ecocar issue 13
DESCRIPTION
Australia's Guide To Eco Friendly, Fuel Efficient CarsTRANSCRIPT
AUSTRAL IA ’S GU I DE TO ECO FR I ENDLY , FUEL EFF I C I ENT CARS
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N 1836-4500
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.au
Issue 13 Decem
ber / January 2012
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13 DE
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2012
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U $7.95 N
Z $8.95
Australia’sEco Friendly
Best Looking Car is also
™
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SMARTGE
T
It’s nine years since the first smart went on sale in Australia. Can it still appeal? Chris Mullett climbs aboard
It is a strange admission to make, but up until recently I’ve never actually driven, or even sat in, a smart. Whether it was powered by diesel or petrol engines, turbocharged, supercharged or just plain electrified, somehow the smart always managed to pass me by.
Admittedly, the design of the smart has never really floated my boat, and, as I studiously avoided getting too close to one, it was a decision with which I was quite comfortable, believing that I hadn’t actually missed much in my life by not experiencing a smart in the flesh.
But that was before the Melbourne Motor Show this year where a smart, in bright orange, managed to distract even the most dedicated Benz AMG high performance devotee. There it was, in all its Jaffa-like glory, sticking out like a Greens’ senator at an Indonesian abattoir.
Ironically, the ever omnipresent media machine that drives the Mercedes-Benz media division, coincidentally made a booking on my behalf to experience my own personal smart, even arranging for it to be waiting for me at Sydney airport as I landed after yet another enjoyable day experiencing airline food and terminal delays.
As dusk fell, at peak hour on a Friday evening, I sought out my smart, only to find it hiding behind a power pole in the Airport Express car park. A brief introduction and I was away, heading with some serious trepidation for the M5 Westbound, the Hume Freeway, and an evening of battle with B-doubles, snow bunnies heading for a weekend break (perhaps literally) on their skis, plus the generally disgruntled additional raft of commuters looking forward to a weekend at home.
Dicing with a string of B-doubles running at 62 tonnes, and wanting to cruise at 100 km/h is an interesting experience for a smart driver, made even more memorable by the option of being able to eyeball a Michelin steer tyre under the front of a Kenworth cabover at very close distance.
TESTED
20 ECOCAR ISSUE 13
SMARTGE
T
It’s nine years since the first smart went on sale in Australia. Can it still appeal? Chris Mullett climbs aboard
It is a strange admission to make, but up until recently I’ve never actually driven, or even sat in, a smart. Whether it was powered by diesel or petrol engines, turbocharged, supercharged or just plain electrified, somehow the smart always managed to pass me by.
Admittedly, the design of the smart has never really floated my boat, and, as I studiously avoided getting too close to one, it was a decision with which I was quite comfortable, believing that I hadn’t actually missed much in my life by not experiencing a smart in the flesh.
But that was before the Melbourne Motor Show this year where a smart, in bright orange, managed to distract even the most dedicated Benz AMG high performance devotee. There it was, in all its Jaffa-like glory, sticking out like a Greens’ senator at an Indonesian abattoir.
Ironically, the ever omnipresent media machine that drives the Mercedes-Benz media division, coincidentally made a booking on my behalf to experience my own personal smart, even arranging for it to be waiting for me at Sydney airport as I landed after yet another enjoyable day experiencing airline food and terminal delays.
As dusk fell, at peak hour on a Friday evening, I sought out my smart, only to find it hiding behind a power pole in the Airport Express car park. A brief introduction and I was away, heading with some serious trepidation for the M5 Westbound, the Hume Freeway, and an evening of battle with B-doubles, snow bunnies heading for a weekend break (perhaps literally) on their skis, plus the generally disgruntled additional raft of commuters looking forward to a weekend at home.
Dicing with a string of B-doubles running at 62 tonnes, and wanting to cruise at 100 km/h is an interesting experience for a smart driver, made even more memorable by the option of being able to eyeball a Michelin steer tyre under the front of a Kenworth cabover at very close distance.
GET SMART
ECOCAR ISSUE 13 21
SMART There are times when you wonder if the smart will actually fit between the front wheels and under the bull bar, or whether, with a friendly nudge, my smart might just settle itself on the lower rung of the bull bar and cruise effortlessly, without even using fuel, down the Hume for the 130 kilometres it takes to reach, what I call, home. A sort of three-dimensional Mercedes-Benz mascot surrounded by a polished aluminium bull bar and a plethora of super-sized driving lights.
Actually, I needn’t have worried. Once the initial feeling of thinking I was auditioning for a role in Alice in Wonderland wore off, and I’d come to terms with probably not being the smallest being in the district, I started to enjoy the smart. And what a surprising car it turned out to be.
We’ll start with how one actually climbs into a smart. The door opens wide, the roof line is surprisingly high and, even at 1.87 metres tall, I can access the cabin without any discomfort or demand to limbs, for a level of articulation not experienced since my late teens.
It’s a strict two seater, but there is a little luggage boot in the rear that would probably absorb most of the weekly Woolies shopping bags. Maximum power of 52 kW comes in at 5,800 rpm, and, with peak torque of 92 Nm rated at 4,500 rpm, you’d expect all the action to occur high in the rev range, especially as you can only draw on three cylinders to provide the effort. With a cubic capacity of 999 cc, there’s a single-plate clutch matched to a five-speed automated manual gearbox, which can be driven either with the selector in A for automatic or by wiggling the gear level forward or backwards as a tiptronic. There’s also a third option for changing gears, that of flappy paddles on either side of the steering column. Whatever way you choose of changing gear, you’ll do it without the benefit of a clutch pedal.
I’ve driven any number of cars in recent years with flappy paddles, and, after the initial trial and settling in period was over, have never bothered using them again. Driving a smart and getting the best from it is different from a normal car, as I found I used the paddles every time I drove it, as they actually give a smoother gear change and better control over the power delivery.
Left to its own devices, in Auto, the transmission tends to take its time changing, and there’s a noticeable delay and slight lurch forwards, and then backward, as the power comes off and then back on again after the ratio swap. Using the paddles when driving in town, and with
It looks tiny but packs in a huge amount of appeal for two seats and enough space for the shopping. It’s definitely a town car only so don’t
dice with B-doubles on the highway.
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ZOOM ZOOMGOES SKYWARDS
Who would have thought that reducing emissions and increasing performance could easily be achieved by going back to engineering first principles?
Mazda is leading the way in the push for greener motoring by employing a new way of thinking, which they call SkyActiv.
The first car to benefit from the SkyActiv technology is the facelifted Mazda3, which was launched to the media in the sunny Victorian seaside town of Torquay. More on SkyActiv a little later.
As one of the most accomplished and best selling cars in its segment, it’s with little surprise that Mazda chose to leave the Mazda3’s design predominantly untouched with the facelift, instead focusing on revisions to the drivetrain and pricing alterations to help it stay competitive within the segment.
From the outside, the Mazda3 has been ‘nipped and tucked’ with revised headlights and a more sculpted look about the front bumper, for both aesthetics and aerodynamics. At the back, the rear bumper now protrudes 30 mm less to make loading easier and to improve aerodynamics. Other changes include minor wheel changes and a blue engine cover and blue rings around the headlight bezels for the SP20 SkyActiv.
Prices have dropped across the range, with the Mazda3 Neo now starting from $20,330 (a reduction of $1,000). The Maxx has been dropped, but the Maxx Sport remains and is priced from $24,490 (saving buyers $1870 over the outgoing model). Those after the ultimate in fuel conscious motoring will pocket $1870 in savings, with the Mazda3 Diesel now priced from $27,360 (still only available with a six-speed manual transmission).
The SP20 SkyActiv now fits in between the Diesel and SP25 and is priced from $27,990. Available only with a six-speed automatic transmission, the luxury pack is an additional $3,000. The SP25 sits at the top of the naturally aspirated tree, is now fitted with a host of new features, and starts from $31,490. Topping off the Mazda3 range is the rip-snorting MPS, which only comes with MPS Luxury trim and pricing from $39,490. The whole naturally aspirated range is available with a five-speed automatic transmission for an additional $2,000.
To help explain SkyActiv to the congregation of journalists, Mazda flew in Mazda3 Chief Engineer, Kenichiro Saruwatari. Mr Saruwatari had the delicate task of explaining the myriad of engineering changes to the Mazda3 that has seen fuel consumption drop by a staggering 25%, and power and torque increase by 4.6% and 6.6% respectively.
Mr Saruwatari explained that SkyActiv is a four-step process that will be implemented on all future Mazda models. As the Mazda3 is a facelift, it benefits from some of the more primitive changes. The first car to feature full SkyActiv integration will be the CX-5 SUV, which will hit our
Paul Maric reports on Mazda's latest SkyActiv technology
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ZOOM ZOOMGOES SKYWARDS
Who would have thought that reducing emissions and increasing performance could easily be achieved by going back to engineering first principles?
Mazda is leading the way in the push for greener motoring by employing a new way of thinking, which they call SkyActiv.
The first car to benefit from the SkyActiv technology is the facelifted Mazda3, which was launched to the media in the sunny Victorian seaside town of Torquay. More on SkyActiv a little later.
As one of the most accomplished and best selling cars in its segment, it’s with little surprise that Mazda chose to leave the Mazda3’s design predominantly untouched with the facelift, instead focusing on revisions to the drivetrain and pricing alterations to help it stay competitive within the segment.
From the outside, the Mazda3 has been ‘nipped and tucked’ with revised headlights and a more sculpted look about the front bumper, for both aesthetics and aerodynamics. At the back, the rear bumper now protrudes 30 mm less to make loading easier and to improve aerodynamics. Other changes include minor wheel changes and a blue engine cover and blue rings around the headlight bezels for the SP20 SkyActiv.
Prices have dropped across the range, with the Mazda3 Neo now starting from $20,330 (a reduction of $1,000). The Maxx has been dropped, but the Maxx Sport remains and is priced from $24,490 (saving buyers $1870 over the outgoing model). Those after the ultimate in fuel conscious motoring will pocket $1870 in savings, with the Mazda3 Diesel now priced from $27,360 (still only available with a six-speed manual transmission).
The SP20 SkyActiv now fits in between the Diesel and SP25 and is priced from $27,990. Available only with a six-speed automatic transmission, the luxury pack is an additional $3,000. The SP25 sits at the top of the naturally aspirated tree, is now fitted with a host of new features, and starts from $31,490. Topping off the Mazda3 range is the rip-snorting MPS, which only comes with MPS Luxury trim and pricing from $39,490. The whole naturally aspirated range is available with a five-speed automatic transmission for an additional $2,000.
To help explain SkyActiv to the congregation of journalists, Mazda flew in Mazda3 Chief Engineer, Kenichiro Saruwatari. Mr Saruwatari had the delicate task of explaining the myriad of engineering changes to the Mazda3 that has seen fuel consumption drop by a staggering 25%, and power and torque increase by 4.6% and 6.6% respectively.
Mr Saruwatari explained that SkyActiv is a four-step process that will be implemented on all future Mazda models. As the Mazda3 is a facelift, it benefits from some of the more primitive changes. The first car to feature full SkyActiv integration will be the CX-5 SUV, which will hit our
Paul Maric reports on Mazda's latest SkyActiv technology
ZOOM ZOOM GOES SKYWARDS
ECOCAR ISSUE 13 25
shores in the first half of 2012. The four-step SkyActiv process includes a base step of weight reduction to which are added the inclusions of i-stop, regenerative braking and, finally, electric drive.
The engineering team started by reducing friction and weight within the combustion chamber by adjusting the shape of the pistons, connecting rods and crankshaft. Multi-point injectors were also employed to produce finer atomisation of fuel as it enters the chamber.
Mr Saruwatari explained that the increase of compression ratio to 12.0:1 presented a knocking issue during development. This was overcome by creating a cavity in the piston crown that contains and promotes an even spread of the ignition flame, while resisting contact with the piston crown.Mr Saruwatari told ECOcar that while the Mazda3 SP20 SkyActiv features a 14.0:1 compression ratio overseas, our lower quality 91RON unleaded fuel meant that Mazda had to reduce the compression ratio to prevent knocking.
Other changes to the engine include a newly designed moulded plastic water pump impellor that reduces pumping losses and saves weight, along with i-stop, which switches off the car when it becomes stationary, to save fuel and reduce carbon emissions.
i-stop has been designed to rest the pistons in the most efficient restart position to reduce start time (.35 seconds) and vibration through the cabin. The system works very well, and becomes second nature once it is experienced a few times. It seems astounding that this type of technology is only just starting to become recognised, especially when you consider the amount of time you spend stationary in traffic.
The final piece of SkyActiv wizardry comes courtesy of a new six-speed automatic SkyActiv-Drive transmission. The transmission was designed to feature benefits of a CVT and a dual-clutch gearbox by increasing the torque converter lock-up ratio to 80%, in comparison to the 50% of the outgoing five-speed automatic. The advantage of increased lock-up is that the engine spends less time detached from the driveline.
The increase in lock-up time was coupled with clutch dampers, increased body rigidity (a benefactor of extra body weld points) and a rigid underbody brace bar.
The culmination of SkyActiv technology has resulted in four percent less road noise, an impressive coefficient of drag reduction of 0.2 (from 0.29 down to 0.27), a fuel efficiency increase of 25 percent, a 5 kW power increase and a 12 Nm torque increase.
Paul Maric reports on Mazda's latest SkyActiv technology
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For Megane hatch buyers, there’s a choice of three alternatives, each running with a 2.0-litre, four-cylinder, petrol engine. Two of the engines are calibrated to Euro 4 emissions levels and the remaining version is rated at Euro 5 levels. The differential between these three models is largely centred on the choice of transmission, with a six-speed manual joining the Euro 5 engine, and Renault’s continuously variable transmission (CVT), which is a joint venture with Nissan, coming on stream for the remaining two models, each varying by trim levels and known as the Dynamique and Privilege. The power and torque outputs between Euro 4 and Euro 5 vary by just one kilowatt, with 103 kW produced at 6,000 rpm and peak torque of 195 Nm rated at 3,750 rpm. Where the tightening up of emissions levels does make a difference, though, is with fuel economy, and the six-speed manual, coming in at 8.2 l/100 km, just fails to make the cut for
enault is currently reinventing itself within the Australian market, and it’s doing so with a mixture of product that originates from distinctly different areas in the world. For the Renault Latitude, the manufacturing is centred on Korea and the Renault/Samsung agreement, for Renault’s Fluence it’s again Korea that supplies product to our shores, and for
the Megane hatch it’s out of the East and into Turkey for its centre of manufacturing. Part of the rebranding has been to support the product range by providing a three-year/unlimited distance warranty, and while this is eclipsed by Korean manufacturers such as Kia and Hyundai, which both offer a five-year timeframe, it’s still good from an Australian perspective.
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French Pride
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For Megane hatch buyers, there’s a choice of three alternatives, each running with a 2.0-litre, four-cylinder, petrol engine. Two of the engines are calibrated to Euro 4 emissions levels and the remaining version is rated at Euro 5 levels. The differential between these three models is largely centred on the choice of transmission, with a six-speed manual joining the Euro 5 engine, and Renault’s continuously variable transmission (CVT), which is a joint venture with Nissan, coming on stream for the remaining two models, each varying by trim levels and known as the Dynamique and Privilege. The power and torque outputs between Euro 4 and Euro 5 vary by just one kilowatt, with 103 kW produced at 6,000 rpm and peak torque of 195 Nm rated at 3,750 rpm. Where the tightening up of emissions levels does make a difference, though, is with fuel economy, and the six-speed manual, coming in at 8.2 l/100 km, just fails to make the cut for
enault is currently reinventing itself within the Australian market, and it’s doing so with a mixture of product that originates from distinctly different areas in the world. For the Renault Latitude, the manufacturing is centred on Korea and the Renault/Samsung agreement, for Renault’s Fluence it’s again Korea that supplies product to our shores, and for
the Megane hatch it’s out of the East and into Turkey for its centre of manufacturing. Part of the rebranding has been to support the product range by providing a three-year/unlimited distance warranty, and while this is eclipsed by Korean manufacturers such as Kia and Hyundai, which both offer a five-year timeframe, it’s still good from an Australian perspective.
R
French Pride
FRENCH PRIDE
ECOCAR ISSUE 13 33
ECOcar of maintaining a combined fuel consumption figure of under 8.0 l/100 km. Both the CVT versions of Dynamique and Privilege make it under the limit, with a return of 7.9 l/100 km, which, in itself, is interesting as the CVT version adds an extra 65 kg to the tare weight. All the right level of safety features are included with each of the Megane options, with electronic stability, anti-lock brakes, emergency brake assist, dual front, side, and front/rear curtain airbags. You also get cruise control, dusk sensing headlamps and rain sensing wipers. Taking the higher spec alternative of the Privilege version adds leather trim and a leather wrapped gear knob and steering wheel, together with Sat/Nav and a higher level of audio system. You also get an electric glass panelled sunroof. One of the common features for all Meganes is the remote entry key, which, in the case of Renault, resembles a credit card and becomes extremely annoying through its square size
and bulkiness. Having inserted it in a slot on the dashboard, the driver still has to press a button to start and stop the engine.
The Sat/Nav system is mounted in the centre of the top of the dashboard, and although it looks as though it should recede into the dash at the touch of a button, it doesn’t, and is rigidly stuck in view, resembling a mini volcanic peak in an otherwise flat display. Although you’d like to press in the details through a touch screen, on this particular Tom Tom version it’s all accessed by a remote sender unit that sits in its own slot in the centre console. It’s another annoyance that need not be inflicted on the driver, making route selection unnecessarily complicated. Audio controls are column mounted on the offside of the steering wheel, and, unfortunately, again this seems to be making life more difficult, rather than easier, for channel selection. It’s not as intuitive as one might at first think, and changing wavebands is particularly tedious.
Renault focuses on reinventing its marque and increasing market share
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the PositiveAccent-uate
I Sydney was the location of choice for the launch of Hyundai’s latest model, the Accent. Market research conducted by Hyundai suggests that most Accent buyers will use their Accent within the city or just outside the city limits. Appropriately, the drive route led us through some tight Sydney streets and out to Sydney’s outer suburbs, in a bid to get a feel for the car in its native environment.
Following on from Hyundai’s other models, three variants of the Accent are available. The entry level Active, the mid-spec Elite and the top-spec Premium.
f you ever wanted to jump on board with a company that’s going places, Hyundai would have to be your first stop. The Korean manufacturer is ranked as the world’s fourth largest automotive manufacturer (when combined with Kia) and produces a staggering 4.5 million vehicles globally each year - that’s one car every seven seconds.
As the company’s largest export market outside of Europe, Australia means a lot to Hyundai. So it’s with little surprise that the Korean manufacturer aims to please with sharp pricing and styling that makes the Excels of yesteryear look like transport from the Stone Age.
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the PositiveAccent-uate
I Sydney was the location of choice for the launch of Hyundai’s latest model, the Accent. Market research conducted by Hyundai suggests that most Accent buyers will use their Accent within the city or just outside the city limits. Appropriately, the drive route led us through some tight Sydney streets and out to Sydney’s outer suburbs, in a bid to get a feel for the car in its native environment.
Following on from Hyundai’s other models, three variants of the Accent are available. The entry level Active, the mid-spec Elite and the top-spec Premium.
f you ever wanted to jump on board with a company that’s going places, Hyundai would have to be your first stop. The Korean manufacturer is ranked as the world’s fourth largest automotive manufacturer (when combined with Kia) and produces a staggering 4.5 million vehicles globally each year - that’s one car every seven seconds.
As the company’s largest export market outside of Europe, Australia means a lot to Hyundai. So it’s with little surprise that the Korean manufacturer aims to please with sharp pricing and styling that makes the Excels of yesteryear look like transport from the Stone Age.
w5ACCENT-UATE THE POSITIVE
ECOCAR ISSUE 13 37
the PositiveAccent-uate
The Accent builds on Hyundai’s new design language that presents sharp lines and defined curves. While hatches represent the greatest portion of sales in this segment, Hyundai has launched the Accent in both hatch and sedan designs, catering for buyers of both variants and there’s an extravagant colour palette on offer that features exciting colours.
At the front the headlights wrap around the side of the car and guide panel creases that run the length of the body. All variants (except the Active) come with fog lights that are uniquely built to fill the ‘J’ shaped fog light cluster.
The rear of the hatch is very i30-esque, featuring vertical tail light stacks and a tastefully high boot line. The sedan doesn’t lose any appeal with wrap around tail lights and a discrete boot lip spoiler.
Inside the cabin, passengers will be impressed with the look, feel and design of materials used throughout the facia. A minimalistic approach to the climate and radio controls allow for less time spent hunting for functions and more time spent watching the road.
As a self confessed computer and electronics nerd, I was impressed with the standard level of equipment throughout the range and, most impressively, the top-spec Premium variant.
All vehicles in the range benefit from Bluetooth phone connectivity and Bluetooth audio streaming (allowing you to stream music from your Bluetooth enabled device wirelessly), along with steering wheel mounted audio and telephone controls. Also standard across the range is an MP3 CD player with auxiliary audio input and iPod compatible USB connectivity. Sound quality is impressive and is directed via four speakers in the entry level Active and four speakers with two tweeters in the Elite and Premium.
Normally cars of this size lack leg and head room in the rear due to their inherent size and dimensions. Prepare to be amazed if you are a buyer who occasionally has to carry taller adults. Despite my taller stature and unconventional haircut, I still had ample margin between the top of my head and the roof in both the sedan and hatch. Leg room was equally impressive, with loads of space available even with the front seats pushed back.
The Accent hatch offers class leading cargo capacity of 370 litres, while the sedan is pipped by the Mazda2 sedan by four litres at 465 litres. Both cargo capacity figures are impressive and give you an idea of why people are happy to change from fuel-guzzling large cars to smaller cars like the Accent. The rear seats offer 60/40 split folding and three anchor points for child seats.
Priced from $16,990 for the five-speed manual Active, $18,490 for the five-speed manual Elite and $20,990 for the five-speed manual Premium, a four-speed automatic is available at a $2,000 premium across the range. The hatch and sedan are priced equally (except in Premium trim, where the sedan is only available with the four-speed automatic transmission). The Accent comes with a five year, unlimited kilometre warranty.
Under the bonnet, the Accent has been launched with Hyundai’s 1.6-litre Gamma petrol engine, which features Continuously Variable Valve Timing (CVVT). The 1.6-litre four-
Interior design is easy to understand and makes swapping cars
as with rental fleet hire much safer and faster for the driver.
Hyundai shows it’s all steam ahead as the Korean company replaces its model line up with new
vehicles. Paul Maric has the details
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THEFOURTH
ISTATE
Kia launches its fourth generation Rio, and it’s a cut
above the competition
t was only relatively recently that we revisited the Kia Rio, and, in our June issue, we covered off its abilities by commenting that it was a strong and honest performer, offering more than Hyundai Getz and altogether nicer than a Suzuki Alto. For $13,490, the 1.6-litre, four-cylinder offered 82 kW of power, a peak torque rating of 145 Nm and came with a four-speed automatic. Now, with the brand new Rio announced in Australia, the world has once again moved forwards.
The fourth generation Rio is a whole new ball game for Kia, and, thanks to the emphasis the Australian arm of the company places on ride and handling qualities, it’s extremely impressive amongst the large number of competitors in this small hatch segment.
The new Rio is available in three trim levels, S, Si and SLi, and the complete car is a total shift upwards in terms of appearance, trim levels, performance, handling and appeal. Once the domain of boring, lacklustre mini hatches, the small car segment is now becoming so highly competitive that what we considered to be class leading, just a couple of years ago, is now just part of the basic expectation for this segment.
There’s an element of the Kia Optima in the front grille appearance, and this is all part of the “family” styling that’s making this Korean brand noticeable amongst an increasingly large number of alternatives.
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THEFOURTH
ISTATE
Kia launches its fourth generation Rio, and it’s a cut
above the competition
t was only relatively recently that we revisited the Kia Rio, and, in our June issue, we covered off its abilities by commenting that it was a strong and honest performer, offering more than Hyundai Getz and altogether nicer than a Suzuki Alto. For $13,490, the 1.6-litre, four-cylinder offered 82 kW of power, a peak torque rating of 145 Nm and came with a four-speed automatic. Now, with the brand new Rio announced in Australia, the world has once again moved forwards.
The fourth generation Rio is a whole new ball game for Kia, and, thanks to the emphasis the Australian arm of the company places on ride and handling qualities, it’s extremely impressive amongst the large number of competitors in this small hatch segment.
The new Rio is available in three trim levels, S, Si and SLi, and the complete car is a total shift upwards in terms of appearance, trim levels, performance, handling and appeal. Once the domain of boring, lacklustre mini hatches, the small car segment is now becoming so highly competitive that what we considered to be class leading, just a couple of years ago, is now just part of the basic expectation for this segment.
There’s an element of the Kia Optima in the front grille appearance, and this is all part of the “family” styling that’s making this Korean brand noticeable amongst an increasingly large number of alternatives.
THE FOURTH STATE
ECOCAR ISSUE 13 41
FOURTH Those buying the SLi versions will immediately stand out from the crowd, thanks to 17-inch alloys with 205/45R17 Continental tyres and the inclusion of LED daytime running lamps that proclaim your presence on the road. These LEDs also reduce your exposure to accident by a statistically valuable 28 percent.
Pricing has certainly increased, and, at $16,290, at first sight it seems a relatively large jump from the previous outgoing model. But, and this is where the cost competitiveness comes in, it’s a huge jump in terms of handling and performance, and what you ultimately get for your money.
Kia Motors Australia President and CEO, Mr. MK Kim, told ECOcar that for its Australian sales to succeed it had to establish the Kia brand as standing for something different from the run-of-the-mill competition. “We need to reinforce our sporty handling and focus on driving pleasure,” he said. “In the past year we reached 25,000 sales, and for the next 12 months we want to increase that level to 30,000 units. We will achieve our goals by offering better products, but we are also aware our sales increase might be limited by lack of vehicle availability,” he added.
“Rio is a crucial member of the Kia family,” said Mr. Kim. “As the car that introduced so many Australians to Kia, its role as an ambassador cannot be overstated,” he added.
Manufactured in three-door, four-door and five-door hatch and sedan body styles, the first wave of the Rio to hit our shores is centred on the five-door hatch variant. Buyers will have to wait until early next year before the next wave of three and four-door alternatives appear.
Much emphasis is placed, by Kia, on ride and handling, and probably to this extent, the Korean company currently goes further than any other in testing and developing the correct ride and handling package for our market. It does so, because it sees Australian drivers are much more interested in the actual driving experience than their opposite numbers in typical Asian markets.
The variation in specification and ability was brought home during an interview between ECOcar and Graeme Gambold, Principal of Gambold Testing Services, the Victorian-based company that completes all the final suspension, steering and handling variations to the original specification to make the improvements our market requires. “A typical hatchback sold in Asia is tuned for handling excellence at a speed of 40-60 km/h. That’s the type of average speed at which traffic flows in many Asian cities,” said Graeme.
“We retune the suspension and steering to provide excellence at 100 km/h, and alter the original components to achieve this objective. The Australian final specification is unique amongst Kia’s export markets. We alter the spring and damper settings, increase the torsional stiffness for the rear axle, and include a unique front stabiliser bar.
“Because the steering system is electrically powered, the improvement in this area comes from reprogramming the computer management system. Our steering calibration is 40-50 percent heavier than the standard settings, to promote more feel and control at higher speeds. This is achieved by altering the digital voltage inputs to retune the power assistance. There are over 20,000 variable parameters available to consider.
“Our big focus on this car was to target the handling ability of the Ford Fiesta and VW Polo. We concentrated on improving the front steering performance and cornering ability to provide a better handling response,” added Graeme.
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REMEMBERING
SAFETY
Volvo stays honestto its core values
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REMEMBERING
SAFETY
Volvo stays honestto its core values
REMEMBERING SAFETY
ECOCAR ISSUE 13 47
REMEMBERING V
Volvo today is a highly desirable vehicle that’s great to drive and yet still retains a strong focus on safety.
recommended towing weight as comparable with the weight of the car itself is also indicative of the retention of its safety ideals, without compromising stability at the expense of a request for higher figures from the marketing department, as happens with some of its competition. The electro-hydraulic steering system feels well weighted and communicates clearly to the driver what’s happening at the front of the car. And, with only 2.9 turns from lock-to-lock, it is relatively positive in its action. Buyers do get choice with Volvo, and, for the XC60, it starts with the level of audio and communications systems. The standard fitment offers AM/FM radio, a one-slot CD player plus MP3 input, features a five-inch colour screen and pumps out the volume through eight speakers. For an additional $1,425, it’s possible to move up in the sound and visual stakes to include a seven-inch colour screen and add a DVD function.
Leather seat trim is standard, but, at a cost of $625 to $700, you can option up from aluminium door and centre console inlays to enjoy natural wood finishes in either Nordic light oak or classic wood. The natural wood involvement also continues
with an alternative from the leather trimmed wheel to a wooden wheel, for a further $900, plus an extra cost inclusion for a wooden gear knob to finish the interior off – but at a further $325, it makes for an expensive knob upgrade.
Volvo’s reputation for safety continues with its City Safety system. This system detects wandering pedestrians that might stray into your path, and invokes emergency braking intervention to prevent them from becoming a temporary mascot on your bonnet. City Safety is standard on the XC60, but, if you are really after all the latest safety intervention systems, you’ll want to option up to Adaptive Cruise Control and Collision Warning with full automatic brake, including Queue Assist and pedestrian detection. Add to this the Lane Departure Warning System with Driver Alert Control, and the Blind Spot Information System, and you’ve really hit pay dirt with enhanced safety systems. You’ve also added a further $7,525 to the bill, but, realistically, this is still well under the price you’d be paying for other comparable systems in competitive European makes that feature these systems as standard.
system means you have the best of traction when on-road in the worst of driving conditions, such as wet slippery roads or when running on snow or ice. It’s the safest form of maintaining high levels of roadholding and handling when conditions deteriorate, and, in the Volvo, is works seamlessly, without intervention from the driver. The engine emissions levels already run to Euro V certification, and, with a combined fuel consumption of 7.6 l/100 km and emissions of 235 g/km of CO2, it’s both acceptably green and
remarkably frugal. The five-cylinder, 20-valve, double overhead camshaft
design of the engine, achieves its 0-100 acceleration time, of 8.9 seconds,
through having twin turbochargers and continually variable valve timing on the inlet manifold.
Maximum power of 151 kW is produced at 4,000 rpm, with peak torque of 420 Nm coming through all the way from 1,500-3,250 rpm. Weighing in at 1,836 kg, the maximum towing weight capability of the XC60, with a braked trailer, is 1,800 kg, opening up possibilities for effective towing of boats and compact caravans. The fact that Volvo keeps the maximum
olvo’s are remarkably memorable. In my very young days I courted a
delightful girl who’s father loaned us his Volvo 121 sedan to enjoy quiet weekends
in the English countryside while he stayed back at the family home and dug in the
garden. Alas, while I remember the car well, I no longer remember the name of the
girlfriend concerned, testimony indeed that Volvo’s have a special place in history for their
drivers and owners. Volvo, today, may no longer be able to claim a continuing lineage to its Swedish parenthood, but its brief period with Ford, before moving to its present owners, Geely of China, has not dulled the driving experience. The Volvo of today remains highly impressive for its attention to safety and its solid and strong feel in terms of build quality. What the change of ownership has brought forward is the availability of better engines and drivelines, making the end result an even more impressive win for the driver. Sharing the same 2.4-litre diesel as the XC70, the XC60 features this highly impressive five-cylinder engine matched to the six-speed adaptive Geartronic AMT (Automated Manual Transmission). Drive goes, initially, through to the front wheels, but this transfers to all-wheel-drive when the system detects wheel slippage. It’s important to put this all-wheel-drive system into perspective, in order to prevent owners believing that all-wheel-drive means go anywhere ability. For Volvo, this AWD
FEATURE
56 ECOCAR ISSUE 13
ubaru made its reputation by producing well priced, all-wheel-drive sedans and wagons that were capable of heading into town for
the weekly shopping trip or equally able to chug across a paddock with a bale of hay in the boot to feed the cattle. Through the intervening years, since the Brumby made its appearance, we’ve moved into a totally new world of increased sophistication, where all-wheel-drive doesn’t necessarily mean off-road ability, aiming more for on-road stability and improved traction on surfaces such as snow and gravel.
Skoda has now brought its considerable technical resources, courtesy of the Volkswagen Group, into the all-wheel-drive segment of the market, where versatility is the
aim. Its Octavia Scout is a pleasantly sized all-wheel-drive wagon that’s compact, fuel efficient and, thanks to Skoda’s competitive pricing, highly affordable.
It’s been 20 years since Skoda became part of the Volkswagen brand, and in that time the Czech car maker has quadrupled its global sales and expanded its product range from one model to its current family of five. The intention is for Skoda to continue its growth to meet a sales target of 1.5 million vehicles by 2018, and, to reach this goal, it has already invested in new products and new markets such as China, India and Russia.
As a five-door wagon, the Octavia Scout 4x4 offers a good medium-sized interior, a taught, well-built cabin that is devoid of squeaks, especially when off-road on dirt trails, and
SCOUT’SHONOURIt’s snow time for Skoda’s Octavia Scout 4x4
S
FEATURE
56 ECOCAR ISSUE 13
ubaru made its reputation by producing well priced, all-wheel-drive sedans and wagons that were capable of heading into town for
the weekly shopping trip or equally able to chug across a paddock with a bale of hay in the boot to feed the cattle. Through the intervening years, since the Brumby made its appearance, we’ve moved into a totally new world of increased sophistication, where all-wheel-drive doesn’t necessarily mean off-road ability, aiming more for on-road stability and improved traction on surfaces such as snow and gravel.
Skoda has now brought its considerable technical resources, courtesy of the Volkswagen Group, into the all-wheel-drive segment of the market, where versatility is the
aim. Its Octavia Scout is a pleasantly sized all-wheel-drive wagon that’s compact, fuel efficient and, thanks to Skoda’s competitive pricing, highly affordable.
It’s been 20 years since Skoda became part of the Volkswagen brand, and in that time the Czech car maker has quadrupled its global sales and expanded its product range from one model to its current family of five. The intention is for Skoda to continue its growth to meet a sales target of 1.5 million vehicles by 2018, and, to reach this goal, it has already invested in new products and new markets such as China, India and Russia.
As a five-door wagon, the Octavia Scout 4x4 offers a good medium-sized interior, a taught, well-built cabin that is devoid of squeaks, especially when off-road on dirt trails, and
SCOUT’SHONOURIt’s snow time for Skoda’s Octavia Scout 4x4
S
SCOUT’S HONOUR
ECOCAR ISSUE 13 57
benefitted from the VW supplied, four-cylinder diesel of 103 kW produced at 4,200rpm, with peak torque of 320 Nm rated from 1,750-2,500 rpm.
This turbocharged diesel with high-pressure fuel injection is mounted transversely across the front of the Scout and drives the four wheels through a Haldex clutch between the front and rear axles. In normal driving it’s front-wheel-drive only, but when the onboard computers detect the need, the system directs power to the rear wheels to give continuous AWD.
For the driver, there’s nothing that’s needed by way of switching on all-wheel-drive, from 2WD, as this is a seamless, automatic event that directs power to each wheel. Indeed, it’s this simplicity in maintaining traction that’s resulted in the Scout joining the NSW Ambulance Service as transport for local Operations Commanders.
There’s a choice of transmissions between the six-speed VW DSG automated manual transmission and a conventional six-speed manual gearbox. Given our continuing dislike of the DSG, and its price impost of around $2,500, we’d suggest staying with a conventional gear lever and changing cogs yourself.
Weighing in at 1,550 kg, and as you’d imagine with the highly efficient 103TDI diesel engine, it’s impressive on fuel economy. Scout’s combined consumption figure runs in at 6.1 l/100 km, and this is improved for extended on-highway running to achieve 5.3 l/100 km, with an emissions level of 160 g/km at the tailpipe.
Don’t think of all-wheel-drive, in this context, as turning the Scout into a rock hopper, as it’s on a par with other AWDs in the sector, such as the Honda CRV. There’s also a limit to the suspension articulation that results from using a McPherson strut front-end, with lower triangular links and a multi-element rear axle that comprises one longitudinal and three transverse links for its location. It’s an impressively stable car on bitumen roads, and also when driving on conventional Aussie dirt roads, but we’d caution heading too far off the beaten track due to the, now, common practice of slipping in a space saver tyre under the rear floor, and the fact that standard tyre fitment, at 225/50R17, is more aimed at looks than absorbing the bumps and shocks of stones and ruts on dirt roads. If you do try your hand at hard charging around dirt road corners, you will find the electro-hydraulic power steering, coupled to a rack and pinion design, provides good feel and is nicely weighted. The disc brakes, front and rear, also provide a positive feel and are nicely progressive. To give additional ground clearance the suspension is set some 40 mm higher than with a standard Octavia.
If you get carried away ticking boxes for more options than the standard features, you can substantially increase the purchase price, but there’s a fair swag of choice from items such as leather trim, electric driver’s seat with memory, parking control warning for the front end, front fog lamps with a cornering feature, and Xenon lighting for the headlamps. The Premium model packages up some of these options into a group, adding an electric glass sunroof to the leather seats.
HONOUR
FEATURE
70 ECOCAR ISSUE 13
BACK TO THEFUTURE
I By understanding some of the history, including the atrocities suffered by the Korean people at the hands of the Japanese, it becomes easier to understand the incredible focus of its population today. They want to succeed in all areas of engineering and electronics, and they want to be recognized as world leaders, unlike the Chinese who copy or replicate the technological advances of others.
It’s also relevant to understand that the 50 million people of South Korea today contrast so dramatically with the plight of the 20 million population of North Korea, one of the world’s most underprivileged.
The history of Kia Motors extends back to May 1944, with the foundation of the Kyungsung Precision Industry, a company that fabricated bicycle parts. By 1951 the company was making its own bicycles, and then, with the advent of the Korean War and a shift of location from Seoul to the extreme south, the company turned its attention to making motorcycles.
It was only in 1973 that the company started mass production of motorcars, starting with the Brisa and exporting a ute version to the Arab state of Qatar. 1986 saw the production of the Pride, subsequently taken up by Ford and badged as the Festiva and exported throughout the Asia Pacific region including Australia. In 1998, the formation of the Kia-Hyundai Motor Group saw the whole emphasis change from making average, practical, low-cost transport, to moving into the groundbreaking designs that we see today.
regret to say that, apart from watching reruns of M.A.S.H. on television, I had very little knowledge
of the history of Korea. What the American army surgical unit never mentioned was that Korea was a
country steeped in history, but one that’s suffered from a turbulent recent past; occupied by Japan from 1910
until 1945, then exposed once again to war between the communist regime in the north from 1950 through until 1953.
After the establishment of the de-militarised zone dividing North from South, which still exists today, the South Korean capital of Seoul was effectively bombed flat and the entire country was subjected to incredible poverty.
Amazingly, the people of Korea got back on their feet and today the country and the attitude of its people is impressive in almost every direction you look. The high-rise buildings, freeways and high-speed rail links pass through mountain tunnels and across stunning bridges, opening up the beauty of the country for all to see.
Unlike much of Asia, there’s little evidence of poverty these days, and even the more remote country areas are devoid of the rubbish that so often spoils a trip through countries such as China and Thailand. It’s clean, impressive, and also one of the safest countries through which to travel.
As a motoring magazine specialising in eco-friendly and fuel-efficient vehicles, it’s an unusual departure for us to start a feature sounding more like a travel documentary, but the reasoning behind this is to set the tone for our visit to Korea at the invitation of Kia Motors Australia.
FEATURE
70 ECOCAR ISSUE 13
BACK TO THEFUTURE
I By understanding some of the history, including the atrocities suffered by the Korean people at the hands of the Japanese, it becomes easier to understand the incredible focus of its population today. They want to succeed in all areas of engineering and electronics, and they want to be recognized as world leaders, unlike the Chinese who copy or replicate the technological advances of others.
It’s also relevant to understand that the 50 million people of South Korea today contrast so dramatically with the plight of the 20 million population of North Korea, one of the world’s most underprivileged.
The history of Kia Motors extends back to May 1944, with the foundation of the Kyungsung Precision Industry, a company that fabricated bicycle parts. By 1951 the company was making its own bicycles, and then, with the advent of the Korean War and a shift of location from Seoul to the extreme south, the company turned its attention to making motorcycles.
It was only in 1973 that the company started mass production of motorcars, starting with the Brisa and exporting a ute version to the Arab state of Qatar. 1986 saw the production of the Pride, subsequently taken up by Ford and badged as the Festiva and exported throughout the Asia Pacific region including Australia. In 1998, the formation of the Kia-Hyundai Motor Group saw the whole emphasis change from making average, practical, low-cost transport, to moving into the groundbreaking designs that we see today.
regret to say that, apart from watching reruns of M.A.S.H. on television, I had very little knowledge
of the history of Korea. What the American army surgical unit never mentioned was that Korea was a
country steeped in history, but one that’s suffered from a turbulent recent past; occupied by Japan from 1910
until 1945, then exposed once again to war between the communist regime in the north from 1950 through until 1953.
After the establishment of the de-militarised zone dividing North from South, which still exists today, the South Korean capital of Seoul was effectively bombed flat and the entire country was subjected to incredible poverty.
Amazingly, the people of Korea got back on their feet and today the country and the attitude of its people is impressive in almost every direction you look. The high-rise buildings, freeways and high-speed rail links pass through mountain tunnels and across stunning bridges, opening up the beauty of the country for all to see.
Unlike much of Asia, there’s little evidence of poverty these days, and even the more remote country areas are devoid of the rubbish that so often spoils a trip through countries such as China and Thailand. It’s clean, impressive, and also one of the safest countries through which to travel.
As a motoring magazine specialising in eco-friendly and fuel-efficient vehicles, it’s an unusual departure for us to start a feature sounding more like a travel documentary, but the reasoning behind this is to set the tone for our visit to Korea at the invitation of Kia Motors Australia.
BACK TO THE FUTURE
ECOCAR ISSUE 13 71
BACK TO THEKorea shows its credentials with an insight into how its history determines its potential
The formation of the Hyundai/Kia conglomerate enabled Kia to benefit from the synergies of amalgamation, and the past decade has seen a significant reduction in the complexity of each company product line. In 2001, for example, there were 22 different vehicle platforms and 28 different models. By 2013, with platform technology sharing between both manufacturers, there will be just six platforms but 40 different models.
Now Korea’s most profitable company, Hyundai/Kia is responsible for 72 percent of Korea’s auto exports, and, with 120,000 employees worldwide, it has annual revenues of $53 billion (USD).
For Kia, it’s a story of a year-on-year performance increase of 20 percent in 2008-2009 and 27 percent for 2009-2010. Original estimates of 12 percent from 2010 to 2011 have had to be revised and are now set at 18 percent. Exports for 2011 to North America are up 19 percent, to Europe up 18 percent, to Central America up 76 percent, China up 38 percent and the Asia Pacific region up 40 percent.
All this rapid growth has created demand for Kia vehicles in new markets, and to meet these supply challenges the company has established manufacturing plants in Slovakia, China and Georgia in the United States, capable of a combined production of 1,120,000 units per annum, and adding to the potential of the company, which realised sales in 2010 of 2,000,000 units.
Research and development continues as a joint responsibility between Hyundai and Kia, but it’s how that development work between engineers, stylists and designers has been channelled into new products that make the Korean car industry very different from that of Japan and China.
The Koreans understand that the future lies in not simply making a means of transport available to a global population. Its designs not only have to be technically advanced, they have to incorporate flair and innovation that excite the buyer, making them want to enjoy the driving experience.
Speaking with ECOcar, Soon-Nam Lee, Director of Overseas Marketing, and Jae-Yong Chung, Asia & Pacific Group Director, explained that Kia’s marketing aim is to attract both the younger buyer and also the young at heart buyer to its products.
In achieving this goal, Kia takes its design inputs from a creative team that is based in different locations around the world, adding the influences of its research and development bases in Detroit, Michigan, Los Angeles, California, Russelsheim, Germany, Namyang in Korea and Chiba in Japan.
In 2006, German, Peter Schreyer, took control of the overall design responsibility for Kia, and it’s through his influence on the design teams throughout the world that Kia is now able to portray uniqueness in its designs that hint more of European sophistication and appeal than Japanese efficiency and blandness.
NEW RELEASE
84 ECOCAR ISSUE 13
Hour
I
If you can’t find a sublime level of bliss in a Jaguar XF it’s time to hang up your driving gloves. Chris Mullett reports
According to Adrian Hallmark, Global Brand Director of Jaguar Cars, speaking in New York at the auto show earlier this year:
“The new 2012 Jaguar range is our finest yet. Every one of our models fully embodies the brand ideals – innovation, bold design, and effortless high performance. Our designers and engineers strive continuously to keep Jaguar ahead of the competition – creating cars that stand apart from mainstream premium offerings, while remaining accessible to an ever wider spectrum of customers.”
The 2012 model year XF builds on the car’s award-winning reputation as a high-performance sporting GT. Yes, the XKR-S can achieve a 0-100 km/h acceleration time of 4.2 seconds, but you may ask: what does that have to do with a revue about environmentally friendly, fuel-efficient cars? Well, the answer lies at the other end of the XF range. The XF is the result of a design and technology revolution at Jaguar, led by award-winning Design Director, Ian Callum, the architect of the company’s future success:
“The world has been introduced to an entirely new generation of Jaguars in the past few years. With the new product range, today’s Jaguar is at full-strength for the first time. The 2012 XK, XF and XJ are design-led products that break new boundaries. We believe our cars resonate with customers on an emotional level and that’s reflected both in the way they drive and the way they look.”
love the nostalgia of what was once the greatness of individuality of the British motor industry. The smell of Connolly leather, the reflections and depth of colour that dance across the surface of burr walnut, the thickness of the deep pile carpeting in the footwells, and, of course, the stylised leap of the Jaguar big cat on the bonnet, horn button and additional badging.
Okay, as a self-confessed lover of almost all things Jaguar, I admit that not all British marques of the grand order came with total reliability. Being realistic and possessing a long memory of the irrelevant, I also remember that Lucas, the maker of almost all things electrical for the British motor industry, did achieve the dubious title of “Prince of Darkness”. This accolade sadly resulting from those memorable moments when a Lucas component conflicted with its mechanical home and plunged the electrics, be it lighting, windscreen wipers, washers or fuel systems, into early retirement.
But, with 76 years of the Jaguar brand’s existence, today’s Jaguar has taken on a new dimension. And with the release of the XF with a 2.2-litre diesel engine, there are now very strong reasons for any driver with even the smallest level of enthusiasm for driving pleasure to consider a Jaguar in the driveway.
In 2012, Jaguar will be concentrating on three distinctly different products in the form of the XF, the XK and the all aluminium flagship XJ. For the benefit of ECOcar readers though, our focus is not on the 186 mph capable XKR-S, but the entry-level XF that sips purposefully on distillate and not high-octane petrol.
NEW RELEASE
84 ECOCAR ISSUE 13
Hour
I
If you can’t find a sublime level of bliss in a Jaguar XF it’s time to hang up your driving gloves. Chris Mullett reports
According to Adrian Hallmark, Global Brand Director of Jaguar Cars, speaking in New York at the auto show earlier this year:
“The new 2012 Jaguar range is our finest yet. Every one of our models fully embodies the brand ideals – innovation, bold design, and effortless high performance. Our designers and engineers strive continuously to keep Jaguar ahead of the competition – creating cars that stand apart from mainstream premium offerings, while remaining accessible to an ever wider spectrum of customers.”
The 2012 model year XF builds on the car’s award-winning reputation as a high-performance sporting GT. Yes, the XKR-S can achieve a 0-100 km/h acceleration time of 4.2 seconds, but you may ask: what does that have to do with a revue about environmentally friendly, fuel-efficient cars? Well, the answer lies at the other end of the XF range. The XF is the result of a design and technology revolution at Jaguar, led by award-winning Design Director, Ian Callum, the architect of the company’s future success:
“The world has been introduced to an entirely new generation of Jaguars in the past few years. With the new product range, today’s Jaguar is at full-strength for the first time. The 2012 XK, XF and XJ are design-led products that break new boundaries. We believe our cars resonate with customers on an emotional level and that’s reflected both in the way they drive and the way they look.”
love the nostalgia of what was once the greatness of individuality of the British motor industry. The smell of Connolly leather, the reflections and depth of colour that dance across the surface of burr walnut, the thickness of the deep pile carpeting in the footwells, and, of course, the stylised leap of the Jaguar big cat on the bonnet, horn button and additional badging.
Okay, as a self-confessed lover of almost all things Jaguar, I admit that not all British marques of the grand order came with total reliability. Being realistic and possessing a long memory of the irrelevant, I also remember that Lucas, the maker of almost all things electrical for the British motor industry, did achieve the dubious title of “Prince of Darkness”. This accolade sadly resulting from those memorable moments when a Lucas component conflicted with its mechanical home and plunged the electrics, be it lighting, windscreen wipers, washers or fuel systems, into early retirement.
But, with 76 years of the Jaguar brand’s existence, today’s Jaguar has taken on a new dimension. And with the release of the XF with a 2.2-litre diesel engine, there are now very strong reasons for any driver with even the smallest level of enthusiasm for driving pleasure to consider a Jaguar in the driveway.
In 2012, Jaguar will be concentrating on three distinctly different products in the form of the XF, the XK and the all aluminium flagship XJ. For the benefit of ECOcar readers though, our focus is not on the 186 mph capable XKR-S, but the entry-level XF that sips purposefully on distillate and not high-octane petrol.
HAPPY HOUR
ECOCAR ISSUE 13 85
The ECOcar link comes with the introduction of the 2.2-litre AJ-i4D turbodiesel engine. What this means for Jaguar is that the potential market for the company has just expanded by a further 46 percent, reaching a totally new demographic that, until now, might never have considered Jaguar. And the reason for this new found opportunity is the pricing of the XF diesel. At $84,990, drive away, it’s not only a serious participator in lowering fuel use, it’s downright beautiful.
According to Kevin Goult, Jaguar Australia’s head of marketing: “We are consciously bringing Jaguar to a new and increased public.
“Globally, we’ve increased our combined sales performance by 21 percent. In Australia, our sales are up by 14 percent.
“The release of the 2.2 diesel-engined XF means that while a Jaguar remains exclusive, it is also now accessible. It’s the most fuel-efficient engine ever, with the release of the third generation of JLR powertrain. And with fuel economy for the combined figure reading 5.4 l/100 km and exhaust emissions at 149 g/km of carbon dioxide, it’s ECO sensitive,” he added.
The engine actually starts its life supplied by the Peugeot PSA Group, but becomes “Jaguarised” featuring low-friction pistons and a water-cooled turbocharger to increase efficiency, plus active engine mounts and modifications to the sump and block to reduce NVH levels. The result is not only Jaguar’s most fuel-efficient engine ever, but one which offers levels of refinement on a par with the
previously-fitted 2.7-litre V6 diesel, and all the performance expected of a Jaguar sports saloon. Further refinement comes from additional acoustic shielding and the use of computational fluid dynamics to smooth exterior airflow over revised body design.
Power output is 140 kW produced at 3,500 rpm with an impressive torque figure of 450 Nm rated at 2000 rpm. Reaching 100 km/h in 8.5 seconds, the car will go on to achieve a top speed of 225 km/h. Nevertheless, the unit still manages 5.4 l/100 km on the combined cycle – making it the most economical Jaguar ever. It emits just 149 g/km of CO2 and is Euro Stage V compliant.
But the good news doesn’t stop there. Adding to the excellence of the driveline is an all-new, eight-speed ZF automatic gearbox. And do you know what? The combination is just fabulous.
Specifically adapted by Jaguar engineers for its first-time application in a Jaguar, the transmission offers a host of benefits including both improved acceleration and economy. Gear changes are completed in just 200 milliseconds – four times faster than the average human resting heartbeat – while driver control is enhanced by the ability to perform multiple downshifts using the paddleshift technology. The use of lightweight materials ensures the overall weight remains the same as the previous six-speed transmission, while
improved pump design and gear control elements increase efficiency.
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