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N 1836-4500

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AUSTRAL IA’S GU IDE TO ECO FR IENDLY, FUEL EFF IC IENT CARS

www.ecocarmagazine.com.auIssue 11 June / August 2011

RRP: AU $7.95 NZ $8.95

ISS

UE

11 JUN

E / A

UG

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T 2011

ECOcarOF THE YEAR

8 ECOCAR ISSUE 11

FEATURE

Selecting the most economical car in the market used to be such an easy task. Check the box on the spec chart for the fuel consumption, and any viewer had a good grasp on what was thirsty and which would leave some money in the household kitty to pay the food bills and mortgage. Well, thanks to dramatic improvements in engine efficiency and global manufacturing levelling out the price structures, finding the best of the best, today, is a whole lot more challenging. The winner of the ECOcar of the Year Award is not just the most economical car on the market. The award winner achieves its accolade for being the best performer over a combination of abilities. We’ve narrowed down our final selection to include a collection of cars that is absolutely brilliant. Price obviously has to play an important role in a vehicle that will be heralded as being good for the environment, provide the right level of versatility for the owner, offer a highly practical transport solution and give the driver an experience they enjoy every time they take the wheel.

Being concerned with fuel efficiency and great design doesn’t mean that anyone has to lose sight of the magic of the motorcar. The fun of driving that enthused the first driver of a Model T Ford should still be capable of being embraced by today’s driver, even though so much around us has been dumbed down to the point of banality and exasperation.

So, without further ado, let’s look at some of our finalists.

In the small car category, there are some outstanding new additions that follow on from the benchmark set last year by the Hyundai i20. The incoming Suzuki Swift is one of the best handling and enjoyable compact hatches in this segment, and a valuable step forwards in ability and appeal over its predecessor. Our resident driving experts, Ed Ordynski and Peter McKay, rate the Swift as one of their personal favourites, ranking it ahead of the Polo and Golf for providing greater driving pleasure – an accolade indeed. With 5.5 l/100 km and exhaust emissions

ECOcarOF THEYEAR

SUZUKISWIFT

8 ECOCAR ISSUE 11

FEATURE

Selecting the most economical car in the market used to be such an easy task. Check the box on the spec chart for the fuel consumption, and any viewer had a good grasp on what was thirsty and which would leave some money in the household kitty to pay the food bills and mortgage. Well, thanks to dramatic improvements in engine efficiency and global manufacturing levelling out the price structures, finding the best of the best, today, is a whole lot more challenging. The winner of the ECOcar of the Year Award is not just the most economical car on the market. The award winner achieves its accolade for being the best performer over a combination of abilities. We’ve narrowed down our final selection to include a collection of cars that is absolutely brilliant. Price obviously has to play an important role in a vehicle that will be heralded as being good for the environment, provide the right level of versatility for the owner, offer a highly practical transport solution and give the driver an experience they enjoy every time they take the wheel.

Being concerned with fuel efficiency and great design doesn’t mean that anyone has to lose sight of the magic of the motorcar. The fun of driving that enthused the first driver of a Model T Ford should still be capable of being embraced by today’s driver, even though so much around us has been dumbed down to the point of banality and exasperation.

So, without further ado, let’s look at some of our finalists.

In the small car category, there are some outstanding new additions that follow on from the benchmark set last year by the Hyundai i20. The incoming Suzuki Swift is one of the best handling and enjoyable compact hatches in this segment, and a valuable step forwards in ability and appeal over its predecessor. Our resident driving experts, Ed Ordynski and Peter McKay, rate the Swift as one of their personal favourites, ranking it ahead of the Polo and Golf for providing greater driving pleasure – an accolade indeed. With 5.5 l/100 km and exhaust emissions

ECOcarOF THEYEAR

SUZUKISWIFT

ECOCAR OF THE YEAR

of 132 g/km, it’s impressive, but it’s let down by not looking, outwardly, very different from its predecessor, and through the importer not providing any 24/7 roadside assistance support. Peace of mind should come with the purchase of every new car, and this omission, we believe, should be addressed.

We’ve rankled a few feathers at Volkswagen for not jumping out of our socks in adulation for the new Polo and Golf, and have constantly been reminded by their PR chief that, as both have won awards throughout the world, we needed to look no further. Accepted as highly capable, the GTI is also a personal favourite of Peter McKay’s for its ability to deliver in performance, when needed, or potter around town in its role as a commuter. Just because it got the approval of a panel of German journalists in its homeland doesn’t mean that Australians will fall over in amazement without questioning its abilities. Undoubtedly, both the Polo and Golf are nice cars, and in our view, the Golf GTD with diesel power is the pick. However, there are better cars on the market than the Polo, and you only have to look to VW’s relation, Audi, to find an improvement. The Audi A1, with its 1.4-litre TFSI version, returns a combined fuel economy figure of 5.3 l/100 km and 124 g/km, and it comes with three years unlimited distance warranty including 24/7 roadside assist. This compares with the Polo GTI at 6.9 l/100 km and emissions of 142 g/km.

The Audi A1 achieves what the Polo doesn’t in terms of street appeal. It’s got that wow factor and typical Audi visual appeal that Polo lacks. The A1 manages to upstage the Polo in every aspect, and when most punters in the sector are playing with their own money, they have every right to go for what stands out on the street. There is, however, one drawback for the A1, and it relates to a major blind spot commented upon by three members of our test team, each of whom criticised the lack of comprehensive vision through the left-hand side mirror. Due to the mirror design and its small dimensions, it’s easy to lose sight of a vehicle, completely, in the nearside “Dead” zone, and is a sufficiently serious concern to affect the ranking of the car.

VOLKSWAGEN GOLF GTD & GTI

ECOcarOF THEYEAR

Competition has never been greater as

AUDI A1

ECOCAR ISSUE 11 9

new vehicles offer wider choice

TESTED

16 ECOCAR ISSUE 11

EssesSive, Compulsive

‘HLater years saw Abarth winning the World Rally Championship with the Fiat 131 and drivers Markku Alen and Walter Rohrl, at a time when the WRC was arguably at its finest and most competitive.

Nowadays, Abarth is Fiat’s performance road car and motorsport division, a separate company that has produced 22,000 road cars, 5,000 performance kits and 650 specialist, racing and rally cars, since 2007. Taking a fairly pedestrian road car and transforming it into a competition vehicle that may still be used on the street is Abarth’s forte, and the lineage of producing even more extreme kits goes back to Abarth’s original inception. The 2011 Abarth 500 Esseesse, is about as close to a homologation special as you could find nowadays. The version Australia gets is actually built, by Abarth, complete with a comprehensive kit of racing parts, normally sold separately to produce an extreme performance version. This is not a Fiat

omologation Special’, the term once used to describe some of the best performance cars in the world, is rarely seen these days. Years ago, when motorsport used vehicles based on production models, manufacturers built limited numbers of

base models with a vast array of performance equipment to enable competition in races and rallies. These cars were some of the most focused performance cars available, and have usually become highly collectable.

Various Mini Coopers, Lotus Cortinas, Escort RS1600s, Lancia Deltas, Audi Quattros and, here in Australia, the special XU-1 Toranas, GTHO Falcons and E49 Chargers are typical of the special, motorsport versions, usually developed in murky, offsite workshops, away from the scrutiny of the regular factory. The last homologation specials were probably the Mitsubishi Evolution RS models and the Subaru STI Spec Cs. However, now that motorsport, globally, has moved to allowing cars to merely look like a production car, with no parts in common with anything sold to the public, the homologation versions are, unfortunately, no more.

Abarth was one of the earliest builders of homologation specials having a long motorsport history, and has long been viewed as Fiat’s ‘skunkworks’, the term given to a small group of people working on a side project with minimal constraints. Some of its early projects included cramming increasingly larger engines into the original Fiat 500 Bambino, necessitating the rear bonnet to be propped open.

Ed Ordynski finds the Abarth 500 Esseesse a rare handful

TESTED

16 ECOCAR ISSUE 11

EssesSive, Compulsive

‘HLater years saw Abarth winning the World Rally Championship with the Fiat 131 and drivers Markku Alen and Walter Rohrl, at a time when the WRC was arguably at its finest and most competitive.

Nowadays, Abarth is Fiat’s performance road car and motorsport division, a separate company that has produced 22,000 road cars, 5,000 performance kits and 650 specialist, racing and rally cars, since 2007. Taking a fairly pedestrian road car and transforming it into a competition vehicle that may still be used on the street is Abarth’s forte, and the lineage of producing even more extreme kits goes back to Abarth’s original inception. The 2011 Abarth 500 Esseesse, is about as close to a homologation special as you could find nowadays. The version Australia gets is actually built, by Abarth, complete with a comprehensive kit of racing parts, normally sold separately to produce an extreme performance version. This is not a Fiat

omologation Special’, the term once used to describe some of the best performance cars in the world, is rarely seen these days. Years ago, when motorsport used vehicles based on production models, manufacturers built limited numbers of

base models with a vast array of performance equipment to enable competition in races and rallies. These cars were some of the most focused performance cars available, and have usually become highly collectable.

Various Mini Coopers, Lotus Cortinas, Escort RS1600s, Lancia Deltas, Audi Quattros and, here in Australia, the special XU-1 Toranas, GTHO Falcons and E49 Chargers are typical of the special, motorsport versions, usually developed in murky, offsite workshops, away from the scrutiny of the regular factory. The last homologation specials were probably the Mitsubishi Evolution RS models and the Subaru STI Spec Cs. However, now that motorsport, globally, has moved to allowing cars to merely look like a production car, with no parts in common with anything sold to the public, the homologation versions are, unfortunately, no more.

Abarth was one of the earliest builders of homologation specials having a long motorsport history, and has long been viewed as Fiat’s ‘skunkworks’, the term given to a small group of people working on a side project with minimal constraints. Some of its early projects included cramming increasingly larger engines into the original Fiat 500 Bambino, necessitating the rear bonnet to be propped open.

Ed Ordynski finds the Abarth 500 Esseesse a rare handful

ESSESSIVE, COMPULSIVE

EssesSive, Compulsive

Unfortunately, the suspension is the complete opposite to the advanced quality throughout the rest of the Esseesse. It may be in keeping with heritage from the 1950s and 60s to make suspension obscenely stiff, but motorsport suspension development, in this day and age, is all about compliance and small bump absorption. Even in low-technology racing like, V8 Supercars, the quick cars are the ones with the supple suspension over bumps and kerbs. A rally car, nowadays, rides better than a typical road car.

It is entirely reasonable that a sports suspension offers, not only better handling, but a more supple ride than the standard version, and modern damper and spring technology should mean you can have your cake and eat it too. Abarth does have a Koni suspension package being developed for the Esseesse, and, with Koni’s fine reputation as one of the best shock absorber manufacturers for both ride and handling, there may be a quality resolution on the way.

The terrific engine performance and rock-hard suspension does give a kart-like appeal, in some respects, but renders the Esseesse suitable only for weekend fun or track days.

While your body is being assaulted by the suspension, you can at least rest easy that the little Abarth is outstanding everywhere else, including value for money with its $34,990 price tag. The seats are terrific, and you receive something of a compensatory massage by the inclusion of climate controlled air conditioning, electric windows and external mirrors, and a top-shelf sound system with power amplifier, sub-woofer and Bluetooth communication.

500 with stripes. In fact, there are no Fiat badges and the car is only referred to as an Abarth. Already there are racing and rally series taking off in Europe. Starting with a Fiat 500, the diminutive little shopping car is firstly transformed to an Abarth 500 by the fitment of a turbocharger, twin intercoolers, lowered sports suspension, an electronic torque-sensing differential, sports seats, gearshift indicator, rear spoiler and extractor/splitter, 16” wheels with performance tyres, aluminium pedals, and flat-bottomed steering wheel. Most importantly, an entirely new nose is fitted to envelop the space-hungry performance parts and allow for extra air vents.

The Esseesse kit is then applied for Australia, with the suspension being lowered another 20 mm and featuring: even stiffer springs and dampers; cross-drilled, competition brakes, front and rear; a re-mapped engine management system; 17” x 7” alloy wheels with 205/40 tyres; a high-performance air filter; and tyre pressure sensors.

The net result of all of this, power wise, is a transformation of the little Fiat’s 1.4-litre engine from 74

kW to 118 kW. Torque rises from 131Nm to 230 Nm. 0-100 km/h falls from 10.4 secs down to 7.4

secs. Yet, in true motorsport manner, where high performance means high efficiency,

the standard 1.4-litre engine’s 6.3 l/100 km combined fuel consumption

only rises to 6.5 l/100 km on the hi-po Esseesse, a remarkable achievement. Emissions conform to Euro

5 legislation, with CO2 being just 155 g/km.

Ed Ordynski finds the Abarth 500 Esseesse a rare handful

ECOCAR ISSUE 11 17

TESTED

OO

" "

utsmarting

thepposition

Audi's A1 ticks All the boxes for the coMpAct segMent24 ECOCAR ISSUE 11

TESTED

OO

" "

utsmarting

thepposition

Audi's A1 ticks All the boxes for the coMpAct segMent24 ECOCAR ISSUE 11

OUTSMARTING THE OPPOSITION

ECOCAR ISSUE 11 25

Iurban gridlock and obviously removing any engine noise for the duration of your stay at the traffic lights. The combined exhaust emissions level is 124 g/km of CO2 for a Euro V compliance level. With its six-speed manual gearbox, the A1 is priced at $29,900, and yes, we know that $30K price tag is high for a compact hatch, especially when Korea can give you the same space on the highway and perhaps an extra $5000 in your bank account. But, while ECOcar is focused on economy and environmental sustainability, we are also focused on driving pleasure, and on that score, the A1 delivers an excellent return on your investment.

Being part of the VW conglomerate, Audi makes much of its inherited DSG twin clutch automated manual transmission. These work exceptionally well if you favour a heavy right foot and want to scorch a path everywhere, with gear ratio swaps occurring in milliseconds. However, these transmissions still have their shortcomings in heavy city traffic, as they get the grumbles. Our tip here is to save the $2,350 of the 7-speed S-tronic transmission and just enjoy the six-speed manual. By mid-year Audi will be adding a 1.6-litre, four-cylinder diesel to the A1 range, and with 66 kW of power and 230 Nm of torque, it will knock the fuel economy stakes for six, by producing a return of 3.8 litres/100 km and an emissions level that drops to 99 g/km of C02. No pricing for this engine has so far been announced, but if it’s more than $2,000 extra, again we’d stay with the 1.4-litre petrol fuelled TFSI. The petrol choice recommended is for 95 RON. The interior trim can be customised with different coloured leather coverings for the steering wheel, gear lever, lower centre console and the armrests, but there are already good upper level inclusions, such as a pop-up radio and sat/nav screen that hides away inside the top of the dash when not needed. The main point here is that, although Audi would undoubtedly like all customers to option up, the entry level version is actually more than adequate, and gives the Audi look and feel to anyone who climbs aboard.

Visibility is good, and there are no seriously annoying blind spots, as found with some of the competition, where wide A or B pillars obstruct sideways vision. If you want the best compromise, on handling with comfort, stay with the standard 205/55R15 tyres and don’t be tempted by the 16-inch rims shod with 215/45R16s. Also, try not to get a puncture, because you’ll have to cope with a space saver tyre and the distance and speed limitations they bring with them. This is a five-star ANCAP rated car, and with this endorsement of its safety comes an electronic stability programme with an electronically controlled limited slip differential. Daytime running lamps not only look distinctive, they reduce your risk of accident, during daylight hours, by up to 28 percent. Additionally, you can add Xenon headlamps, and even a system that dips the main beam, automatically, for oncoming vehicles, if you are prone to being a bit slow on the column stalk. Six airbags protect most of your vital bits and pieces, and seat belt tensioners and belt force limiters link with an adaptive headrest to strap you in and minimise whiplash.

t used to be easy to classify a car maker as to the level at which it participated in the motor industry. But Audi has turned the tables on its expected path, by creating, at the top end of its range, highly desirable, performance oriented sports luxury cars that culminate in Le Mans race winning ability. At the opposite end of the spectrum, however, is the A1. Equally desirable in its own right, the Audi A1 offers individuality

amidst a sea of common vehicle platforms and appearance, and in doing so, it’s

created an absolute winner. While the VW Polo has been awarded, internationally, by the global motoring media, we reckon there are shortcomings with the Polo. Instead of individuality, we reckon it’s resemblance to the slightly larger Golf means that the Polo actually struggles to project its own identity, as offering something unique to the buyer. Although the Polo shares its underbody design parameters with the Audi, no such problem exists with the A1. It’s got individuality by the bucket load.

For starters, the appearance clearly shouts “AUDI” the moment you see it. The LED headlamp surrounds, Audi grille and styling links the car to the brand for immediate recognition. Internally, there are obviously design elements that it shares with VW, Skoda and Seat, but even here, Audi has managed to maintain the company’s look and feel aspect.

Supposedly small in size, the A1 manages to look much bigger than it actually is, a sort of animal instinct of puffing out its chest and standing out in the flock as it looks for a mate. And this impression of more than adequate space continues on the interior. As a 1.87 m male I found access and egress easier with the A1 than many mid-range cars, but a 1.5 m driver is equally at home in the cabin.

Our A1, as tested, was powered by the 1.4-litre, TFSI petrol engine. With direct fuel injection, turbocharging and intercooling, this engine will change any preconceived ideas about small capacity power. With 90 kW of power, and peak torque of 200 Nm rated through from 1,500 rpm out to 4,000 rpm, matched to a six-speed manual gearbox, this combination can be stirred into providing as much excitement as any commuter could desire. Around town, it’s easy to drive and undemanding, but when you need to whisk around a slower vehicle for a quick overtake, you’ll find that by dropping down a gear it will inject as much performance as necessary to complete the overtake easily and safely. The 0-100 km/h acceleration time is 8.9 seconds and maximum speed is claimed to be 203 km/h.

The average fuel consumption for a combined figure is 5.3 l/100 km. Remember this is a petrol engine, for at this level of frugal fuel sipping we’ve become accustomed to finding a diesel under the bonnet. The engine management system is also teamed with an auto stop/start function that cuts the engine while the car is sitting at the traffic lights. Depress the clutch and slot it into 1st gear, and by the time you start to release the pedal the engine is back spinning along and ready for action. Whilst auto stop/start is another feature that came first with diesel engines, it works well in this application on the A1, cutting emissions to zero at

40 ECOCAR ISSUE 11

TESTED

GunStun Kia's Optima

is the latest in line of stunning new designs from this Korean manufacturer

I From the moment you open the door the Optima is a surprise. The interior design is immediately both distinctive and attractive. So much so, in fact, that the interior has won its own award, and the rest of the car has also started picking up nominations and confirmations for excellence. Not yet tested under our ANCAP rating system, it does already have a five-star safety recognition for the USA in the NHTSA system, and is expected to match that in Australian and European crash testing. As we mentioned earlier, the Optima comes in one trim level, but, with that standard set at Platinum, it’s already including a full swag of items that in most cars would set the cash registers clanging. The six-speed auto transmission offers you paddles for when you want to get active and involved, and includes a Sports setting to hasten ratio shifting. It comes with a tilt and telescopic adjusting steering wheel, disc brakes all round, 18-inch alloy rims with 225/45 tyres, plus a fifth full sized alloy rim and tyre in the boot. Even that alone is worthy of applause in these days of space savers and cans of goo.

n global terms it’s just over one year old, having debuted at the New York International Auto Show back in April of last year. But, in real world terms, the Optima is a quantum leap ahead into the future as it shows just how competitive Kia has become in a relatively short timeframe. The Optima sedan, available in Australia,

follows a one-model-fits-all philosophy and comes with a 2.4-litre, petrol, four-cylinder engine, one trim level, automatic only and a host of interior features you’d usually expect from a top of the line specification. And the big news? It’s all available for one price of $36,990.

Designed by Kia supremo, Peter Schreyer, it’s a glorious styling exercise in fluid form, with design cues flowing from the front to the rear and producing one of the best balanced looking cars, in this medium sector, available on our market. There is a 2.0-litre diesel coming at some stage in the future, but right now, the direct fuel-injected “Theta” 2.4-litre petrol engine does an excellent job in providing perky performance and aligning it with a combined fuel consumption figure that just creeps in under our 8.0 l/100 km limit – returning a combined consumption of 7.9 l/100 km and an emissions level of 189 g/km. For those keen on monitoring power and torque output, the Theta engine offers you 148 kW at 6,300 rpm and 250 Nm at 4,250 rpm, and it runs on regular unleaded petrol with a fuel tank capacity of 70 litres.

40 ECOCAR ISSUE 11

TESTED

GunStun Kia's Optima

is the latest in line of stunning new designs from this Korean manufacturer

I From the moment you open the door the Optima is a surprise. The interior design is immediately both distinctive and attractive. So much so, in fact, that the interior has won its own award, and the rest of the car has also started picking up nominations and confirmations for excellence. Not yet tested under our ANCAP rating system, it does already have a five-star safety recognition for the USA in the NHTSA system, and is expected to match that in Australian and European crash testing. As we mentioned earlier, the Optima comes in one trim level, but, with that standard set at Platinum, it’s already including a full swag of items that in most cars would set the cash registers clanging. The six-speed auto transmission offers you paddles for when you want to get active and involved, and includes a Sports setting to hasten ratio shifting. It comes with a tilt and telescopic adjusting steering wheel, disc brakes all round, 18-inch alloy rims with 225/45 tyres, plus a fifth full sized alloy rim and tyre in the boot. Even that alone is worthy of applause in these days of space savers and cans of goo.

n global terms it’s just over one year old, having debuted at the New York International Auto Show back in April of last year. But, in real world terms, the Optima is a quantum leap ahead into the future as it shows just how competitive Kia has become in a relatively short timeframe. The Optima sedan, available in Australia,

follows a one-model-fits-all philosophy and comes with a 2.4-litre, petrol, four-cylinder engine, one trim level, automatic only and a host of interior features you’d usually expect from a top of the line specification. And the big news? It’s all available for one price of $36,990.

Designed by Kia supremo, Peter Schreyer, it’s a glorious styling exercise in fluid form, with design cues flowing from the front to the rear and producing one of the best balanced looking cars, in this medium sector, available on our market. There is a 2.0-litre diesel coming at some stage in the future, but right now, the direct fuel-injected “Theta” 2.4-litre petrol engine does an excellent job in providing perky performance and aligning it with a combined fuel consumption figure that just creeps in under our 8.0 l/100 km limit – returning a combined consumption of 7.9 l/100 km and an emissions level of 189 g/km. For those keen on monitoring power and torque output, the Theta engine offers you 148 kW at 6,300 rpm and 250 Nm at 4,250 rpm, and it runs on regular unleaded petrol with a fuel tank capacity of 70 litres.

STUN GUN

ECOCAR ISSUE 11 41

Kia's Optima is the latest in line of stunning new designs from this Korean manufacturer

Optima, at Platinum level, is full of safety inclusions, with ABS, electronic brake distribution and brake assist, electronic stability control with traction control, hill start assist, reverse parking sensors and a reverse camera displaying onto the central mirror, daytime running lamps, dusk sensing headlamps, static cornering lamps and front and rear fog lamps. Both the driver and front seat passenger are protected by SRS airbags and there are additional front/side SRS airbags for pelvis and thorax protection and curtain airbags to protect the head and upper torso. The doors lock as the car senses vehicle speed, but they also unlock automatically if the sensors detect you are involved in an accident. The driver’s seat powers in eight different ways and it remembers two different seat position preferences. This specification just continues to offer more for the buyer, with a powered sunroof, cruise control, a seven function trip and data computer, a cooling glovebox, cup holders all over the place, an MP3 compatible CD player with six-CD changer, blue tooth and AUX/USB and iPod compatibility. It’s actually

got even more bits and bobs, but processing lists of extras becomes sufficiently monotonous to suggest that interested buyers might spend more of their time assessing the brochure than we want to provide in supplying the necessary space here. The major attribute of the Optima is that, although it comes from an Asian manufacturer, the design isn’t stifled to the extent that we experience from some Japanese manufacturers. The design and final styling results from three influences: those of design studios in Frankfurt, Germany, Korea and Irvine, California. That three cornered involvement gives it the universal appeal and the individuality it needs to stand out from the crowd. And stand out from the crowd it does, especially in the dark, as the headlamps are the higher efficiency level HID units, complete with pressure washers, and the daytime running lamps and rear light clusters are LED combinations, sharing the image from very much more expensive German luxury car makers.

LAUNCH

44 ECOCAR ISSUE 11

F I R S TI M P R E S S I O N SI t ' s f a b u l o u s w h e n a c a r j u s t f e e l s r i g h t , f r o m t h e m o m e n t yo u t a k e t h e w h e e l . B M W ' s X 3 f i t s t h a t c a t e g o r y

It’s always dangerous to categorise manufacturers for having a certain trend or ability. Italian car makers usually incorporate quirky design features, sometimes reminiscent of a cappuccino machine, and yet at other times the very epitome of perfect style. German car makers have that sometimes stark air of Teutonic efficiency that can either make or take away the actual driving pleasure on the grounds of safety versus efficiency and function. Japanese cars are always efficient but sometimes don’t portray much excitement, while Korean cars have managed to find the style lacking in other Asian products. Then of course there’s China.

Comfortably copying anyone else’s ideas, the Chinese don’t seem to have an original thought in their psyche. Historically, they are not a car-loving nation, and it shows in their products. The British car industry was once the pinnacle of vehicle development, producing models that broke new ground, even though they often also broke down. Now, a shadow of its former self, the British car industry seems intent on selling off its good bits to other countries, only to rely on overseas ownership to keep the presses stamping out panels back in Blighty. The French seem to make cars without any thought of another nation, but every now again they bring out something spectacular.

LAUNCH

44 ECOCAR ISSUE 11

F I R S TI M P R E S S I O N SI t ' s f a b u l o u s w h e n a c a r j u s t f e e l s r i g h t , f r o m t h e m o m e n t yo u t a k e t h e w h e e l . B M W ' s X 3 f i t s t h a t c a t e g o r y

It’s always dangerous to categorise manufacturers for having a certain trend or ability. Italian car makers usually incorporate quirky design features, sometimes reminiscent of a cappuccino machine, and yet at other times the very epitome of perfect style. German car makers have that sometimes stark air of Teutonic efficiency that can either make or take away the actual driving pleasure on the grounds of safety versus efficiency and function. Japanese cars are always efficient but sometimes don’t portray much excitement, while Korean cars have managed to find the style lacking in other Asian products. Then of course there’s China.

Comfortably copying anyone else’s ideas, the Chinese don’t seem to have an original thought in their psyche. Historically, they are not a car-loving nation, and it shows in their products. The British car industry was once the pinnacle of vehicle development, producing models that broke new ground, even though they often also broke down. Now, a shadow of its former self, the British car industry seems intent on selling off its good bits to other countries, only to rely on overseas ownership to keep the presses stamping out panels back in Blighty. The French seem to make cars without any thought of another nation, but every now again they bring out something spectacular.

FIRST IMPRESSIONS

ECOCAR ISSUE 11 45

F IRSTIMPRESS IONS

than its forbears, and it sports a delightful 2.0-litre diesel-four cylinder engine that revs out to 5,500 rpm. Matched to that is an eight-speed automatic transmission. And the result? It’s better than good, it’s almost brilliant.

BMW categorises the X3 as an SAV. For that acronym, read Sports Activity Vehicle, and for its Australian launch the drive programme took in the hinterland of the extreme north of the NSW coastline with a drive that extended to Mount Tambourine.

My driving preferences are slightly different to the normal city living option. For starters, I live four kilometres up a dirt road, and, in normal circumstances, drive anything from around 1000 km to 3000 km each week. Hence, my aversion to run flat tyres or space saver tyres and, particularly, the increasing reliance of automakers in a can of sticky goo and a battery powered compressor they have the temerity to call a “mobility pack”. When a tyre has shredded there’s not enough sticky goo on the planet that’s going to fix the problem. Only a tilt-tray and a local hire car company will supply an alternative.

So, to establish a supreme relationship with my personal preferences, a car has to be many things and do each of them, hopefully, well. And that’s why I like the BMW X3.

Fortunately, the Irish have never turned their attention to succeeding in the auto industry, happy to perfect the art of brewing Guinness.

In a somewhat roundabout way, we come back to German design and, in particular, BMW. As Mercedes-Benz is to efficiency, BMW is to driving pleasure. For whatever reason, unless you have the $500,000 necessary to investigate the AMG brochure of goodies, it’s BMW that offers a driver, who

actually likes to drive, the wherewithal to enjoy every moment behind the wheel.

Not every BMW is a jaw dropping exercise in excellence. The X1, I

thought, was one of the more horrid cars I’d driven recently.

But then along came the X3. In its latest incarnation it’s

longer, wider and taller

TESTED

52 ECOCAR ISSUE 11

THE

SPOR

TING

Back when Kia was relatively unknown in Australia, the first SUV to wear the Sportage name was a surprisingly tough

little off-roader with the ability to go where the big boys went at a fraction

of the cost. With its spare wheel mounted on a carrier across the rear tailgate it certainly looked the part,

although I also remember the carrier rattled incessantly whenever the car went over a bump.

At that time, we were running 4WD off-road driver training courses for the public and corporate sector at weekends, in addition to my weekday job which, at the time, was editor of the Daily Telegraph “Big Wheels” section and contributor to magazines such as 4x4 Australia.

The Sportage joined our fleet of Nissan Patrols and performed faultlessly (apart from the tyre carrier rattle) showing many a tricked-up, heavy-duty 4x4 a clean pair of heels as it scampered up steep rocky inclines. The second generation of Sportage solved the tyre carrier problem by taking the spare wheel onboard, but in doing so it no longer managed to look quite as tough as its predecessor. Now, and since August 2010, Kia has a new Sportage kid on the block, and it’s lifted the bar of competition and ability a whole heap higher.

Kia calls its newest version of the Sportage an urban friendly, compact SUV. We reckon that’s a fair call, given its ability to act as a cross-over vehicle linking those who want to go off-road with those that want to drive on the beach or those who want safer transport in their pilgrimage to the snow with skis and snowboards on the roof.

For starters, it’s probably the best-looking SUV on the

market today. Superbly stylish, it sports an outward appearance that will

enable it to visit the concierge at a five-star hotel in the CBD, just as easily as if it were

arriving at the Birdsville Hotel.

Most of a Sportage’s life is going to be spent on the urban highway rather than out in the backblocks, so it pays to know if this SUV is going to handle freeway, highway and dirt road travel with good ride comfort, excellent handling and impressive steering. That sounds pretty basic, but, as we drive all other competitors on a regular basis, we know it isn’t necessarily going to be the case.

You need have no concerns over Sportage ability when it comes to suspension control, ride and handling. Kia Australia is mindful that some imports are about as suited to our conditions as a bathtub with an outboard motor. No matter what suspension package is suggested for our conditions by the parent company, an intrepid band of Aussie Kia techies go and check out the prototypes for themselves, on our roads. That’s why the Cerato handles so well for a compact hatch and why the Optima really impresses in the medium sedan segment. And, if your daily driving task involves taking to the controls of a Mum Bus, you should really check out a Kia Carnival. Yes, it does look like a Mum Bus, but it handles and it goes like the clappers, plus it absorbs children and shopping amazingly well. Returning to our take on the Sportage suspension, the Aussie Kia techies rejected the suspension package that Korea suggested and developed their own demands before accepting the product for sale. The official corporate line is that local development corrected the mis-match between the evaluation vehicle and Australian roads and conditions. We like our explanation better.

Either way, this “correction of a mis-match” resulted in the Australian Sportage handling better than many of its competitors. You don’t have to be a suspension engineer either to pick the difference. Just take a test drive and you’ll soon appreciate the finer detail analysis. You get the choice of three engines, a 2.0 and 2.4-litre petrol alternative and a 2.0-litre diesel. All are four-cylinder units and all feature a six-speed automatic transmission, except for the 2.0-litre entry level Si, which also offers a five-speed manual gearbox. It’s interesting to note here, though, that the 2.0-litre petrol versions are 2WD only, all others are all-wheel-drive.

TESTED

52 ECOCAR ISSUE 11

THE

SPOR

TING

Back when Kia was relatively unknown in Australia, the first SUV to wear the Sportage name was a surprisingly tough

little off-roader with the ability to go where the big boys went at a fraction

of the cost. With its spare wheel mounted on a carrier across the rear tailgate it certainly looked the part,

although I also remember the carrier rattled incessantly whenever the car went over a bump.

At that time, we were running 4WD off-road driver training courses for the public and corporate sector at weekends, in addition to my weekday job which, at the time, was editor of the Daily Telegraph “Big Wheels” section and contributor to magazines such as 4x4 Australia.

The Sportage joined our fleet of Nissan Patrols and performed faultlessly (apart from the tyre carrier rattle) showing many a tricked-up, heavy-duty 4x4 a clean pair of heels as it scampered up steep rocky inclines. The second generation of Sportage solved the tyre carrier problem by taking the spare wheel onboard, but in doing so it no longer managed to look quite as tough as its predecessor. Now, and since August 2010, Kia has a new Sportage kid on the block, and it’s lifted the bar of competition and ability a whole heap higher.

Kia calls its newest version of the Sportage an urban friendly, compact SUV. We reckon that’s a fair call, given its ability to act as a cross-over vehicle linking those who want to go off-road with those that want to drive on the beach or those who want safer transport in their pilgrimage to the snow with skis and snowboards on the roof.

For starters, it’s probably the best-looking SUV on the

market today. Superbly stylish, it sports an outward appearance that will

enable it to visit the concierge at a five-star hotel in the CBD, just as easily as if it were

arriving at the Birdsville Hotel.

Most of a Sportage’s life is going to be spent on the urban highway rather than out in the backblocks, so it pays to know if this SUV is going to handle freeway, highway and dirt road travel with good ride comfort, excellent handling and impressive steering. That sounds pretty basic, but, as we drive all other competitors on a regular basis, we know it isn’t necessarily going to be the case.

You need have no concerns over Sportage ability when it comes to suspension control, ride and handling. Kia Australia is mindful that some imports are about as suited to our conditions as a bathtub with an outboard motor. No matter what suspension package is suggested for our conditions by the parent company, an intrepid band of Aussie Kia techies go and check out the prototypes for themselves, on our roads. That’s why the Cerato handles so well for a compact hatch and why the Optima really impresses in the medium sedan segment. And, if your daily driving task involves taking to the controls of a Mum Bus, you should really check out a Kia Carnival. Yes, it does look like a Mum Bus, but it handles and it goes like the clappers, plus it absorbs children and shopping amazingly well. Returning to our take on the Sportage suspension, the Aussie Kia techies rejected the suspension package that Korea suggested and developed their own demands before accepting the product for sale. The official corporate line is that local development corrected the mis-match between the evaluation vehicle and Australian roads and conditions. We like our explanation better.

Either way, this “correction of a mis-match” resulted in the Australian Sportage handling better than many of its competitors. You don’t have to be a suspension engineer either to pick the difference. Just take a test drive and you’ll soon appreciate the finer detail analysis. You get the choice of three engines, a 2.0 and 2.4-litre petrol alternative and a 2.0-litre diesel. All are four-cylinder units and all feature a six-speed automatic transmission, except for the 2.0-litre entry level Si, which also offers a five-speed manual gearbox. It’s interesting to note here, though, that the 2.0-litre petrol versions are 2WD only, all others are all-wheel-drive.

THE SPORTING CHANCE

ECOCAR ISSUE 11 53

Right now though, as an ECOcar reader, we’re going to tell you to ignore

all versions except for the 2.0-litre, diesel with six-speed automatic transmission, as this is the only

Sportage to beat our 8.0 l/100 km fuel consumption upper limit. The diesel 2.0-litre AWD comes in with a combined fuel consumption figure of 7.5 l/100 km and an emissions rating of 198 g/km of CO2.

With 135 kW of power produced at 4,000 rpm and peak torque of 393 Nm rated through from 1,800 to 2,500rpm, the output of this 2.0-litre diesel is ideally matched to the six-speed automatic transmission to give strong performance both on and off-road. The overall weight of the car is 1,609 kg, which means the engine has the ability to shift the Sportage when acceleration is needed, but it also has the economy to extend travel distances between refills. Even though the tank capacity is on the small side, at 55 litres, a careful driver should still be able to hit the 750 km marker for highway travel. The top-of-the-line Platinum Sportage adds 18-inch alloys with 2325/55R18 sized tyres plus a full-sized spare (Yes, someone does listen to us on tyre requirements), daytime

LED running lamps, an eight-way powered driver’s seat, front seat warmers for cold starts, leather seats, a six-CD player, panoramic sunroof, a Smart key with push button start, rain sensing wipers and rear park sensors. You also get a climate controlled, dual-zoned, aircon system. And all of this comes with a price tag under $40,000 and backing of a five-year, unlimited distance warranty and 24/7 roadside assist. You can’t really go wrong with this level of trim, performance, handling, pricing and support. The 2.0-litre diesel has a variable geometry turbocharger, meaning you won’t get left at the traffic lights, and in performance terms, it’s well up to expectations and requirements, hitting the 100 km/h mark within 9.6 seconds from rest. As standard equipment, the Sportage comes with Traction Control (TCS) and Electronic Stability Control (ESC). It also comes with something that Kia calls Dynamax. Sounding more like a soap powder than a suspension control system, Dynamax is a continuous and fully-active all-wheel-drive coupling that reacts to a change in road

surface or driving conditions. Using computer control and an electro-hydraulic actuation system, the Sportage

can select all-wheel-drive or 2WD when it needs it to maintain traction, safety and control.

jumps ahead in ability and presence in the all important SUV market

Kia

LAUNCH

58 ECOCAR ISSUE 11

Y118TSI and the 125TDI, the V6FSI being too thirsty for our tastes by returning a combined fuel efficiency level of 9.7 l/100 km.

By refining the Passat choice to the petrol 118TSI or diesel 125TDI makes the purchase decision much easier. The diesel will return a combined fuel figure of 5.7 l/100 km and an exhaust emissions level of 151 g/km of CO2, compared to the 118TSI that offers 7.2 l/100 km and 168 g/km. And when you now look at the pricing structure, the mist starts to clear quite spectacularly. VW has kept to the established pricing level of Passat Generation Six, obviously thinking that it had made the cost structure sufficiently competitive not to warrant any change. This brings in the 118TSI sedan at $38,990, plus a further $2,000 for the wagon. The 125TDi sedan comes in at $43,990, again with a further $2,000 for the wagon. Another good reason for disregarding the V6 FSI is that it costs $55,990 for

ou can’t argue with 15 million customers, or if you do, then you risk some pretty major consequences. For Volkswagen, the 15 million Passat buyers span six generations of product development since it first hit the highway back in 1973.

So, as we head into 2011 with a brand new Generation Seven version of the sedan and hatch,

it’s time to check on how the latest Passat is expected to perform, and whether this latest version is indeed a worthy successor to the marque.

Global rationalisation results in common engines and transmissions through different products, and, with Volkswagen’s obvious links to Skoda and Audi in this country, there’s not too much far reaching thought required to realise that powertrain development is going to reflect across all three brands, even though the sheet metal changes, as does the location of its manufacture.

The new Passat comes in a choice of body styles, between sedan and wagon, and with a choice of three engines. For our market, we start with an entry level 1.8-litre, 118TSI petrol four-cylinder, then move through to the option of a 2.0-litre, 125TDI diesel four-cylinder, and conclude with a V6 FSI petrol engine. In fact, for ECOcar readers, we are interested in only the

LAUNCH

58 ECOCAR ISSUE 11

Y118TSI and the 125TDI, the V6FSI being too thirsty for our tastes by returning a combined fuel efficiency level of 9.7 l/100 km.

By refining the Passat choice to the petrol 118TSI or diesel 125TDI makes the purchase decision much easier. The diesel will return a combined fuel figure of 5.7 l/100 km and an exhaust emissions level of 151 g/km of CO2, compared to the 118TSI that offers 7.2 l/100 km and 168 g/km. And when you now look at the pricing structure, the mist starts to clear quite spectacularly. VW has kept to the established pricing level of Passat Generation Six, obviously thinking that it had made the cost structure sufficiently competitive not to warrant any change. This brings in the 118TSI sedan at $38,990, plus a further $2,000 for the wagon. The 125TDi sedan comes in at $43,990, again with a further $2,000 for the wagon. Another good reason for disregarding the V6 FSI is that it costs $55,990 for

ou can’t argue with 15 million customers, or if you do, then you risk some pretty major consequences. For Volkswagen, the 15 million Passat buyers span six generations of product development since it first hit the highway back in 1973.

So, as we head into 2011 with a brand new Generation Seven version of the sedan and hatch,

it’s time to check on how the latest Passat is expected to perform, and whether this latest version is indeed a worthy successor to the marque.

Global rationalisation results in common engines and transmissions through different products, and, with Volkswagen’s obvious links to Skoda and Audi in this country, there’s not too much far reaching thought required to realise that powertrain development is going to reflect across all three brands, even though the sheet metal changes, as does the location of its manufacture.

The new Passat comes in a choice of body styles, between sedan and wagon, and with a choice of three engines. For our market, we start with an entry level 1.8-litre, 118TSI petrol four-cylinder, then move through to the option of a 2.0-litre, 125TDI diesel four-cylinder, and conclude with a V6 FSI petrol engine. In fact, for ECOcar readers, we are interested in only the

FACTOR THREE

ECOCAR ISSUE 11 59

FactorThree

the sedan and $57,990 for the wagon, a price hike that is, frankly, difficult to justify when the entry-level product is so impressive.

When it comes to a comparison of the two engines, it’s the ECOcar view that minimalism is the way to go. The 1.8-litre petrol engine may, on paper at least, look rather on the small side. But, with 5000 reasons to support its preference against the diesel engine, we’d suggest that its performance is certainly acceptable and, in ways other than fuel economy, it provides further benefits.

The petrol four-cylinder is noticeably quieter, within the car, than the 2.0-litre diesel. Most owners are going to be more than content with a fuel efficiency rating that averages out at 7.2 l/100 km, and equally happy with the initial purchase price. Make no mistake, the sedan and wagon are not small cars, but, if you are in the habit of carrying tall rear-seat passengers, the wagon is the way to go, as the occupants in the split/fold rear seat benefit from a higher roofline. Yes, it costs a further $2,000, but the versatility outweighs the price increase.

When it comes to a variation in performance levels, the 118TSI produces 110 kW and 250 Nm of torque, against the 125 kW and 350 Nm of torque from the 125TDI. Most buyers in this category should be more than content with medium sedan and wagon performance expectations, and, in this area, the petrol four-cylinder is more than sufficient. In real time, the difference for the 0-100 km/h dash comes in at 0.1 secs, hardly justifying the additional spend. You are, though, expected to run on premium unleaded fuel in the 118TSI. On a long country run you can gain a full 1.0 l/100 km advantage by moving to diesel power.

To appreciate the value for money quotient we need to look at the general specification that applies to the petrol and diesel, and sedan and wagon, variants.

For starters, you get a DSG automated manual transmission, whether you want one or not. For the 118TSI you get seven gears, and with the 125TDI you get six, testimony more to the additional 100 Nm of torque rather than anything else. You also get leather trim throughout, a common interior spec, and tyres that contain gooey stuff that seal a puncture (hopefully) and don’t require you to change a wheel until you reach civilisation, at which point you can usually find a suitable lackey to do the

Volkswagen’s Passat is its third most popular product, following Golf and Beetle

TESTED

82 ECOCAR ISSUE 11

ABSOLUTELY AUDI

W Where the A8 scores hands-down, by comparison with other upper luxury sedans, is by the inclusion of all-wheel-drive. The safety level afforded to the driver and occupants through having all-wheel-drive outweighs any comparable two-wheel-drive car from any manufacturer. The usual power distribution is a 40/60 percent front/rear power split, but when things get slippery or even slightly tricky, the centre differential senses the change in torque demand and automatically transfers the power to the axle with the most grip, up to a ratio of between 20/80 percent and 60/40 percent front/rear power division.

This is a hugely clever car. The all-wheel-drive system thinks for itself in relation to apportioning power, but its primary objective is to make sure the A8 goes into the bend and comes out the other side under full control. It achieves this by accepting input from all sorts of sensors that, together, combine to ensure traction and steering control is maintained.

The suspension system can lower the ride height, when at speed on a freeway, to improve stability and reduce the aerodynamic impact and to lower fuel consumption. The way the suspension works can also be controlled to give a ride level that is biased towards comfort or handling, with variations in between. As you’d expect, there are SRS airbags to protect the occupants, but, in the A8 system, it also detects the size and seating habits of the passenger and adjusts the degree of protection accordingly. The driver’s eye view of the dashboard isn’t overloaded with too much bling or electronics. It’s tastefully done and, actually, easy to work with, even to the extent that the pop-up central data screen can detect a finger trace on the screen and doesn’t just rely on pushing the right button. And, when using the navigation system, there’s an interaction with the transmission, headlamp actuation and adaptive cruise control system.

Everything about the A8 suggests the overall design has been aimed at competing head-to-head with the S-Class Mercedes-Benz and the 7-Series BMW. It’s a car that hasn’t figured highly in the hire car acceptance, but when you start comparing the features and benefits, you’d have to ask why that hasn’t been the case.

ith its LED headlights and daytime running lamps, the

Audi A8 causes a stir on the street. The clean lines and

distinctive Audi styling is of genuine interest to those passing by. They look, and they obviously like what they see.

When you drive an S-Class Mercedes-Benz, especially in black, there’s always the impression that you might be a visiting member of the Russian Mafia. But there’s no such inference with the Audi. It looks obviously expensive, but it doesn’t ram that opulence down the throat of a driver in a ten-year-old Barina. Consequently, you can participate in the peak hour rush, and, more importantly, park in a city street, without the expectation of a slash down the duco by someone with a grudge and a sharp stick.

With a body built of aluminium, it weighs just 1840 kg, which is around 40 percent less than a comparable vehicle in steel, and that, of course, subsequently relates to lower fuel consumption and improved performance from whatever engine you might pick to go under the bonnet.

There’s a choice of three engines matched to an eight-speed tiptronic automated transmission, but only the two diesel-fuelled versions come within the ECOcar parameters of returning under 8.0 l/100 km. At the top of the spectrum is a 4.2-litre V8 diesel that produces 258 kW of power and 800 Nm of torque rated between 1,750 and 2,750 rpm. The 0-100 km/h sprint comes in at 5.5 seconds, and the top speed is governed at 250 km/h. CO2 emissions come in at 199 g/km and the combined fuel figure is 7.6 l/100 km. More affordable, and probably more relevant to most motorists, is the 3.0-litre six-cylinder diesel alternative. This a new engine based on Audi’s previous 90-degree V block design, but with all new bits and pieces around it. All major components are new, from the cylinder block itself to the crankshaft, connecting rods and cylinder heads. Exhaust emissions are rated at 176 g/km of CO2 with the combined fuel consumption figure at 6.6 l/100 km, giving a range in excess of 1,000 km for both diesel alternatives. The 0-100 km/h acceleration time is claimed to be 6.1 seconds, with top speed again governed to 250 km/h.

Like its V8 cousin, the V6 operates at 180-bar injection pressure, but produces maximum power of 184 kW and a rated torque output of 550 Nm from 1,500 to 3,000 rpm – an increase of 13 kW and 100 Nm over the previous engine. The weight saving advantages of the aluminium body are continued through to this engine, which weighs in at just 194 kg and a full 23 kg less than the previous engine. The bolts and water pipes are made of aluminium, while the oil pan is made of magnesium and aluminium.

TESTED

82 ECOCAR ISSUE 11

ABSOLUTELY AUDI

W Where the A8 scores hands-down, by comparison with other upper luxury sedans, is by the inclusion of all-wheel-drive. The safety level afforded to the driver and occupants through having all-wheel-drive outweighs any comparable two-wheel-drive car from any manufacturer. The usual power distribution is a 40/60 percent front/rear power split, but when things get slippery or even slightly tricky, the centre differential senses the change in torque demand and automatically transfers the power to the axle with the most grip, up to a ratio of between 20/80 percent and 60/40 percent front/rear power division.

This is a hugely clever car. The all-wheel-drive system thinks for itself in relation to apportioning power, but its primary objective is to make sure the A8 goes into the bend and comes out the other side under full control. It achieves this by accepting input from all sorts of sensors that, together, combine to ensure traction and steering control is maintained.

The suspension system can lower the ride height, when at speed on a freeway, to improve stability and reduce the aerodynamic impact and to lower fuel consumption. The way the suspension works can also be controlled to give a ride level that is biased towards comfort or handling, with variations in between. As you’d expect, there are SRS airbags to protect the occupants, but, in the A8 system, it also detects the size and seating habits of the passenger and adjusts the degree of protection accordingly. The driver’s eye view of the dashboard isn’t overloaded with too much bling or electronics. It’s tastefully done and, actually, easy to work with, even to the extent that the pop-up central data screen can detect a finger trace on the screen and doesn’t just rely on pushing the right button. And, when using the navigation system, there’s an interaction with the transmission, headlamp actuation and adaptive cruise control system.

Everything about the A8 suggests the overall design has been aimed at competing head-to-head with the S-Class Mercedes-Benz and the 7-Series BMW. It’s a car that hasn’t figured highly in the hire car acceptance, but when you start comparing the features and benefits, you’d have to ask why that hasn’t been the case.

ith its LED headlights and daytime running lamps, the

Audi A8 causes a stir on the street. The clean lines and

distinctive Audi styling is of genuine interest to those passing by. They look, and they obviously like what they see.

When you drive an S-Class Mercedes-Benz, especially in black, there’s always the impression that you might be a visiting member of the Russian Mafia. But there’s no such inference with the Audi. It looks obviously expensive, but it doesn’t ram that opulence down the throat of a driver in a ten-year-old Barina. Consequently, you can participate in the peak hour rush, and, more importantly, park in a city street, without the expectation of a slash down the duco by someone with a grudge and a sharp stick.

With a body built of aluminium, it weighs just 1840 kg, which is around 40 percent less than a comparable vehicle in steel, and that, of course, subsequently relates to lower fuel consumption and improved performance from whatever engine you might pick to go under the bonnet.

There’s a choice of three engines matched to an eight-speed tiptronic automated transmission, but only the two diesel-fuelled versions come within the ECOcar parameters of returning under 8.0 l/100 km. At the top of the spectrum is a 4.2-litre V8 diesel that produces 258 kW of power and 800 Nm of torque rated between 1,750 and 2,750 rpm. The 0-100 km/h sprint comes in at 5.5 seconds, and the top speed is governed at 250 km/h. CO2 emissions come in at 199 g/km and the combined fuel figure is 7.6 l/100 km. More affordable, and probably more relevant to most motorists, is the 3.0-litre six-cylinder diesel alternative. This a new engine based on Audi’s previous 90-degree V block design, but with all new bits and pieces around it. All major components are new, from the cylinder block itself to the crankshaft, connecting rods and cylinder heads. Exhaust emissions are rated at 176 g/km of CO2 with the combined fuel consumption figure at 6.6 l/100 km, giving a range in excess of 1,000 km for both diesel alternatives. The 0-100 km/h acceleration time is claimed to be 6.1 seconds, with top speed again governed to 250 km/h.

Like its V8 cousin, the V6 operates at 180-bar injection pressure, but produces maximum power of 184 kW and a rated torque output of 550 Nm from 1,500 to 3,000 rpm – an increase of 13 kW and 100 Nm over the previous engine. The weight saving advantages of the aluminium body are continued through to this engine, which weighs in at just 194 kg and a full 23 kg less than the previous engine. The bolts and water pipes are made of aluminium, while the oil pan is made of magnesium and aluminium.

ABSOLUTELY AUDI

ECOCAR ISSUE 11 83ABSOLUTELY AUDI

The big difference with the A8 is the appeal for the driver. It’s a car that anyone would want to drive, because it’s satisfying and it handles from a performance point of view, and not just for the degree of comfort it carries. Most owners will probably only relinquish the front seat when the call to attend to “Affairs of State” means a shift to the rear.

Despite being a large car, with an overall length of 5.267 metres, it maintains its green credentials by incorporating an auto stop/start function on the engine when stationary in traffic. The engine ceases to function, cutting emissions and any extraneous noise levels, restarting in an instant as the driver prepares to rejoin the traffic flow. The leather front seats can boast 22 different parameters for adjustment, even down to including a massage function provided by ten air chambers in the backrest. When matched to the versatility of positioning of the steering column, it should be possible to find the perfect driving position, even for the oddest of shapes. Another great feature is tactile acceptability of the data display and function controls. The seat covering is described as being made from soft, buckskin Nappa leather – a term that completely unnerved my wife who questioned if she was sitting on a distant relative of Bambi.

Audi calls its data display the Multi Media Interface, and the company’s claim that it is the best user interface holds good, as even I can work it. The TV monitor drops into a hidden space on the dashboard when not in use, and pops up like Dickie Knee in Hey Hey it’s Saturday when you want to see what’s going on. The display even shows the image of the CD cover that is playing at the time. The standard ambient lighting package, to set the interior mood, uses LEDs and a complex of electronic controls to illuminate the headlining, footwells, door handles, reading and vanity lights as well as the tunnel, the door pockets, door

The interior is tasteful, opulent and undeniably Audi.

86 ECOCAR ISSUE 11

TESTED

MEN INThe S-Class sets an interesting standard, whether with a chauffeur, a chaplain or a funeral director

86 ECOCAR ISSUE 11

TESTED

MEN INThe S-Class sets an interesting standard, whether with a chauffeur, a chaplain or a funeral director

MEN IN BLACK

ECOCAR ISSUE 11 87

Dine in Melbourne’s Lygon Street late at night and the chances are you’ll see immaculate black limousines parked next to the kerb, their black tinted windows preventing the prying eyes of the curious while their drivers wait at the wheel for their employers. Seated nearby at one of the tables dining al fresco will be a group

of older men, their black coats matching the paintwork of their cars. They share a final coffee and then depart, at which point the street relaxes and diners continue with their chosen menu.

The Mercedes-Benz S-Class is the chosen form of transport for a wide variety of users, from funeral directors to crime bosses, wedding parties to senior executives. What they all have in common is that their cargoes are valuable and the price of safety comes with a three-pointed star on the bonnet.

Now there’s a special new S-Class for the owner with a conscience. A fuel-efficient, low emissions S-Class, with a 3.0-litre, Euro VI rated, performance-oriented engine that’s within the reach of more potential customers than any previous version.

Priced at $213,428, the S-Class 350 BlueTEC is one of the first diesel engine passenger cars to use, what engineers call, Selective Catalytic Reduction, to meet new, more stringent emissions legislation. In fact, the S-Class BlueTEC not only meets all current emissions laws, it exceeds them and the proposals for the next tougher level that so far doesn’t even have a date of introduction.

This high level of emissions compliance and corresponding fuel economy does actually bring with it financial benefits for the prospective owner, as the engine efficiency enables the S350 BlueTEC to slot in with a reduction in luxury car tax to save around $5,000 off the purchase price. But, whether that makes it a bargain or not, it’s the technology itself that makes the car significant.

The V6 diesel with four valves per cylinder produces maximum power of 190 kW at 3,600 rpm. The peak torque rating is a thumping great 620 Nm, generated all the way from 1,600 rpm through to 2,400 rpm, and when you match this to a seven-speed automatic transmission, even Blind Freddy can presume the performance and economy is going to be impressive. At just over five metres in length and weighing in at 1,995 kg (without the driver and bodyguard), this is a car that can return fuel economy figures of 7.0 l/100 km (combined), while able to accelerate from 0-100 km/h in 7.1 seconds, to reach a top speed of 210 km/h. The exhaust emissions rating is 185 g/km of CO2.

It’s a massive car, by normal standards, and it sits on 8.5J alloy rims shod with 255/45R18 tyres. Its suspension uses a four-link Airmatic system, on the front, with anti-dive control, gas filled shocks and a stabiliser bar, while at the rear it’s a multi-link, independent Airmatic system with anti-squat and anti-dive control. Not surprisingly, there are disc brakes all round, with safety systems that include ABS, Brake Assist and ESP. The incredible ability of modern diesels is due to what the engineers call common-rail fuel injection. This operates at very high pressures to give cleaner combustion burn, greater power and lower fuel consumption. The Euro VI emissions compliance is only possible because of exhaust treatment that injects a liquid called Urea (or Adblue or Diesel Exhaust Fluid) into the exhaust system, downstream from the engine turbocharger turbine, to initiate a chemical reaction that reduces harmful emissions.

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