ECOcar Magazine Issue 9

A U S T R A L I A’ S G U I D E T O E C O F R I E N D LY, F U E L E F F I C I E N T C A R S

www.ecocarmagazine.com.au Issue 9 December / February 2010-2011 RRP: AU $7.95 NZ $8.95

EcoCar Magazine is an AFMA Strategic Alliance Partner

ISSN 1836-4500

BMW 320D - Citroen DS3 Sport - Fiat 500C Ford Mondeo TDCi - Holden’s Barina Spark Honda Jazz and Civic VTi - Kia Rio and Sportage Mazda 2 - MINI Clubman - Mitsubishi ASX Suzuki Kizashi - Toyota Prius

PLUS

Staying safe off road

Is Ethanol the answer?

Ed Ordynski’s Fab Five

NEWS UPDATE

Global cooperation In the past ten years the spirit of global cooperation has seen Ford Motor Company and PSA Peugeot Citroën build approximately 16.5 million diesel engines together. Both companies are now strengthening their joint venture for the development of next-generation Euro 6-compliant engines with the first engines going into production in 2013.

It is expected that the overall investment for the R&D project associated with the Sixth Phase of the Gemini co-operation could be in the region of €300 million and will be shared between Ford and PSA. The brands using the jointly developed engines include Peugeot, Citroën, Ford, Mazda, Jaguar, Volvo Cars and Land Rover.

Citroen goes electric Citroen has launched its first all-electric car, the Citroen C-Zero, which it says is the first new generation electric vehicle to be sold in Europe by a major European car maker.

Zero fuel consumption, zero CO2 emissions and zero noise.

The full-electric technology developed by CITROËN is part of the brand’s strategy to reduce fuel consumption, pollutant emissions and greenhouse gas emissions.

Developed in collaboration with Mitsubishi Motors Corporation (MMC), delivery of the first cars will commence in late 2010. CITROËN C-ZERO is the Marque’s second electric vehicle offering alongside the CITROËN Berlingo First Electric.

Running costs are estimated to be around 1.50 for 100 km.

The CITROËN C-ZERO is a full-electric vehicle powered by a permanent magnet synchronous motor delivering 47 kW or 64 bhp EEC from 3,500 to 8,000 rpm. Maximum torque of 180 Nm is available from 0 to 2,000 rpm.

C4 heads for Oz

Due for launch in Australia in the second half of 2011, the new Citroen C4 features e-HDi micro-hybrid technology and latest-generation Stop & Start systems. Emissions are 109 g/km of CO2 at launch, subsequently falling to 99 g/km.

The micro-hybrid arrangement also includes new MICHELIN ENERGY Saver tyres, premiered with CITROËN, designed for very low levels of fuel consumption and helping to cut CO2 emissions by more than 5 g/km. By using intelligent design techniques, CITROËN was able to keep down the weight of the new CITROËN C4 and to include 15% of green materials, a record for the PSA Citroën Group.

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ISSUE 09

Car Cube for cleaner cars

Disitributing a wide range of car cleaning accessories makes Car Cube a worthy source of supply for anyone looking for cleaning materials.

At ECOcar we’ve been testing all the various sponges, buffing cloths and leathers and can verify their high quality and of course the final result is worth all the effort. Available from all good retail outlets.

Toyota checks its IQ

Volt is Charged

Toyota is to undertake European road trials of an electric-powered version of its iQ city car from next year.

Ahead of its Australian launch as the Holden Volt in 2012, the Chevrolet Volt has been named 2011 Car of the Year by esteemed US motoring publications Motor Trend and AUTOMOBILE.

iQ EV is scheduled to go on sale in the USA in 2012, but Toyota is looking at its potential in other markets, including Europe, Japan and China.

Holden’s Energy and Environment Director Richard Marshall said the accolades reinforced that Volt would have a significant impact when launched in Australia.

The news of Toyota’s further development of its EV programme follows the unveiling this week of the RAV4 EV at the Los Angeles Auto Show, a new model produced in partnership with electric vehicle specialists Tesla Motors that will also be sold in the US from 2012.

“We committed in 2008 to bring Volt to Australia, recognising then, that this vehicle represented gamechanging technology for the auto industry,” Mr Marshall said.

Skoda Footie It’s footie time for Škoda Australia which has announced it’s a Premier Partner of the newly created Greater Western Sydney Giants AFL Team.

As the official car partner of the Giants, Škoda will provide the team with a fleet of vehicles. The fleet will include the popular Octavia and luxurious Superb models.

The Greater Western Sydney Giants are the first AFL team for Greater Western Sydney, with a bold vision to become one of the leading sporting clubs in Australia.

“When it arrives locally, Volt will make driving more economical, better for the environment and will change the way we think about alternative transport solutions.”

With a total range of 550 kms, for the first 40 to 80 kilometres, the Volt drives on electric-only power using electricity stored in its 16-kWh lithium-ion battery.

When the battery runs low, a petrol powered engine/ generator seamlessly operates to extend the driving range more than 480 kilometres on a full tank.

GM estimates that compared to similar sized petrol-powered vehicles, Volt will save motorists up to 1892 litres of fuel a year. This is based on US research that identifies 75 per cent of commuters travel an average daily distance of fewer than 64 kilometres.

“Like the Greater Western Sydney Giants, Škoda Australia is a challenger brand. Like the Giants, we understand that you must embrace your communities,” said Head of Škoda Australia, Matthew Wiesner. “Our growth plans are unashamedly ambitious – and significant growth in brand image and awareness are instrumental to our success. For an automotive manufacturer to succeed in Australia, it’s much more than advertising dollars – it’s about getting into the psyche of Australia. Is there anything more Australian than AFL?” he said.

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TESTED

ome cars exude performance, others opulence or practicality. But take a drive of the latest Fiat 500C and we’ll guarantee one thing. You’ll come back happy, with a big smile on your face.

Fiat has always been good at making small cars. Unfortunately, for Fiat’s profitability, the small car market has the leanest profit margins, but the Italians have traditionally never worried about profit. Even the country seems to operate on a permanent deficit.

Fiat’s boss has indicated he wants to move Fiat development into larger cars, but right now, it’s small is beautiful, and fortunately, extremely stylish.

The arrival of our Fiat 500C coincided with the onset of early spring, which is one reason why this little ruby red fashion accessory, with its white fabric folding sunroof, created such an impression.

It looked gorgeous, and with pearlescent paint, white interior trim and great alloy wheels, it could have been mistaken for something Paris Hilton might keep in one of her handbags.

But, the real fun comes when you press the button above the rear vision mirror and the roof slides back to let you enjoy the first rays of spring, and signal the end to the winter.

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Even though it’s undoubtedly small on the outside, there’s plenty of room for even a six-foot two-inch ex-rugby player to happily sit in the front. And if they are really tall and play AFL, well, they can always stick their head out of the roof.

For under $29,000 you really do get fun with a capital “F”, and along with a permanent smile on your face you get to enjoy a very willing 1.4-litre, 74 kW four-cylinder petrol engine with a choice of a manual or DuaLogic gearbox.

Our baby Fiat came with a six-speed manual gearbox that’s easy to shift and works well with the small engine to give very acceptable around town performance. And if you were worried about your own personal safety, the 500C comes with the full support of Euro NCAP to the tune of a five-star rating.

We’ve mentioned the fabric sunroof, and you could rightly expect it to add to the interior noise levels, but, surprisingly, the fit and finish is to such a high standard that wind and passing traffic noise doesn’t try to battle with the audio system.

Neither does it restrict your rear vision, when you try to park, as the rear section contains a proper glass window that’s also heated for demisting on the colder days.

The car is full of really nice design touches. While the Italians may not be that good at making profits, they are great when it comes to style, and the Fiat is no exception. The dashboard, interior trim, and even the door handles look great.

It’s as though someone has worked out the look and feel on

SMILEY FACE their sketchpad, and not just sent an order off for four million door handles, or borrowed an existing version from another model just because it saved money.

New Fiat 500C retains the same dimensions as the hatchback (3,550 mm long, 1,650 mm wide and 1,490 mm high), and fits, with room to spare, in any parking lot.

The rear boot space is accessed by a clever little parallelogram hinged lid, but if the sunroof is open at the time, the roof automatically adjusts its position by partially closing, so the fabric doesn’t get caught on the boot lid. It all happens through pressing the key fob, or as you open the boot itself.

ECOcar staffers are obviously not the only car lovers to think the Fiat is something of an Italian style icon, as, so far, the 500 range has added 30 awards to the corporate mantelpiece.

Also interesting, is that more than half its sales have been recorded outside Italy (50 percent elsewhere in Europe and eight percent in the rest of the world). In each country where it has been launched, the Fiat 500 has generated enormous interest. In Japan, for example, there have been more than 5,000 orders. It should also be recognised that 80 percent of Fiat 500 customers select the most expensive features, and 90 percent ask for the Blue&Me system.

If you are into Retro styling, there’s obviously a hint of the original fabric roofed Fiat 500 that first appeared back in 1957, but today’s version has double the appeal and none of the basicness of the original.

It’s comfy in the front and slightly squeezy in the back, and when you sit in the driver’s seat you get a great view of the central dial that covers off rev counter, speedo, clock and anything else you need to know, all contained in the one central unit. It does take a little getting used to, but you’ll soon sort it out.

The new Fiat 500C has an exclusive feel to its interior, which is embellished with top quality desirable fabrics, including optional Frau leather upholstery, and a long list of standard features, from automatic climate control to the innovative Blue&Me telematics system.

Although the engine in your ride-on mower probably looks bigger than that of Fiat’s 1.4-litre 16V engine, there’s plenty of performance on tap, with 74 kW at 6,000 rpm and a maximum torque of 131 Nm at 4,250 rpm. According to Fiat, there’s a top speed of 182 km/h and 0-100 km/h acceleration in just 10.5 seconds. Fuel economy comes in with the combined cycle of 6.3 l/100 km, and CO2 emissions levels are put at 140 g/km.

We’d suggest that nobody tries to see if the 182 km/h figure is actually achievable, as things do get a bit busy at high speed if the road surface is anything less than billiard

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FEATURE

ne of the great benefits of working in the motor industry is that every now and again you get to drive a vehicle that is really impressive. It’s not a question of price, rather a question of enjoying the overall package.

And it makes no difference that it might not be in a category that is your normal preference, a good car stands out above all others.

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That’s how we at ECOcar would rate the Citroen DS3. It’s great to look at, it’s full of style, its individuality is uniquely interesting and it’s great to drive. Add the fact that it’s French, stylish and very chic, now blend in the fact that its heritage comes from one of the most successful rallying backgrounds in motoring today, and we’ve got a package that ECOcar readers are going to find very interesting indeed.

Miles Williams, General Manager for Citroen in Australia, sums up the DS3 thus, “DS3 dares to be different - whilst delivering the comfort, quality, technology and ecologically considerate performance for which Citroën is widely recognised.”

FIRST THOUGHT

And he’s not far off the mark. Citroen is the dominant manufacturer in the World Rally Championship, and lead driver, Sebastian Loeb, has now almost twice as many wins to his credit as the second place runner. But, notwithstanding the tremendous natural ability that Loeb displays every time he drives, the car has to be exceptional to win. And it is.

Citroen has always produced high technology, but it’s done so often in a quirky manner. Witness the Traction Avant, 2CV and original DS model back on 1955. The problem facing the manufacturer in past years was that its reputation led it to be a first choice of the older buyer. The quest for the younger buyer led the company into motorsport, and, for those that like statistics, each year of Citroen involvement in motorsport has correspondingly lowered the average age of its customers by one year.

The Citroen DS3 is the first model in the brand new DS line that Citroen is branding “Créative Technologie”. With the DS3 starting the trend, the DS4 and DS5 will continue as they are launched in 2011 and 2012 respectively.

Citroen calls the DS3 a premium small car. For buyers, this means that the DS3 is not available in a budget-priced package that doesn’t contain any of the features that make the top of the line model so desirable. In the case of the DS3 there are no budget priced versions.

You choose a DS3, and you come into the premium small car section knowing that you are buying exclusivity, ability, an immediately fashionable product and one that restores your faith in current engineering. It’s economical, but, thanks to the huge knowledge gained from Citroen’s motorsport involvement, it handles beautifully, it performs well and, here is the wow factor again, it’s both fun and memorable to drive.

DS3 is available in two trim levels: DStyle and DSport, the former dedicated to comfort and style, and the latter, not surprisingly, adding the sporting touch. And rather than leaving the thorny question of cost until last, the pricing is $32,990 for the DS3 DStyle and $35,990 for the DSport.

Sharing the premium small car segment are the Mini, the Mini Clubman, the Fiat 500 and Alfa Romeo MiTo. So, what makes the DS3 different?

This three door hatch offers more elbow room, leg room and boot space than the listed competitors. It’s deceptively spacious, but with overall dimensions of 3.95 m long, 1.72 m wide and 1.46 m or 1.48 m high, it fits the lifestyle of the urban jungle perfectly. You can park it in the smallest spot, but it still offers five seats, classleading levels of occupant space and the biggest boot in the segment, at 285 litres.

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TESTED hen a manufacturer has a great reputation for building compact and sub-compact cars, it actually comes as a surprise when the company steps outside its comfort zone and enters a new segment of the market.

More than sufficient for my Country and Western collection, but still able to cope with Triple J and Rammstein’s Du Hast.

With Kizashi, the buyer has three options, but only two come within our 8.0 l/100 km criteria.

All three are powered by the same 2.4-litre, four-cylinder engine, which features variable valve timing to produce maximum power of 131 kW at 6,500 rpm and peak torque of 230 Nm rated at 4,000 rpm.

The name Kizashi might sound like a Japanese version of Zorro the Super Hero, but it takes Suzuki into the medium car segment with a strong and highly interesting product that is already making a strong impact amongst its competition.

With 307 sales to its credit in September, it’s notched up 1,050 total sales since introduction, and with three main models available it’s not a one-size-fits-all philosophy.

Originally previewed as a concept car at the Frankfurt Motor Show, Suzuki has brought the Kizashi quickly to market, offering solid build quality and good comfort levels with highly acceptable performance in an overall design that enables it to make its presence felt. No mean feat for a new kid on the block competing with established names from its rivals.

In Kizashi’s favour is its ability to feel bigger than it actually is. Benchmarking Audi and BMW as a starting point in Kizashi competition, Suzuki set about lifting perceptions of medium-sized Japanese product with an intention to attract buyers who would prefer a product from Europe.

Instead of starting with an explanation of the frontal styling, we’ll actually begin with a look at the rear of the car and then move forwards. The reason for this becomes evident as soon as you lift the rear tailgate. The interior boot space is enormous, aided by fold flat rear seat backs to give a total capacity of 461 litres with a 60:40 split folding rear seatback with ski-port.

Despite the interior boot space, the rear design doesn’t look tail heavy. In fact, the whole car is very well proportioned, and styled to look chunky rather than sleek.

The interior has an upmarket “feel” to it with good support from the front seats and plenty of easy access both front and rear. All the usual desirable features are included, and the standard specification doesn’t leave much off the list.

Power steering, cruise control, power windows, keyless ignition with a proximity key, air conditioning, automatically dimming rear vision mirror, powered front seats, and dual zone climate control are all provided to suggest the European competitiveness. And it works to provide an opulent feel in this mid-sized segment.

The safety features also bring together a strong protective package, adding front, side and curtain airbags as standard, anti-lock braking, electronic brake distribution, brake assist and vehicle stability control.

You also won’t be disappointed with the onboard audio system. The entry level XL version features a seven speaker AM/FM/CD audio system, with a USB port for iPod® connection. The XLS version ups the quality of reproduction by incorporating a Rockford Fosgate sound system that delivers 425 W of high-grade sound through ten speakers.

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This is obviously an engine that has further development potential available, as US magazine, Road & Track, has already played with a tweaked version to record a run at Bonneville Salt Flats of 327.85 km/h. This was achieved by adding a Turbonetics turbocharger running with 16 pounds boost that increased power to 383 kW and raised torque to 698 Nm. In our quest for fuel economy, the Kizashi XL and XLS models both come in by a gnat’s whisker under our limit at 7.9 l/100 km. These are both front-wheel drive models, whereas the Kizashi sport All-Wheel-Drive tips over the limit to record a combined figure of 8.4 l/100 km.

KIZASHI Buyers of the 2WD XL and XLS can choose between a standard six-speed manual gearbox and a CVT (Continuously Variable Transmission), which, as its name suggests, continues to give the vehicle a variation in transmission ratios.

CVT designs are not new. DAF engineered one of the earliest versions back as early as 1958 when it matched its CVT, called Variomatic, with a 600cc twin-cylinder engine in a two-door sedan it called the Daffodil.

The CVT system in the Kizashi works well, so much so, we would suggest it makes the alternative six-speed manual somewhat obsolete. It’s also possible to have flappy paddles to select ratios manually when driving the CVT, but frankly, once the novelty factor has worn off, most drivers are just going to let the transmission do its own thing without their intervention.

Thanks to some extensive development work in the Kizashi’s early stages, the suspension performance is really quite impressive. This resulted from a test programme that included thousands of kilometres on challenging British country roads and German autobahns. Final suspension settings were also developed through work completed at the Nürburgring in Germany.

Good suspension and handling starts with a rigid body, and here the steel unibody can boast high rigidity from the straight under floor members, comprehensively reinforced joints, and reinforced pillars, engine and suspension mounts.

Suzuki finds a new arena in the medium car segment ECOCAR

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Joining the Club

TESTED

Chris Mullett contemplates life with the Mini Clubman

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JOINING THE CLUB

t seems much more of a recent addition, but for Mini lovers, the Clubman came on the scene back in March 2008, joining the Hardtop and Cabrio models.

I’ll start by professing my genuine love and appreciation of Mini through the ages. I’ve personally owned around five of them, and I’ve had lots of fun with each, ranging from a standard 850cc two-door to a full rally-prepared 1275cc mini rocket. I’ve also owned and driven early examples of the Minivan, and, while living in Chelsea at the time of the Swinging 60s, can even profess to having had a Mini Moke and worn a sheepskin coat.

Lovers of the retro styling obviously abound globally as, since the date of the Mini comeback in 2001, production has now exceeded 1.5 million models. The other rather nice statistic is that today’s Mini is still built at the original factory in Oxford where Mini number one rolled off the production line in May 1959.

But, just where does the Mini Clubman fit? For me it seems to still be more of a concept car than a real product, and just fails to cut through the clutter when it comes to appeal. No longer quite as cute and nimble as the standard Mini, the Clubman looks out of proportion, and somehow out of place, in the cut and thrust of modern urban living.

Identical from the A-pillars forward, it’s what happens behind the B-pillars that suggests that perhaps it resulted from two different design teams. One worked on the left-hand side and gave it one door, while the second team

worked on the right-hand side and gave it one and a half doors. Obviously, doors were at a premium that week. They did, presumably, collaborate on the rear where there are two split doors, reminiscent of the original Minivan, but working much better and shutting with a clunk rather than a clang.

The interior seems to be unnecessarily fussy, and with the speedo placed in the centre of the dashboard, suddenly it no longer seems that retro styling is particularly user friendly. Given the amount of things a driver has to look at these days to avoid running over a pedestrian or collecting a speeding ticket, we might have reached the time for all major information to appear as a heads-up display rather than a head down and over to the left glance at dials and gauges in the centre of the dash.

Three versions of the Clubman provide choice of power and trim levels.

All are powered by a four-cylinder, 16-valve petrol engine, but the power and torque outputs differ from the 90 kW at 6,000 rpm and 160 Nm of torque rated ECOCAR

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FEATURE

Zippy, Nippy,

O o p s With 10 new models to launch over the coming 20 months, Holden is in for a busy time. Chris Mullett reports

H

olden is looked upon by Australians as part of the nation’s DNA. Without using the clichés aligning it with meat pies and footie, it still forms a major part of almost all Australians’ lives as they decide which brand or model to buy at some stage of their car buying future.

In recent times, some quick shuffles of the top management, to counter global financial events, have left Holden without either a clear direction or management focus. However, with new CEO, Mike Devereaux, now firmly ensconced as Chairman and Managing Director since March of this year, the company now has a new look management style that is obviously well in touch with what the company needs to move forwards with confidence.

At 44 years of age, Devereaux joins Holden from a previous role of President and Managing Director of GM Middle East Operations, based in Dubai. He succeeds Alan Batey, who in turn replaced Mark Reuss, who in turn replaced Denny Mooney, who in turn replaced Peter Hanenberger, all since 2003.

Hanenburger was a true car enthusiast, and Mike Devereux also exudes the confidence and enthusiasm that is such a necessary part of heading a company where emotion and brand loyalty is the very centre of the customers’ buying attitude.

Born in Great Britain, Mr Devereux, as a child, moved to Toronto with his family. He joined General Motors in 1984 as an engineering co-op student as part of the St. Catharines Engine and Foundry Complex within GM of Canada, in Ontario. Now with 26 years under his belt at GM, he has worked in Canada, United States and the Middle East, and holds a Bachelor of Science degree in Industrial Engineering, from the GMI Engineering & Management Institute, and a master’s degree in Business Administration from Harvard University.

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ECOcar caught up with Mike Devereux as he fronted the media launch, in Sydney, of the latest sub-compact car to join the Holden stable, the Barina Spark.

“Over the next year and a half Australian customers will see a roll-out of new Holden product like they’ve never seen before. We will have new, world-class, market-leading Holden vehicles competing in almost every segment in this market,” said Mr. Devereux.

ZIPPY, NIPPY, OOPS

“With vehicles like Barina Spark, we are reaching out to a new generation of young customers. With stand-out exterior and interior design, safety and economy, we think we’ll have some of the most compelling and desirable offerings across the board.”

Mr Devereux said the new generation of vehicles, like Barina Spark with its edgy, modern styling, showed the real strength of the GM global design strategy.

“Spark is just the beginning, with more fresh and original vehicles in the pipeline from our global and local design teams. The Holden design team has been responsible for some of the most exciting new GM cars around the world, including the awesome Chevrolet Camaro and the Cruze hatchback shown in Paris for the first time this month,” he said.

Joining Barina Spark in the light-car segment late next year will be its all-new Barina sibling.

“In the next segment up is Cruze. Already punching above its weight in the small car category, the global Cruze will become a home-grown member of Holden’s portfolio in 2011.

“Cruze will become Australia’s only locally-built small car when it rolls off the production line in South Australia early next year,” Mr Devereux said.

“Cruze is already one of the most popular cars in the country and it will continue to go from strength to strength when joined by the Holden-designed Cruze hatchback late in the year.

“The localisation of the Cruze sedan and hatch has been an enormous task for our manufacturing, engineering, design and other support teams. The vehicle already has a great track record and the new program means a lot to the local economy of South Australia and supplier community,” he added.

The Barina Spark looks great, its styling is described as edgy, and with sharp cuts to its front and rear it’s everything the average Generation Y can appreciate in terms of modern styling, ease of access, interior space and, of course, price.

The dashboard is a little different, claiming its heritage from a motorcycle cluster, and with the speedo clamped to the steering column, it moves up and down with the wheel adjustment. Available in two models, the CD and CDX, buyers get steering wheel mounted audio controls, a four-speaker sound system with CD, iPod, USB and MP3 connections, air conditioning and a range of really bright, inyour-face colours. CD buyers get power front windows and wind-up rears, CDX buyers get power all round. Similarly, there’s an upgrade in trim levels for the upper spec, and there are body sports kits all included. Cruise control isn’t available.

Everyone gets the four-door treatment, and with good seats and plenty of shoulder room, it’s easy to get in and out, and is comfortable when you’re there.

Pricing is also great, with an introductory target set at $12,490 aimed at getting Gen Y buyers in the car, or attracting “40 something’s” who are looking for a town car or a second runabout for the garage.

The CDX will be priced around $13,990 and adds 15-inch alloys, against the 14inch alloys of the CD, and yes, you can have a full-sized spare wheel.

“Based on the global Aveo small car, the (next generation) Barina was styled by Holden designer, Ondrej Koromhaz, while on assignment at GM’s global small car homeroom in South Korea.

Made out of high strength steel that flows through 60 percent of the Barina Spark’s body, buyers get a strong cabin with plenty of style and flair. Those wanting to make a further fashion statement can add decals and graphics over the car, all the time knowing they are protected by a high level of in-built safety inclusions, such as electronic stability, ABS anti-lock braking, electronic brake distribution and dual front, side and curtain airbags achieving a four-star crash protection rating and a five-star green guide entry.

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Civic TESTED

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t’s got to be said that not much has happened to the Civic range since the eighth generation family member came on sale in Australia back in 2006. In the last issue of ECOcar, we looked at how the 1.3-litre Hybrid performs, and now we look at the 1.8-litre, which sits in a fourmodel range that includes the hybrid, the 1.8-litre Civic VTi-L and the 2.0-litre Civic Sport.

The 1.8-litre i-VTEC engine, with its 103 kW of power at 6,300 rpm and 174 Nm of torque at 4,200 rpm, is a good entry level for those who like Honda efficiency, and the company’s reputation for well-built products.

Those looking for improved performance can select the 2.0-litre i-VTEC, and with that package will come an increase in power to 114 kW and a rise in torque output to 188 Nm. Transmissions in either the 1.8-litre or 2.0-litre variants, comes down to a five-speed manual or five-speed automatic, leaving the Hybrid version with the Constantly Variable Transmission. Those selecting the 2.0-litre petrol engine also get paddle shift technology, but frankly, we view that more as a gimmick, these days, in a car of this engine capacity, and something that is easily forgotten soon after vehicle purchase.

The first feature you’ll notice when driving the Civic, in any of its incarnations, is the dashboard display. With a digital readout of speed, visible just below the windscreen line, in a hooded section on the top of the dashboard area, it’s one of the best placed speedometers currently available. The driver does not get distracted from their view of the road and is aware of the vehicle speed at all times. Apart from a heads-up display that projects speed onto the windscreen itself, this is probably the safest alternative, and it means that driving through all the constantly varying speed limits of inner city motoring can be achieved with a continuing awareness of the vehicle speed, without loss of concentration on the road ahead.

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CIVIC SOPHISTICATION

Honda’s 1.8-litre Civic VTi fills a niche in the small car segment

VTi-L ECOCAR

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TESTED

Personal Choice

ECOcar asked resident rally champion and eco-driver extraordinaire, Ed Ordynski, to list his top five, favourite, fuel-efficient cars. We were quite surprised at some of the choices, and knowing Ed’s reasons for liking cars are very driver-related, we asked for a ‘please explain.’

C

“

hoosing a personal, top five selection of fuel-efficient vehicles is no easy task with so many worthy contenders on the market. A great ECOcar should not only be fuel efficient but genuinely good to drive, and, hopefully, offer something over and above its more energy-hungry rivals in both economy and driving enjoyment.

Most importantly, it should deliver outstanding fuel efficiency while you are actually enjoying its capabilities, and not just return good numbers while cruising along on an eco-run. With the emphasis on ‘personal’, I can’t help leaning toward those cars that I would look forward to jumping in and driving, every single day of the week, while returning fuel economy that constantly surprises. So, here goes, sticking my neck out and choosing the current top five. Ed Ordynski

“

5

How could the i20 not feature in my top five, having been ‘the little red car that could’, as it travelling 1,269 km along the notorious Pacific Highway on one tank of petrol from Sydney to Bundaberg, Queensland, in 1.4-litre, manual form? After spending so many hours behind the wheel of the base-model i20, on that momentous journey, it still felt great to drive.

The i20 is a perfect example of a car punching well above its weight, and, in three door form especially, manages to make ‘basic’ seem ‘sporty’ and not at all cheap, despite the attractive $14,990 pricetag.

5 Hyundai i20 Active, three-door, manual

The engine and transmission combination is the cornerstone of the i20’s ability. You expect a 1.4-litre petrol engine, with double overhead camshafts and continuously variable valve timing, to be a high revving screamer, completely devoid of torque down low. Nothing could be further from the truth, and the calibration of Hyundai’s Gamma range of engines in delivering vast torque, from well below 1,500 rpm, is outstanding.

The gear ratios in the 5-speed manual transmission are perfectly chosen to match the engine characteristics, and top gear can take the i20 swiftly from 50 km/h to beyond the open road limits.

You can hurtle through hilly, twisty roads in fifth gear, travelling far faster than the average pace while returning ridiculously good fuel economy, all because of the lowrevving performance of that great engine. When approaching steep climbs you think, there’s no way this car is going to accelerate up that hill in fifth gear, and yet it just does so, effortlessly.

The official, combined, fuel consumption figure of 6.0 l/100 km (CO2, 142 g/km) is easily bettered while whistling along, ahead of the normal traffic, and the remarkable 4.2 l/100 km on our Sydney to Bundaberg eco-run, quite achievable with a bit of thought and effort.

The i20 constantly impresses, in more ways than you could ever have imagined from a small, inexpensive car.

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PERSONAL CHOICE

4

I first drove a Mercedes-Benz C350 CDI at a racetrack, straight after driving an AMG C63. The C63 has a V8 engine with no less than 336 kW, and is the modern day equivalent of a Falcon GTHO Phase III, on the road, the track and in the sound it makes. Yet the C350 CDI is not at all disgraced, in direct and immediate comparison, while sipping diesel at just 7.4 l/100 km, combined, (CO2, 196 g/km) and a very achievable 6.0 l/100 km, extra-urban.

510 Nm of torque from 1,600 rpm – 2,800 rpm says just about everything necessary about this amazing engine: a silky smooth, balance shaft, three-litre, V6 turbo that is undoubtedly one of the best examples of state-of-the-art diesel technology.

I am not a fan of automatic transmissions, but the seven-speed G-TRONIC is exactly suited to the effortless performance of the brilliant diesel engine, and undoubtedly contributes to the outstanding fuel efficiency, by imperceptibly keeping the compact Benz in the perfect part of the torque curve, at all times.

Any C Class Mercedes offers a great combination of ride and handling, and adds safety features arguably unmatched by any other manufacturer. Many of the safety systems are unique to Mercedes, or pioneered by its engineers.

The C350 CDI is quiet, smooth, fast and effortless, and, like every car in my personal top five, constantly delivers more than you initially expected.

At $97,900, the C350 CDI is something of bargain in the Mercedes-Benz range, and offers outstanding value for the safety, quality and, in this version, massive performance. It’s perhaps something of a hidden secret on the Australian car market, and a real driver’s car.

I’ve seen V8 Supercar drivers get into the C350 CDI and be immediately staggered by the sheer, all-round competence of this great sports sedan. With its capabilities, you could forgive it if fuel consumption was high, yet, despite its 1,700kg weight and huge torque, it’s incredibly frugal in real world driving.

4 Mercedes-Benz C350 CDI

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TESTED

I

t used to be quite easy to categorise 4WDs. The little ones like the Suzuki Sierra were amazingly capable in creeping about in the bush and popping out where they were least expected. They were definitely uncomfortable, and at high speed on bitumen or dirt roads they were amazingly dangerous, but, if you treated them with respect, they got you places some of the bigger off-roaders just couldn’t access.

In the mid-sized segment such as Prado and Pajero, the buying public were able to swap their mid-week office for a weekend of adventure. They could get to most places in a remarkable degree of comfort, and, as a people mover, they’d also double up well for school drop-off and shopping when they came home again.

The serious off-roader only looked at the Patrol or Landcruiser. Dominating the driveway, it just looked as though the owner was an off-road devotee, boldly going where no bank manager or solicitor had gone before.

But now, the off-road market is about as confused as it could be. We’ve got all-wheel drive models of all shapes and sizes to suit all sorts of tastes and budgets. We’ve got some that offer 2WD only, and others that look exactly the same and wear an identical badge but have drive to all the wheels.

We’ve got some with all-wheel drive that have wheel and tyre combinations that shouldn’t go anywhere rougher than a Woolworth’s car park, and others that would climb a mountain, almost in the blink of an opening wallet.

In amidst a plethora of products, the Kia Sportage has actually developed an impressive record of off-road ability.

Having owned one of the first Sportage models, we can speak at first hand of its off-road ability and trouble-free service when used to demonstrate off-road driving techniques at a 4WD driver training school.

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Sportage has now morphed into its third major generational change, and the result is greater sophistication and a softening of its off road-ability in favour of increasing its on-road attraction. It now craves for attention amidst a collection of individuals that include the Ford Escape, Great Wall X240, Honda CR-V, Hyundai ix35, Mazda CX-7, Mitsubishi ASX and Outlander, Nissan Dualis and X -Trail, Renault Koleos, Ssangyong Actyon, Subaru Forester and Outback, Suzuki Jimny and Grand Vitara, Toyota RAV 4 and Volkswagen Tiguan.

Fortunately, we can cull some of the competitors immediately for not offering a fuel consumption figure under our 8.0 l/100 km ceiling, and consequently, out goes the Ford, the Great Wall, the Honda CR-V, Mazda CX-7, the Mitsubishi ASX 4WD with petrol power and all models in the Outlander range, all versions of the Nissan Duallis and petrol-powered versions of the X-Trail, all versions of the Renault Koleos, Ssangyong Actyon, the Forester and Outback in petrol form but not the 2.0-litre diesels, all petrol versions of the Suzuki Grand Vitara, all petrol versions of the VW Tiguan and the RAV 4 and V6.

Suddenly this segment is looking much less complicated, and we can concentrate on what the latest Sportage has to offer that sets it apart from the remaining competition.

The new model is a total revision of what went before. With a bodyshell that’s longer, wider and lower, it typifies the modern styling that’s coming out of the Kia design studios under the control of Peter Schreyer.

The futuristic styling is a cut above the competition, which relies on the traditional boxy shape associated with the SUV market.

Also worth considering is the amount of effort to which Kia has gone to tune the suspension, ride and handling to the tastes of Australians, rather than the Asian market. We travel

porting

Chance Kia’s Sportage could be a market

SPORTING CHANCE for longer periods over roads that are far from billiard table smooth, and when we go off-road it can be the start of a whole adventure rather than a dirt road leading to a campsite.

New Sportage comes with a choice of two petrol and one diesel engine, but only the 2.0-litre diesel makes the grade for ECOcar. And what a great little four-cylinder powerplant this turns out to be.

With a maximum power output of 135 kW produced at 4,000 rpm and peak torque of 392 Nm rated at 1,800-2,500 rpm, this is the same engine that powers the Hyundai ix35 and the Kia Sonata. It’s only available with a six-speed automatic transmission and you can expect to achieve a combined fuel economy figure of 7.5 l/100 km with an emissions rating of 198 g/km.

This all aluminium engine runs with an electronically controlled, variable geometry turbocharger, and uses exhaust gas recycling and a DPF (diesel particulate filter) to hit the Euro IV low emissions requirements. The 16-valve, double overhead camshaft design is chain driven.

Suspension is independent all-round, with MacPherson strut, coil over damper on the front and a multi-link set-up on the rear. When you need all-wheel drive the electronics come into play, adding drive to the rear wheels when the onboard computers detect slippage and loss of traction. There’s also a manual lock button, under driver control, that holds the AWD system from disconnecting.

If you want to select each gear manually, you hit the Sport mode, otherwise just leave the ratio selection to the computer.

If you are worried about safety, and you should be, the Sportage comes very well loaded with answers. With a five-star, Euro NCAP rating and six airbags in the SRS system, the features include electronic stability control with ABS, (Antilock Brakes), EBD (Electronic Brake Distribution) and CBC

(Cornering Brake Control). You also get brake assist (BAS), Traction Control (TCS), Downhill Brake Control (DBC) and, finally, Hill Start Assist (HSA). The hill start holds on the brakes to prevent roll-back on steep hills, and the downhill brake control limits very steep descents to a maximum speed of 8 km/h.

Reversing safety is improved dramatically with a rear vision camera providing a direct colour feed to a screen display within the rear vision mirror. This adds clear vision to the other inputs that come in from the rear park assist sensors.

These days you can expect a good audio system with the facility to take music from all forms of personal electronic aids, and the Sportage is no exception. The MP3 compatible CD player with AM/FM tuner has an auxiliary input for a USB, with an iPod thrown in, and as you drive faster the sound levels increase. Dependent on the taste of your kids, or your company, this can be both a good and a bad thing.

If you like sightseeing, but don’t like walking, the Sportage has a treat in store by way of a panoramic sunroof. Installed in two sections, big clear glass panels give a great upwards view of anything that happens to be upwards and worth looking at.

We are pretty happy with the tyre choice on Sportage as you get 225/60R17 tyres on alloy rims all round and a full sized spare on the standard models. For the diesel engine platinum version, the rim size increases to the possible overkill alternative of 235/55R18, but still with a full-sized spare. Here we go against the terribly sincere marketing people of some companies that are doing their best to inflict space saver tyres, or tyre sealant and a compressor, on hapless off-roaders, ignoring the fact that a puncture can maroon you in one spot until a nice friendly tyre dealer comes to your aid, usually within the week. In our book, the inclusion of a space saver in an off-road or crossover vehicle is sufficient reason to cross the car off your list of possibilities at purchase time.

leader if it tries really hard ECOCAR

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