ECOcar Issue 17 August - September 2012 by Motoring Matters Magazine Group

AUSTRALIA’S GUIDE TO ECO FRIENDLY, FUEL EFFICIENT CARS

RRP: AU $7.95 NZ $8.95

Issue 17 August / September 2012

ISSN 1836-4500

FOCUS ON AUDI-HYUNDAI-LEXUS

www.ecocarmagazine.com.au

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W SHORT ANDSPORTY

LAUNCH

hether you are in for the count on finding a pocket rocket or just looking for a compact hatch with more flair and style than the average offering, it’s all available with the Audi A1.

If you liked the looks of the original three-door Audi A1, you’re going to equally enjoy the A1 Sportback. The idea of a three-door hatch doesn’t suit everyone, but a five-door, now there’s a more practical alternative, and it enables Audi to focus its attack on its entry into prestige motoring at the smaller end of the market.

The movement of the B-pillar and a slight shift of roof line adds 11 mm increased rear seat headroom, and results in a new five-door option with four new engines and Audi’s S tronic transmission all combining to change the driveline decisions. Although nobody at Audi has suggested it yet, at ECOcar we think the A1 should come with a gym

membership package. The A1 is the auto equivalent of the Lycra-clad lovely look that suggests trim figures and an athletic approach to life are an integral part of enjoyable motoring.

The Audi designers have even thought of including a couple of special features that will suit those heading to the snow, such as a ski bag, and also heated front seats to warm your anatomy for cold morning starts.

The colour schemes available all continue this theme, with some bright reds and a gorgeous bronze/gold in amongst the regular palette of colours. In all, there are 12 exterior paint colours and three contrasting roof colours. The interior is equally stylish, but the seat squab width is better suited to those with slim hips. The wider variety of driver or passenger will find their figure is being shaped by the seat, sending a message that you’ll be taking advantage of the regular shape and tone classes on offer in order to fit between the bolsters.

Audi’s A1 makes a high fashion statement in the small hatch market

There’s an upmarket feel to the interior, but the big advantage comes when you want to slot into a tiny park space. With an overall length of just 3.95 metres, you’ll be able to take advantage of any opportunity in the local carpark. There’s lots of opportunity to add value (at a price), and the options list starts with Xenon Plus headlamps. LEDs are used for the daytime running lamps and also for the taillights. Pricing starts at $26,500, but, if you tick all the boxes, you can escalate that price structure to max out at $42,500. There are two trim levels available, called Attraction and Ambition. 16

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SHORT AND SPORTY According to Audi, Attraction aims at versatility and Ambition covers a greater focus on comfort. All models feature a 6.5-inch folding screen, Bluetooth interface and music streaming capabilities, cruise control, Concert radio with eight speakers, Driver Information System, dynamic suspension, a light and rain sensor and a multi-function leather sports steering wheel. The range of infotainment and multimedia systems, topped by MMI navigation plus, sets standards in this segment. The high-end system features a hard disk, the MMI operating principle, a DVD drive and intelligent voice control. The monitor, which folds out from the instrument panel, displays three-dimensional graphics in high resolution. Judging from the number of commuters seen wearing headphones, the need to control your own surround sound is paramount. It’s here that Audi A1 buyers can really enjoy their surroundings, as on offer is a 465 W Bose surround-sound system. Performance comes from two areas, light weight and engine performance. The A1 solves both these requirements, coming in with a kerb weight of 1,065 kg when fitted with the entrylevel 1.2-litre TFSI. Audi uses a high level of hot shaped steels in building the A1, and these contribute to the amazingly low body weight of just 220 kg. If you are thinking that 1.2 litres is a bit on the small side, you might be interested in comparing these new engines in their ability to accelerate from 0-100 km/h. The A1 achieves that goal with the 1.2 TFSI in 11.9 seconds, with the 1.4 TFSI

It’s cosy but comfortable with a huge sporty appeal that’s fun to drive and extremely stylish.

(90 kW) in 9.0 seconds, and the 1.4 TFSI (136 kW) Sport at 7.0 seconds. Even the 1.6 TDI diesel romps home in 11.6 seconds. So, there’s nothing sluggish about the performance, but, to be part of ECOcar, we also look at fuel economy. On that score, the A1 Sportback models come in with the combined fuel figure for the 1.2 TFSI (63 kW) of 5.1 l/100 km, the 1.4 TFSI (90 kW) is 5.3 l/100 km, the 1.4 TFSI (136 kW) Sport is 5.9 l/100 km and the 1.6 TDI (66 kW) returns a figure of 3.8 l/100 km. Part of the strategy for saving fuel includes the engine automatic stop/start system that cuts the engine when the car is stationary, such as at the traffic lights. It’s available on all models except the 1.6 TDI with S tronic transmission and the 136 kW TFSI. Emissions levels are all to Euro V standards, with the 1.2 TFSI achieving 118 g/km, the 1.4 TFSI at 126 g/km, the 1.4 TFSI Sport at 139 g/km, and finally the 1.6 TDI comes in at 99 g/km of CO2. If you like changing gear manually, you’ll find a five-speed in the 1.2 TFSI and the 1.6 TDI, and a six-speed manual in the 1.4 TFSI. The seven-speed dual-clutch automated manual transmission is available throughout the range on all models except the 1.2 TFSI. There’s a heap of fun waiting for the driver of an A1 Sportback, and it’s reminiscent of the early Mini Coopers and Peugeot hatches where rapid performance levels and sure-footed handling made driving a compact hatch an immensely satisfying experience. What Audi has also managed to do is include the high level of specification that a buyer might expect only in a luxury model, thereby satisfying anyone looking for something special, but needing it all

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TESTED ith new styling and better economy, there are some seriously good reasons why it’s worth taking a look at the latest version of Renault’s Koleos. Launched into our market in its latest form back in November last year, ECOcar has been taking a long hard look at the diesel version that bounces the Koleos into our ball park for fuel efficiency.

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It’s a very pleasant overall package, barring the unusual name that appears vaguely reminiscent of geriatric body parts that require an annual inspection. “Have you had your Koleos checked recently?” That apart, I am also not sure that I agree with the Renault official definition of the car that states, “Koleos amplifies the dynamic personality of the original model with its elegant, more expressive front-end styling”. It is, however, fair comment that the latest Koleos does look a bit better than the last version, and our week at the wheel produced highly favourable comment about most of the rest of it.

THE COMMON KOLEOS It’s a typical SUV of medium size, but the benefit comes from some nice, and sensible, design touches that are unique to the Renault. We’ll actually start at the back and work forwards. The tailgate is in two pieces – splits in the centre laterally – and enables the lower half to fold down while the top half swings up. This design has several advantages. One being that, when opening the top half, it doesn’t smash you in the face or scratch against a low garage roof. The other benefit of this design sees the lower half fold outwards and down to make a little platform.

That’s ideal for plonking your shopping on while you load the boot. It also means that, when you open up on returning home, everything you put in the luggage area stays put and doesn’t fall out while you duck to avoid being smashed in the face again by the tailgate. Koleos offers high ground clearance and all-wheel-drive security for those who like to live at the end of a dirt road or want to go shiver on a ski field. Consequently, the driver and passengers get a good high view of what lies ahead, enabling even the lower height drivers to better plan their course through the traffic. There are 12V power sockets front and back, and, joy of joys, the Koleos has a full-sized spare tyre in the boot well. The boot space is large enough to be practical for four or five, and, if you carry skis, they can be poked through a little flap in the middle of the rear seat back to avoid folding down the seat entirely. If you do need to fold the seats, the squabs flick forwards, enabling the seat backs to drop totally into a floorwell to give a flat floor throughout the rear section. The interesting part of the Koleos design is that the buyer can choose whether they need a 2WD or 4WD version and whether they prefer a petrol 2.5-litre or diesel 2.0-litre engine. The 2.5-litre petrol engine is actually sourced from Nissan and it’s available in both the 2WD and 4WD variants. Maximum power is 126 kW produced at 6,000 rpm with peak torque of 226 Nm rated at 4,400 rpm. The diesel is a Renault engine, and, with maximum power of 110 kW produced at 4,000 rpm and peak torque of 320 Nm rated at 2,000 rpm, it’s only available in the 4WD model. A spot of fine-tuning of the diesel engine by Renault has reduced fuel consumption by 8.5 percent, to a combined consumption level of 7.6 l/100 km, and a corresponding reduction of emissions by 9.5 percent, to a level of 200 g/km of CO2. As much as it tries, the petrol 2.5-litre doesn’t make it under the ECOcar fuel limit of 8.0 l/100 km, returning a combined figure of 9.3 l/100 km. Concentrating now on the diesel 4x4, which does fit all our selection criteria, we find some of the purchase decisions are now made on your behalf. Firstly, the Koleos diesel is only available in 4WD and only with a six-speed automatic transmission. It turns in 11.6 metres and features electrically powered steering, which feels well balanced, even at highway speeds. With MacPherson front struts and a multi-link rear, the Koleos sits firmly on the road and doesn’t squirm around at all. Surprisingly, the diesel AWD sits lower on the road, at 185 mm ground clearance, against the petrol-engined version that increases to 204 mm.

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LAUNCH f you like German technology, European styling and a car in your driveway that isn’t identical to every one in the street, then take a look at Audi today. This German manufacturer is moving forwards in all the right ways to gain a higher degree of respect in the Australian market. And it’s doing so from the ground up. No matter how technologically advanced, fuel efficient or stunning a vehicle may appear, the success or failure of its manufacturer depends on people. Put the right people in place to link to your customers, and you have every chance of hitting peak sales opportunities. But, if you’ve not bothered to put these links into your retail chain, you might as well pack up your bat and ball and head for higher ground.

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Customers like to be appreciated, and if a company can provide better service, or perhaps more thoughtful service, it will reap the ensuing benefits by gaining sales. The growth of interest in Audi in Australia is being built on this premise and driven strongly by its managing director, Uwe Hagen. This enthusiastic German, himself, comes from a retail background, and his belief in growing the ability of his dealer group is pivotal in generating the enthusiasm that has prompted dealerships to invest substantially in their premises. Two of the more recent examples of this commitment can be seen by a new $8 million investment in the Audi dealership at Mosman, on Sydney’s North Shore, and the country dealership at Wagga, recently seeing the results of a $3 million upgrade – high value of financial commitment for a rural dealership. Hagen uses the phrase “Retail means Detail”, and he speaks passionately about the prospect for Audi to grow its market share as it introduces new products that effectively fill gaps in its range to compete across a broader scale. He sees the advantage of creating an Audi interface with customers that becomes evident the moment a prospective buyer walks into a dealership. “We need to provide an experience for the buyer that is very different from our competitors. We need to explain the best way for a customer to finance their vehicle that

A4DABLE AUDI gives them the best resale or residual and, consequently, the most effective cost of ownership. “I believe we will really see a reduction is the appeal of SUVs as buyers choose the advantages of the new breed of station wagons. Buyers have found that the increased height and weight of an SUV is not necessary, and is actually becoming inconvenient. The latest wagons are as sophisticated and quiet as a sedan, but offer the high level of versatility with better fuel economy and lower overall costs of ownership,” he added. Uwe Hagon’s comments came as Audi Australia launched its new range of A4 models into our market, using the excellent road system of Tasmania. If you’ve not holidayed in Tasmania, then here’s a suggestion, especially if you enjoy driving. The road network offers really enjoyable conditions for touring, and, with great views on almost every turn, a visit provides a superb insight into this diverse yet compact Australian state.

The A4 is Audi’s best selling model, and, as it enters its eighth generation, it builds its appeal on its 39 years of history and development that includes models, such as the Audi 80, which have contributed to total sales in this segment of 10 million. All the versions of the A4 have been updated with a stronger on-road appearance that states its presence, something that has been lacking in earlier, more conservative designs. It’s not necessary to detail every different design cue, but suffice to say it’s more noticeable in the car park, no longer blending in with the locals. The LED daytime running lamps immediately form a point of difference, and you’ll appreciate just how much attention has been paid with the lighting system when you drive at night. Adaptive headlamps with projector beams and Xenon performance give you exceptional long-distance illumination, but add cornering lighting in bends at lower speeds. The main beams also dip when they detect oncoming traffic, resuming to full power when the road clears.

Audi

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TESTED t was only a few years ago that cars from South Korea were considered a level below those from Japan. The designs were slightly older fashioned, the fit and finish of interior panels not quite on par with companies such as Toyota and Mazda, and the technology was far from exciting.

With sales of 359 vehicles for March and a market share of 31.8 percent, Australia’s sporty set have voted with their wallets. Since its launch this year, Veloster has totalled 1409 registrations for an overall market share YTD of 25.6 percent. That’s 8.3 percent ahead of second place, the Mercedes-Benz C-Class Coupe, and 15 percent ahead of the BMW 1 Series.

If there’s one thing that’s constant about the car industry, it doesn’t stagnate. Just when you least expect it, a car company will produce something out of left field that sets a new level of appeal or a higher standard of safety. And, if you needed any convincing of that statement, just look at South Korean carmaking today.

Key to its success is obviously its styling, and Hyundai has managed to bring all this attraction to a driveway near you with a starting price of $23,990. Even if you head for the Veloster +, the price is still below $30,000, only going over that limit if you add metallic paint to achieve an all-in price structure of $30,365.

In the sports category of cars priced under $80,000, the industry analysts, VFACTS, are now listing two cars from South Korea. In amongst the Audis and BMWs, the Mazda MX5s and Alfa Romeo Spiders are the Kia Cerato Koup and our topic for discussion today, the Hyundai Veloster.

So, apart from its very reasonable pricing, its dramatic styling appeal and its overall value for money, how does Veloster stack up to closer scrutiny?

GOOD SPOR Hardly off its sales release, Veloster, for the month of May this year, is market leader of this segment. And not just by a small margin.

Firstly, Veloster is a great shape. It’s remarkably close to being a design concept that’s made it to production, and it’s slightly unusual in that it has two doors on the kerbside and only one door on the offside. It never suggests it’s a five-seater, as the centre of the

Pictures of Veloster +

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GOOD SPORTS rear seat contains cupholders rather than a sculpted seat base. Come to that, it’s not really a regular four-seat car either, as headroom is limited by the sloping roof. So, having determined that the Veloster is really a two-seat with occasional low height visitors in the rear, what’s it like on the road? The engine is a 1.6-litre, four-cylinder, direct injection, double overhead camshaft design that runs on petrol and drives through the front wheels via a choice of transmissions. That gearbox choice is either for a six-speed manual or a six-speed dual-clutch automated manual (AMT) that’s similar in operation to the Volkswagen DSG transmission. Just why Hyundai went for a twin clutch AMT is beyond me, as they make good full fluid automatics. Like VW’s DSG, the shift quality struggles occasionally to remain smooth. Our choice would be to have the added fun of the six-speed manual and pocket the cash saving. In terms of power and performance, the 1.6-litre puts up a good show, producing 103 kW of power at 6,300 rpm and a peak torque rating of 166 Nm at 4,850 rpm. It’s usual to expect anything that looks really sporty to be less than frugal on fuel, but here the Veloster again impresses, returning a combined consumption figure of 6.4 l/100 km that drops to 5.3 l/100 km on a longer run in the country. The emissions levels are 153 g/km of CO2. All the regular driver controls are switched through steering wheel buttons, and, somehow, Hyundai electronics boffins have managed to leap ahead of the competition by producing a Bluetooth link for telephones that’s easy to figure out and quick to connect.

RTS

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NEW RELEASE

HONDA HATCHES A NEW CIVIC Will Eco Assist help Honda re-establish the Civic Hatch in a crowded market?

onda has an amazing name recognition factor. On a global basis, just about everyone has heard of Honda and associated it with leading technology and, above all, reliability. Whether your Honda carries your family to work every day or trims your hedge at the weekend, there’s usually already a relationship in most households, if you care to look hard enough.

The Honda car sales performance for this year has remained basically static, with the figures for the first five months in Australia showing a total volume of 12,017, down slightly from the same period of 2011 where the company achieved 12,191 sales. There has, however, been an upward spike in the May registrations, with the compact Jazz Hatch, outgoing Civic, and Honda Accord Euro all increasing their market share. Now it’s Honda’s turn to raise awareness of its latest arrival, the Civic Hatch, and it hits our shores after a four-year development programme led by Honda’s, Mitsuru Kariya. According to Mr. Kariya, the task to develop the new Civic Hatch was built around the need to recognise that European customer desires are unique in many aspects. With the customer putting high value on modern styling, performance and advanced technology, the new car also should be more cost efficient and eco-friendly. The new Civic Hatch comes in two grades, the VTi-S and VTi-L, and both benefit from the replacement or additional development of nearly all components. There has been a 44

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special focus on suspension set-up to improve ride and handling, and a reduction in exhaust emissions. Interior materials were improved to lift quality perception, and the exterior styling was freshened for greater appeal. Seven years is the typical life cycle of a new vehicle, and with the previous Civic having started its life back in 2006, the launch of the new replacement is certainly timely. The new Civic Hatch starts off well with a five-star ANCAP safety rating and the inclusion of six airbags, anti-lock braking with brake force distribution, electronic brake assist and vehicle stability assist. A hill start assist system is also included to prevent vehicle rollback when starting on an incline. The growth of LED lighting systems is certainly becoming popular throughout the car industry, and the new Civic Hatch gets LED combination taillights and high mounted brake lights as well as daytime running lamps. Honda hasn’t taken the LED process through to headlights, and these remain halogen units rather than heading up the efficiency ladder and opting for Xenon HID or projector units. Shifting up in spec to the VTi-L adds rain sensing wipers, dusk sensing headlamps, dual-zone air conditioning, cruise control with upper speed limiting, reverse camera display, leather trim with heated front seats, a premium audio system

HONDA HATCHES A NEW CIVIC

and 17-inch alloys, up from 16-inch. Both models fit a spacesaver temporary spare tyre in the boot. Power in both models comes from an identical engine and transmission. The 1.8-litre, i-VTEC four-cylinder petrol engine that produces 104 kW of power at 6,500 rpm and a peak torque rating of 174 Nm at 4,300 rpm. Fuel economy for the combined figure comes in at 6.1 l/100 km for the six-speed manual gearbox, or 6.5 l/100 km when matched to the five-speed automatic transmission. Gains of ten percent in the reduction of exhaust emissions have been made with this engine when compared to the previous unit, with levels of 146 g/km and 155 g/km of CO2 (manual/auto).

While Honda might be pleased to announce the gains made in emissions reduction, it should also be noted the engine technology conforms to Euro IV specifications and not Euro V. On this score, Honda has missed the full opportunity to promote its eco attitude, especially with this Euro IV engine requiring premium unleaded fuel to operate most effectively. After all the effort made to improve engine efficiency, lower exhaust emissions and reduce fuel consumption, there’s one more factor to consider, and that’s the quality of the driver behind the wheel. All too often, the driver has not received any training or additional instruction since they passed their original driving test. There’s a growing groundswell of opinion to suggest all drivers should undergo a retraining and evaluation session every five years. This is worked on the principle that the granting of a driver’s licence is not a personal right – more that of a privilege. We also need to look at requiring new drivers to ECOCAR ISSUE 17

TESTED f there’s one thing that stands out about the car industry for this decade, it’s how technology continues to improve. No longer restricted to prestige luxury cars, the highest levels of safety, performance and fuel efficiency are now available to all car buyers, and it’s society that benefits.

Usually, we talk first of the attributes of the entry-level model and then allude to the further options available as you move up the trim list. Such is the impressiveness of the new top-ofthe-range “Premium” specification that we are reversing that trend, starting at the top and working downwards to highlight just how much a buyer can expect.

ECOcar’s association with Hyundai resulted in the i30 becoming our first ECOcar of the Year winner back in June 2009. The ECOcar decision was further reinforced by additional accolades from the national motoring associations, which, subsequently, awarded the i30 their confirmation as Best Mid-Size Car under $30,000.

High Intensity Discharge (HID) headlamps used to be the exclusive domain of prestige luxury cars. Now you can have them on your i30 Premium. The Active and Elite versions offer Projector headlamps. You start at the top with 17-inch alloys and a remote access key that can stay in your pocket and doesn’t need to be plugged in. Auto-folding door-mounted mirrors minimise damage opportunities in tight parking

If one week is a long time in politics, four years is a long time in the car industry. With the launch of the all-new i30 this year, Hyundai is to be congratulated for replacing an excellent model and making its successor even better. Coming onto our market carrying a full five-star Euro NCAP endorsement for crash safety, the new i30 is a substantial step up in ability and performance in what is now a hotly contested segment of the motor industry. Hyundai has refined its description of the i30 as being in the “Luxury Compact” category. The exterior design of the body flows much more smoothly and is very appealing on the eye, standing out from the more boxy approach of its competitors.

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spaces, and you get puddle lights shining down from your door handles to make night entry more pleasant and certainly more visible. A wide panoramic sunroof extends throughout most of the roof, screened off by a powered headlining below the glass that covers the entire aperture. Rear park assist couples to a reverse camera and a screen with exceptional clarity for the highest level of safety available. The 7-inch flat screen monitor, mounted in the centre of the dashboard, is touch-sensitive, and the operating system is easy to understand. Matching to pair a mobile phone or alter the sound system is also easy and intuitive.

HEADING UPTOWN Engine start/stop happens automatically to save sipping fuel when stationery in traffic, and the park brake itself is now operated electronically. Seats are large, heated and comfortable, and provide excellent back, lumbar and neck support with powered adjustment. It’s slightly larger in all dimensions except overall height, providing better interior space and adding to the feeling of comfort. Now we come to engine choice, and, here, Hyundai provides the alternative of a 1.8-litre petrol versus a 1.6-litre diesel. The 1.8-litre petrol actually develops more power (+4.8 percent), with better fuel economy (+9.7 percent), than the 2.0-litre it replaces, while the diesel gets a raise of 10.6 percent more power and a 3.4 percent improvement in fuel economy. Both engines use a cast iron block with alloy head design and a chain driven camshaft with a hydraulic chain tensioner, hydraulic lash adjusters for the valve train, and a stronger mounting system for the belt-drive system that powers ancillary items such as alternator, air conditioning and water pump. Next up is the choice for each engine of either a sixspeed manual gearbox or six-speed automatic transmission. The differences in performance and torque output sees the petrol versus diesel equation as 110 kW @ 6,500 rpm/94 kW @ 4,000 rpm, and 178 Nm @ 4,700 rpm/260 Nm @ 1,9002,750 rpm. Disregarding the options and spec lists, we’ve so far driven the diesel auto and the petrol manual, and, in our pick, it’s the diesel that would win the vote. The torque

matching aided by the variable geometry turbocharger to the six-speed automatic makes it an absolute delight to drive, whereas there were times with the petrol/manual combination that we thought it occasionally hesitant in performance. There’s also a big win for diesel buyers here, as the fuel economy is itself impressive, coming in with a combined figure of 5.6 l/100 km for the auto and 4.5 l/100 km for the manual. This compares to 6.9 and 6.5 l/100 km for the petrol alternative. The Korean carmakers have been at pains to tune their suspensions to better suit Australian conditions, with some models being more effective than others. Our view with the i30 is that Hyundai has got it spot on this time around. It’s supple enough for comfort and controlled enough for good ride and handling.

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TESTED

DYNAMICALLY

DIFFERENT Take a large SUV, add hybrid technology, and you have the Lexus 450h

here’s an increasing move to create a top-notch branding for specific manufacturers, and, for Toyota, it’s Lexus. Soon to join the Australian market is Nissan’s version of top notch, which it calls Infiniti. This process of upscaling part of your brand offering is not necessary guaranteed to add incremental sales and appeal. Mazda soon found this out, to its cost, some years ago when it globally launched it’s own version of the upper

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class car under the Eunos brand. In all events, it was a universally accepted total failure. Nissan also tried the Infiniti brand earlier in the piece, and it also failed miserably. The only marque that’s launched, and so far survived, is Lexus.

DYNAMICALLY DIFFERENT A brief review of the Lexus RX range shows three specific models: the RX 270, the RX 350 and the RX 450h, plus there’s a sportier version, inspiringly called the RX F Sport. What this means, from an engine performance and economy aspect, is that Lexus RX lovers now have a choice between engines: a 2.7-litre four-cylinder, a 3.5-litre alloy quad-cam V6, and a 3.5-litre petrol-electric hybrid.

Unlike other large SUVs that wallow around corners like a drunken sailor on their first night in a new port, the RX 450h handles well, even at high speed. You can put that down to chassis development and an increased stiffness in the bodyframe construction that allows the suspension to be tuned to do what it does best, without being influenced by body flex. There’s been a noticeable move by car manufacturers to incorporate high strength steels in new platform designs, which, in turn, can result in a stiffening of the overall body frame, or what passes these days as a chassis. The latest RX is certainly stiffer, a benefit Lexus claims results from an increase in spot welding throughout its assembly. In total, engineers added 12 additional spotwelds to each side of RX at the rear wheel housings and C-pillar. The stiffer form of the RX has resulted in improved steering feel and response, and it is correspondingly further enhanced by the engineers being able to revise the suspension settings across the range. Engineers also added additional reinforcements around the dash panel and reviewed the power steering assist to improve steering response and feel, resulting in a lighter feel at rest and a smoother feeling when steering at speed. Although it may now be much more rigid, we still encountered a few rattles from the dashboard when heading over corrugations.

Before risking confusion through too much choice, allow ECOcar to make some purchase decisions on your behalf. Only two of the versions conform to the ECOcar criteria on fuel economy, of being below 8.0 l/100 km. That’s the RX 450h and F Sport, with a combined-cycle fuel consumption of 6.3 l/100 km. So, as we immediately dismiss all the other models, let’s look at how going for an RX 450h hybrid is going to excite and tempt your interest. After a long haul to make hybrids more appealing to the general public, Lexus seems to have made the successful transition where others are still languishing. In an effort to make hybrid motoring more appealing, some designers have created a driving experience so confusing and different that it actually discourages buyers. Where Lexus and Toyota have been rather more clever is by moving away from being different, and making the hybrid technology almost unnoticeable to the average driver. The RX 450h is surprisingly large. It’s no midrange SUV alternative, offering an interior space to rival a Landcruiser or Patrol in all aspects other than a third row of seating. It’s actually feels large, both in height and width. But, for families or couples with a lot of ski gear, it provides a great way to shift equipment and stay within the upper luxury level of comfort, matched by environmentally acceptable technology.

The RX 450H enters the Australian market at a price level ranging from $82,900 for the Luxury specification, representing a cost saving of over $6,500 compared to the previous model. There are also two other models of the 450h available, the F Sport at $89,900 and the Sports Luxury at $100,900. Before we head into the performance characteristics of the engine, a word about the driveline. The Lexus RX 450h driveline is unique, consisting of a hybrid-drive front-axle system with an electronic continuously variable transmission and an electric-drive rear axle. All-wheel-drive traction significantly raises the handling and safety levels across all different types of road surfaces. Whereas conventional all-wheel-drive systems are linked mechanically, the sophistication of this hybrid drive installation means that powering the rear axle by electric motors is a highly sensible and practical solution. The use of an electric motor-generator to provide power to the rear wheels gives RX 450h a varying torque distribution, depending on driving dynamics and road conditions. This is an immediate benefit for starting ability and acceleration, on snow-covered or other slippery road surfaces, that is appropriate for all-wheel-drive models. And the beauty of it is that the decision to add all-wheel-drive occurs automatically, without any necessary intervention by the driver.

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TESTED

Range Rover's social graces underline all-wheel-drive aristocracy

omp, ceremony and Range Rover. Once you’ve seen the British Queen at the controls of a Range Rover, there’s really not much left to add. It’s the pinnacle of publicity for any motor manufacturer, and the association with the monarchy has resulted in unique pictorial evidence through the years, dating back to the Land Rover and extending right through the product range. The Evoque launched 12 months ago to an expectant public eagerly awaiting a more affordable version of the larger Range Rover Sport or Vogue. Before going on sale, the company had taken over 18,000 advanced orders, and, in its first nine months, it achieved sales levels approaching 80,000 units. As if to confirm the upper-class appeal of the Evoque, it’s been winning awards, almost on a monthly basis ever since it first turned a wheel. At last count, it had been gonged over 120 times, amidst a wide range of selection criteria and an equally wide range of languages. In fact, the Evoque has proven so successful that it’s been the catalyst for Jaguar Land Rover to treble the workforce at its Halewood, Merseyside, plant. The Evoque is designed, engineered and manufactured in the UK, with more than 75 percent of production exported to more than 170 global markets – generating an estimated ₤2 billion in annual export value for the UK. It’s the smallest and lightest Range Rover ever produced, and its been developed

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globally as a front-wheel-drive as well as a four-wheel-drive, with the 2WD version intended for release, basically, as we complete this feature. At ECOcar, we’ve been evaluating an Evoque Pure TD4. Finished in Indus Silver and with a Cirrus leather interior, even when stationary it still managed to look more upmarket and more prestigious than any other corresponding SUV in our market. The external styling is extremely impressive, with its swooping design lines almost elongating the first view of the car. However, it’s the interior that really spells out the difference between British heritage and the inability of the stylists and designers of other countries to match the marque. Our Evoque under evaluation came with a Pure Tech Pack, comprising an 8” Hi-res touchscreen, 11-speaker 380W Meridian sound system, audio connectivity, carpet mats and mood lighting that upped the price from $53,395 by a further $4,500. Added to that pack was the inclusion of the HDD Premium Navigation System and an audio system capable of playing DVDs, which added a further $3,400, and a dualview touch screen ($1,270) plus an automatic dimming mirror ($320). From a mechanical perspective, the Commandshift automatic transmission added a further $2,480. All these cost inclusions sound quite offputting, but, when added up to a total of $67,665, it still places the Evoque on par with much of its competition and ahead on points of quite a few others. As well as the “Pure” version the Evoque, it is also available in “Prestige” and “Dynamic” trim levels. For those not

EVOQUATIVE

From a mechanical perspective, the Evoque steps up to the plate with a wide range of design goodies that simply don’t feature on competitive makes. Take, for example, the suspension system. With coil springs on each corner, the off-road angles of suspension articulation are way ahead of any other manufacturer that still relies on controlled multi-link systems or leaf springs.

wanting four-door convenience, there is also a coupe two-door version available. The “Pure”, as tested, is available with a choice of two 2.2-litre diesels offering 110 or 140 kW of power, or a 2.0-litre petrol engine that produces 177 kW of power. A sixspeed automatic transmission is standard on petrol and optional when matched to the diesels. When diesels are fitted with a manual sixspeed gearbox, the system also features automatic stop/start, to further reduce fuel consumption. When it comes to assessing fuel economy, the Evoque scores well. The eD4 engine manages a combined figure of 5.0 l/100 km and an emissions level of 133 g/km of CO2. The standard TD4 in automatic and manual configuration returns a combined figure of 6.5 and 5.7 l/100 km respectively, and emissions levels of 174/149 g/km. The petrol engine is over our criteria of 8.0 l/100 km, but is still relatively respectable at 8.7 l/100 km.

The shock absorbers are what Range Rover calls MagneRide, and these are continuously variable dampers that offer infinitely variable damper settings between soft and hard extremes, to cater for those who aim for more comfort as well as those who aim for more sporty response. The Adaptive Dynamics system monitors vehicle movements at least 1000 times per second, reacting to driver or road inputs virtually instantaneously, and tightening body control for firmer and flatter handling and sharper responses. The Evoque onroad is certainly not reminiscent of some of the competition where body roll tends to become evident on every corner. The ride and handling of the Evoque is well controlled, although

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TESTED

ake no mistake, each of the cars tested here have considerable presence and appeal.

The Jaguar XF, with its unmistakably British heritage, is the perfect combatant for the more technically appealing “quattro” allwheel-drive delivery of the Audi A7 Sportback. The A6 sedan brings much of the same Audi appeal but leaves more money in your bank account. But which of the three alternatives will offer the buyer the best value? Read on. While there are similarities in the concept of a grand touring car that seats four in relative comfort, there are also major differences in how each brand achieves its goal. Whether you like the very Jaguar-esque exterior styling of the XF versus the slightly more linear appearance of the Audi is, of course, totally subjective to the viewer. Each Audi has the current family appearance that ties the A6 and A7 in with all

the rest of the Audi stable. The Jaguar shares a similar, but not identical, resemblance to the XJ that costs many thousands of dollars more, while offering a package more acceptable to company leasing programmes than its very upmarket, aluminium-bodied cousin. Before heading into the on-road driving impressions, we’ll lay the groundwork here for mechanical comparisons of engines, transmissions and the other bits that deliver the drive and sort out the ride and handling standards. Audi starts the A7 ball rolling with its 3.0-litre, V6 commonrail direct injection diesel engine. Already at Euro V emissions levels, this is a delightful and smooth engine in its power delivery, offering 180 kW from 4,000 through to 4,500 rpm. Peak torque of 500 Nm is rated at 1,400 through to 3,250 rpm. The A6 3.0-litre TDI shares the same engine as the A7, and once again comes with the all-wheel-drive benefit of Quattro. Fuel economy for the A6 and A7 shows a combined consumption figure of 6.0 l/100 km and an emissions level of 158 g/km of CO2. ,

TWO AGAINST 76

ONE ECOCAR ISSUE 17

TWO AGAINST ONE Jaguar offers three diesel options in the XF, a 2.2-litre that we’ve covered extensively in past issues of ECOcar, and two versions of the 3.0-litre V6 diesel. All three of these engines meet our criteria of a combined fuel efficiency under 8.0 l/100 km: the 2.2 returning 5.4 l/100 km, and the standard 3.0-litre and the 3.0-litre S versions a little thirstier, each at 6.3 l/100 km. Emissions levels are 149 g/km of CO2 for the 2.2-litre and 169 g/km for both 3.0-litre engines. With the Jaguar engine option, it’s a case of picking your power and torque, and, subsequently, your performance level and pricing. The 2.2-litre offers 140 kW at 3,500 rpm and 450 Nm of torque at 2,000 rpm, the 3.0-litre and 3.0-litre S versions increase this to 177 kW and 202 kW, both at 4,000 rpm, and offer torque rating alternatives of 500 Nm and 600 Nm at 2,000 rpm. Weighing in at 1,810 kg, the kerb weight of the XF 3.0-litre S is almost identical with that of each Audi. Acceleration times from 0-100 show 8.5 seconds for the 2.2-litre, 7.1 seconds for the standard 3.0-litre and 6.4 seconds for the 3.0-litre S, enabling the S model to hit the

100 km/h mark just one tenth of a second ahead of the Audi A7, but 0.3 seconds behind the A6. Transmissions maketh the machine here, with both the Audi A6 and A7 staying with the current darling of the Volkswagen group, the DSG automated manual that it calls the S tronic, here offering seven ratios, swapped rapidly by two clutches working together. With all that torque of 500 Nm, it means that, as far as the ratios go, the top four gears are all over-driven, finishing up with relaxed cruising and a 7th gear ratio of 0.462:1 and a final drive ratio of 4.093:1. Remember too, that the Audi transmission is heading to all four wheels through a self-locking centre differential. The driveline for the XF goes straight from the engine through the transmission to the rear wheels only. In terms of fuel economy, both engines and drivelines are impressive. Jaguar’s XF stays with a conventional, fully-fluid automatic transmission, but does so with arguably the best automatic transmission in the world today – the ZF eight-speed. With a

We compare Audi’s A6 and A7 with Jaguar’s XF

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