screen is non retractable and looks a bit like an afterthought, but it's large enough and user friendly enough to be useful.
Mazda has taken a leaf out of the Audi/BMW/Mercedes control playbook. A console mounted "mouse" allows the driver to select various functions.The audio volume knob is next to it, with steering wheel audio adjustment as well.
Happily, the new 3 is loaded with kit.
This Touring model comes standard with an impressive 6 speaker sound system, reversing camera, satellite navigation, auto dimming rear view mirror, blind spot sensors in the wing mirrors and all sorts of connectivity plugs.
Up spec models get even more "fruit" including a heads up speed display for the driver, lane departure warning system, sunroof, radar cruise control, forward obstruction warning, rear cross traffic alert and a premium Bose sound system.
The 3's headlights get my tick of approval, bright and with good depth and spread, although the taillights are quite small compared to the large dazzling designs found on other vehicles.
The Mazda 3 Touring hatch is priced around 25K.
The Mazda 3 is constantly being compared to the segment's benchmark VW Golf, and in most reviews the Golf tends to edge out the 3 for overall refinement.
I would most certainly agree with that.
Still, thousands of Australian car buyers can't be wrong, can they?
In 2011/2012 the Mazda 3 was Australia's top selling car.
The 3 is today still selling well.
Almost four thousand found homes in February 2014, taking a 22% market share, about 650 more than the nearest most popular in the segment, the Toyota Corolla.
However in March the Corolla overtook the Mazda 3 by 500 sales,4086 to 3587.
Despite the abovementioned NVH (noise, vibration and harshness) shortcomings, this new model could help the 3 fight back.
Peter Sellen
For the uninitiated Australian car buyer, the Skoda car company is something of an unknown quantity, but with strong advertising campaigns and sponsoring of events like the cycling "Tour Down Under" in South Australia, its brand awareness is becoming much better.Skoda has been in the car making business for more than100 years and is today wholly owned by the Volkswagen Group.
Skodas are made in the Czech republic and are renowned for their build quality and reliability. Last year the company sold more than a million cars around the world.
Slowly but surely the brand is becoming more popular here in Australia, sold around the country in dealerships that also sell VWs.
Customers often remark about the Skoda's value for money when comparing similar Skoda and VW models.
The Skodas are as a rule, less expensive but just as good as the Volkswagen equivalent.
This is the Octavia Elegance 110 TDi wagon.
When it first went on sale in 2008, I thought the Octavia's styling was a little too bland, and almost indistinguishable from everything else on the road.
That's all changed however with the latest model. Sharp crease lines on each side of the body and redesigned front grille and rear end have lifted the Octavia's visual appeal.
Its clean crisp lines make it a smart, styling standout.
The Octavia's engines and other mechanicals are all VW sourced.
The 2.0 litre turbo diesel in the wagon on test here is a beaut and will be familiar to anyone who's driven the VW version. 110kw and 320 nm. combined with an fuel consumption average of just under 5 litres per 100 kilometres.
Loads of torque and almost silent operation add to the driving experience. At highway speeds the Skoda is a very pleasant and quiet place to be.There are no gear shift paddles on this Elegance model, but the console shifter for the DSG box is easy to use, and in Sport mode the Octavia is a really swift performer. On steeper downhill runs the DSG box will change to a lower gear unassisted, to give extra engine braking.
The ride is a little on the firm side but I could live with it. It only slightly loses composure over really rutted roads.
The Octavia's underpinnings owe much to the VW Golf, and as such the handling through bends is exemplary, neutral and well controlled, with good feel through the wheel.
Doors open wide for easy entry and exit, and they all close with a satisfying thud. Once inside you'll be impressed with the space.
Plenty of leg and headroom for all occupants, and an easily adjusted driver's position thanks to a reach and rake steering wheel.The dashboard layout is neat. Everything falls easily to hand, and the white on black instrument faces are easily read, day or night.
There's ample padding for arms and elbows and even the handbrake lever has a padded leather grip.
This Elegance model, comes with very comfy leather seats, sat nav, Bluetooth connectivity, and a reasonable sound system. There's no reversing camera, but a pictogram of the car instead, with warning beeps and animation if you're too close to an object when parking.
Opening the front doors at night reveals a red safety light in the lower edge, unlike even some luxury cars that make do with a square of reflective tape. The heated wing mirrors fold when the car is switched off and also contain puddle lights. It's all in the detail folks.
The cargo capacity is enormous, plenty of room for large loads, four hooks for shopping bags,and there's a full sized spare beneath the floor.
There's even the option of self parking and lane assist, similar to the recently tested E class Mercedes. Lane assist gently steers the Octavia back on track if the car starts to wander off line. Not too shabby for a 40 K car.
Quality is not an issue with Skoda vehicles. The latest global customer satisfaction survey by the influential JD Power, has the Skoda Superb, Octavia's larger sibling, named as the best in the world in terms of quality and reliability, followed by the Skoda Yeti, ahead of Jaguar's XF. By the way, the Superb was once awarded UK Top Gear Magazine Car of the Year. The previous winner was a Bentley. High praise indeed!
The Superb remains one of my favourite vehicles and the smaller Octavia is also well up on my list of cars I wouldn't mind owning. If you need more performance, Skoda has that covered as well, with its RS models in sedan and wagon.
The petrol RS is a Golf GTi underneath and there's also an RS TDi if diesels are your go. Not a bad selection. If you're looking for a Camry/Accord/Cruze sized family car, don't forget to also stop at the Skoda shop. Prices start at 23K for the base model sedans.
I'm confident you'll be both surprised and impressed.
Peter Sellen
As people movers go, Honda's Odyssey is one of the longest serving and most popular of the type.
With many buyers choosing multi seat SUVs as their family transport, sales of the traditional multi seat people mover have taken a bit of a back seat recently.
The Odyssey is one of very few vehicles that offer seating for eight people in reasonable comfort.
There are acres of sprawling room inside the cabin, as the body has been widened and is now taller than previous iterations.
Considering its purpose in life, it's still good looking vehicle, despite being chunkier than before. Head and leg room even in the third row( which will seat 3 adults) is excellent. Access to the cabin is good.
On this base model the offside sliding door is manual only, but the kerbside one is electrically operated either by the key fob or a switch near the driver's right knee. Both sliding doors on the up-spec L model are power assisted.
In both variants the large windows in the sliding side doors open,adding to the airy spacious feel of the cabin.
The rearmost seats tilt and fold into the cargo floor for a reasonably large carrying area, and even when all seats are in use there is still enough space for a few items of soft luggage.
Second and third row seats get overhead air conditioning vents. The base model has a fiddly satnav setup that requires cables and attachment to your mobile phone to work. A clumsy and untidy arrangement, resolved if you buy the more expensive Odyssey which has all those features built in to the information screen.
The seats themselves are covered in olde world velour fabric, and are reasonably comfortable but lack side support when cornering. Front pews have fold down armrests.. a good idea on long hauls. Honda has replaced the fold out tray between the front two seats with a sliding one that emerges from below the gear lever. For the thirsty, there are ten cup holders scattered about the "walk through" interior.
Honda's dashboard layout is simple, with a large speedo in front of the driver flanked by a linear tachometer and fuel gauge. But Honda, I think the days of fake wood trim are long gone. It does nothing to improve the interior ambience.
The steering column is adjustable for reach and rake and it was easy to get a comfy driving position.
The new Odyssey is powered by a 2.4 litre petrol engine mated to a CV transmission.
Honda engines are known for liking a good rev to get properly going and this one is no different. It's redlined at just under seven thousand rpm. There's a fuel saving stop/start feature. Average fuel consumption is just under 8 litres per 100 kilometres.
With 129 kw and 225 nm of torque, acceleration is leisurely,especially with a full complement of passengers on board. The CVT is an acquired taste, when driven hard it revs almost to its maximum, while the speed catches up. It sounds like a slipping clutch in a standard manual gearbox. It works just fine however and owners will get used to the unique characteristics. The central gearshift is located at the base of the instrument panel and there are steering wheel paddles as well if you prefer.
The suspension on the Odyssey when empty, is a little skittish and clunky over suburban ruts, and even when fully loaded does not deliver a very compliant or smooth ride.
The previous model was a joy to throw into corners, but thanks to more bulk and changes to the suspension the new Odyssey is not as happy when enthusiastically driven.
The headlights, as I have found on many other cars, are simply not good enough. In poorly lit urban streets their dull yellow glow barely lights the way for more than a few metres, and high beam is almost as weak.
The latest Odyssey is not as car-like or driver friendly as previous models.
Still, if you have a large tribe you need to transport, the 8 seat Odyssey, priced from 39K could fit the bill.
It's not bad value and has enough features to satisfy.
Peter Sellen
Recent convert to diesel power with its fine, well equipped and sporty Civic diesel, Honda has now entered the small SUV market with its second ever oil burner, the CR-V DTi-L.
The 2.2 litre CR-V diesel has a useful 110 kw and 350 nm of torque.
That's more than enough to haul five occupants and their luggage with ease. The engine has very little diesel rattle at idle, and anything above 60 kph is commendably quiet, up with the best from other makers.
The CRV has oodles of room inside, with such niceties as heated leather clad front seats.( The driver's pew has a two position memory and eight way electric adjustment.)
The overhead sunglasses holder doubles as a convex mirror above the main one, so drivers can keep an eye on the kids in the back seat without turning their head, and a steering wheel adjustable for reach and rake.
The dashboard layout is large and easily read, and visibility is excellent thanks to large glass areas.
The rear seats fold down using a couple of handles in the cargo area. It's one of the easiest to operate in this class.Pull them and the seat back tips forward, at the same time flipping the head restraints downwards out of the way, while releasing the seat squab to an upright position.The seat back then forms a large, flat cargo surface. It's a very smooth one touch system and will be welcomed by those used to struggling to change seat configurations on other SUVs.
For passengers there is a multitude of door pockets and other cubbies for small items, two 12 volt power sockets are handily placed and the central console lid and armrests have reasonable padding.
At night there are pale blue puddle lights in the front doors to guide your way. The CRV has bi xenon headlights with an active cornering system that turns the lamps to light up more of the kerb, reversing camera with sensors front and rear, keyless entry and start and 18 inch alloys. Honda has thoughtfully provided a full sized spare wheel.
So how does it drive? The CRV is by its very nature a workmanlike vehicle and that's not a bad thing.
As mentioned earlier, acceleration is brisk off the line, and engine noise is well muted once under way. There is a slight whine from the diesel on take off, but it's only audible with the windows down. You should get around 800 kilometres from a 58 litre tank in city driving and a few hundred more on the open road. Average fuel consumption, city/highway, is 6.7 litres per 100 kilometres.The five speed automatic gearbox shifts smoothly, and can be operated with the now common steering wheel paddles. There's also an ECO driving mode, than indicates when you are driving with fuel consumption in mind.
The seats are comfortable and the suspension is about average for the class. Small bumps are barely felt, but larger ones are not absorbed as well as I had expected.
However having said that,I often give my test cars the speed hump challenge, driving over the "traffic calming" devices a little faster than the advised 20kph..
I can report that hitting one at 60 in the CRV is almost unnoticeable, the suspension smoothly absorbed the interruption without tossing the occupants through the roof.
A good example of what to expect if you ever venture off road in your CR-V DTi-L.
The CR-V tackles corners well enough, with a touch of understeer. It's not a benchmark performer in this respect but will satisfy most owners. Steering feel is good, not too light or heavy. I have driven petrol CR-V variants with similar equipment and features, but for economy and torque you can't go past the diesel.
Honda sold 800 CR-Vs in Australia in February, about half of Toyota's RAV4 and Mazda's CX5 figures, of 1600 and 1700 respectively.
The CR-V DTi-L priced around 45K, is a welcome addition to the Honda stable and it's well worth a decent test drive. (Try the speed hump test.)
Peter Sellen
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