Honda’s Euro Built Diesel Civic Hatch: About Time!

Posted by gaycarboys on 05/10/2013

For those of you who simply have to burn oil, Honda’s finally joined the diesel brigade with their DTi-S Hatch. They have excluded much of the market by only bringing it to us with “shift-em-yourself” gears which is a huge mistake. Remember, 85% of the cars sold in OZ are automatic. The trim level inside lacks lashings of leather too. My question is simply this: Why not just offer a choice of diesel at all trim levels and with all transmissions? Why complicate the market but restricting a model to certain choices? After all, auto makers are in the business to sell as many cars as possible.

Ambiance aside, the i-Dtec engine delivers a decent 88kw with a beefy 300Nm of torque which makes the hatch feel nippy, even spritely. Of importance to all buyers would be the noise outside. Nobody likes to feel like they are driving a clattery old Mac truck into the local Maccers, unless of course you’re a truck driver. It is then, with certain amount of glee, that you would receive the news that from the outside the Honda does not sound like an oil drum full of nails being shaken furiously. There is no doubt of course that you are in fact in a car that requires a special bowser, but that is all tempered by the fact that your next road trip will have a fuel bill a mere fraction of the one its petrol cousin would command. Honda claim 4L/100k but we got higher than that at around 7.5 (comb). I suspect a longer trip would be needed and perhaps Honda will tempt us into the Civic for an econ-o-run some time.

With on-road costs, the diesel hatch is going to set you back about 30 grand. 30 Grand I hear you scream. Yes it is rather a lot, but is it worth it? Honda make the best engines, of that there is no doubt, and it’s ironic that the turbo I so want them to glue to their fab 2.4 has instead been manacled teensy diesel. Honda persist in naturally aspirated petrol engines when the rest of the market is downsizing and adding blowers.

By way of comparison, I once owned a 1.8 BMW 318i (when the nomenclatures from Bavaria actually meant something), with a piddling 84kw which hardly pulled the skin of a week old custard. Why? Because it also had a piddling 163nm of torque. It wasn’t even good for the time, but it was a Beemer so it was marketed as good. However our plucky little Honda has a slightly more robust 300nm. What does this mean? Despite the E36 weighing a smidge over 1200kgs, and the Honda weighing a pudgier 1370 kgs, it does 0-100 in 10.5 secs as opposed to the lighter BMW doing 13 secs. Yes yes yes I know what you’re saying. “but that’s a 21 year old car compared to a new car” and you’re right. But what I’m saying is that diesels have come far and advanced much. I thought the little BMW was quick, and the best thing since sliced bread but compared to the Civic diesel it was slower and far, far, thirstier. The Civic would easily do 1200 k’s on its little 50L fuel tank and my 318 barely managed 800 on 65L. The Civic would go almost twice as far on the same amount of fuel.

Stop/start Stops the engine when the clutch is depressed and shifted out of gear. It works well but is the kerfuffle worth it? The Magic Seats are a different matter. They are hugely useful. The rear seat squabs fold backwards leaving the full height of the cabin for tall things. That’s hugely useful.

Ignoring the manual for a moment, it has to be said the hatch has much to recommend it and I like it very much. But I couldn’t find the Goldilocks position for the driver’s seat, try though I might. When I returned the Civic to Honda’s secret western Sydney bunker, I took the opportunity to test my bum on the top-draw leather strewn petrol hatch parked next to me. There was no doubt that the leather was far more comfortable. The diesel’s seating was far too high for a bloke of almost 6’. I pushed and pushed and pushed but when the lever stopped, I still felt as though my hair-do was going to touch the hood. It was un-nerving and uncomfortable to have my eyes so far up the windscreen.

Now, the manual: Some people go into conniptions when they see a 3^rd pedal. However if you can bear the thought of changing gears yourself, without requiring hugs and counseling after every one, you’ll be rewarded with a silky smooth, feather light shifts. With practice, your passengers will think they are being conveyed in the latest automatic innovation from Europe. Honda don’t make much of it but this transmission has been made especially by them, as indeed all their transmissions are. I could go into spruiking at length but I won’t. It is a delight.

As for the rest of the experience, there isn’t much in it between the diesel and petrol versions. I still dislike the rear lights. I’ve always thought if you cut off the top section of the rear and placed it on the bonnet, it would look like a green tree frog smiling back at you. The previous model is still my personal favourite, but I wouldn’t knock the current model back if it was a gift.

The most important thing is the drive. It takes only a jiff to get the feel for the clutch after which the changes become silky. There is no doubt that you’re in a turbo of some kind but the dreaded lag isn’t horrid. Even now, there are some cars that do nothing until after dinner where upon they stab you through the heart then slam you into a wall. Their acceleration comes in a single surprising burst often chirping the tyres most raucously. It’s unpleasant and unnecessary. Instead, the Honda feels refined and well mannered, yet reasonably powerful. Compare it to the Holden Cruze, which is a similar size, and you are talking about chalk and cheese. The Cruze feels nowhere near as well resolved. It’s the same deal for the gear shifting, interior ambiance, and exterior look. For similar money, the drive is as different as it’s possible to be. It doesn’t feel like they were both manufactured in the same century.

Although the Civic hatch wasn’t perfect, it was still pretty good. Would I buy one? No, I just can’t envisage a time when I would ever buy a diesel, but I know many out there would, and all the power to you!

Passat-Head Revisited

Posted by gaycarboys on 05/05/2013

Do you remember the VW Passat we had about 6 months ago? We liked is a lot and when given the chance for another Passat we jumped at it.

6 Months down the track you’ll be surprised to hear we still love it. It still feels refined to drive, elegant to look at, and divine to sit in.HERE’S THE PREVIOUS REVIEW SHOULD YOU WANT IT.

To touch on some of the highlights I should briefly mention the elegant exterior is going to appeal to we gents of a certain age. The Passat looks as if it costs far more than it actually did. That’s something few brands can manage. As well as looking like quality, it feels like quality too.

The cabin feels beautifully made and is as elegant as I remember it. The old time analogue clock in the dash is gorgeous because we are all fed up with those cheap $2 shop Dick Smith Electronics numbers foisted onto by car companies utterly disinterested in their buyers. It’s unforgivable. Memory can be a funny thing because I thought I remembered keyless start, but it was completely and utterly not there. You know how I hate being wrong.

Two things worth mentioning are the slow and clunky Satnav and the occasional hesitation of the stop/start to start.

The drive of the 130TDi was actually better than I remembered. 130kw doesn’t sound like much but 380Nm of torque is the bit that kicks you in the pants at traffic lights. Since the last spin VW has upped the power from 125kw and the torque from 350Nm. I’m not convinced the average driver could pick the difference but for a modest price rise of $500, the $44,990 for the highline seems well worth it especially when you consider what else is around for the price. Last time I mentioned Holden’s Calais was $20,000 more expensive, not as well made, far less stuff in it and above all far thirstier. Even the new VF Commodore range won’t change my mind on this because even with the better interior and more kit, it will still be $20k more. Don’t get me wrong, I love the Holden, but if I was spending my own money what would I buy? Remember I’d also have to pay for my own petrol.

Would I buy a Passat diesel Highline? Yes, without hesitation if I was in the market for a smart looking exec saloon.

Landcruiser GXL 200 series: King of the Road

Posted by gaycarboys on 02/27/2013

Folding the rear seats

Toyota gave me a chance to take a LandCruiser 200 GXL for a week. I was interested to see if the bad driving associated with large SUV drivers is the fault of the car or not.

OUTSIDE:

The receptionist at Toyota’s massive Sydney HQ located in “The Shire” handed me the keys. As she did, she said “you know they call it the King of the Road” and smiled. An involuntary chuckle came. The thought of a great lumbering Behemoth with more body roll than Dumbo and the all good looks of a piece of lightly toasted moon-rock made me very much the nomenclature. After all, aren’t LandCruisers only for country folk and old people towing caravans the size of Tasmania?

From the outside the LandCruiser doesn’t look to have changed much for several decades. Our LC had the lift-up rear hatch which is my preferred option. It means being able to perch on the back at the polo to sip champers. There are also some very clever camping options that turn the rear of a lift-back SUV into a tent. It means a place to live and keep your accoutrements but be assured of a dry place to sleep that’s guaranteed to be completely rock free. You know there is nothing worse than a rock up your clacker at 3 am so give me a comfy air mattress any day.

Our GXL had a nice set of side steps which help the more diminutive driver scale the height required to get into the driver’s seat. The 17” Alloys are a good look and are standard across the range. They are matched to the off-road tyres needed to explore the big brown land we call home.

The exterior has the solid look and feel I’d expect from a Toyota, especially one that comes with so much gravitas.

The LC looks big but the closer you get the more enormous it becomes. It’s hard to believe a truck could be either comfortable or useable especially in the daily Sydney snarls.

INSIDE:

Entry is via smart entry/start system which I have grown very fond of over the last few years. Apart from the ubiquitous safety gear that has popped up like mushrooms, the smart entry system is the new black. With the key fumble-free still in your pocket, you simply pull gently on the door handle. Because the system already knows you aren’t an interloper, it unlocks and opens the door in one movement.

One thing which surprised me was the acres of grey velour which took me straight back to the 90’s. It may feel comfortable but on a car only 4k short of $100,000 surely leather is the only option. Leather also has the added benefit of being easily wiped over if there any little off-roading spills. The real test of an interior is how it feels from the driver’s seat.

From the moment my toosh hit the cushion my outlook had an instant facelift. Even before adjusting the seating position I could feel the deep cushioning providing a lounge-like experience. A quick shuffle and a few presses of the buttons and I felt like the king of the road and as yet I hadn’t shifted into drive. Although not the top model our GXL haS the GPS system on board which comes with the big LCD screen and reversing camera. It soon became apparent the reversing camera was essential rather than a luxury. The rear vision is great above the waist line, but the area concealed below the glass is enormous.

The cabin is capacious and there is a 3rd row of seats in case you have a whole bunch of pals who need a lift somewhere important. They quickly fold up and out of the way if you need the space. I mentioned the tent which attaches to the tailgate that gives you a living space so with the seats out of the way you have the sleeping space too.

The instruments are well laid and ditto for the controls. Those you use more often are in easy reach and those less often are down on the console. That’s where you find the crawl control which operates at low speed and has 5 settings. It has to be said that we didn’t get a chance to use any of the off-road gadgetry but the fact that it’s there at all says a lot for the package.

The top of the line Sahara has woodgrain trim with acres of cowhide but deep down it’s only the base model that’s been tarted up with a bit of bling.

THE DRIVE:

We did a combination of short city stints and a quick sprint to Canberra since the off-road kudos already flows like wine. It may surprise many of you but I also did a school run. I’m happy to report it was a great success. The 6year old squealed with excitement as I opened the moon roof and he thought the LC rode “much better than mummy’s jalopy”. Mum’s taxi is a reasonably new Lancer. I thought “jalopy” an odd word from a 6 year old but perhaps things have changed with the advent of the internet. I was interested to see if the explosion of soccer mums at school collection time had to mean every SUV in a 5 k radius was intentionally driven with reckless abando. The LC was easily reverse parked with little interruption to other drivers but I noted with great interest the manner in which the other SUVs were used. Many of them chose to double-park only to be moved on by an irate lolly-pop man furiously waving his stop sign. I wrote several years ago that SUVs had received a bum-wrap because their drivers felt imbued with an undeserved indestructible sense of entitlement. It’s true that one feels a certain superiority and after a short while one notices other drivers getting out of one’s way. See what I’m doing there? I’m using “one” like the queen does, and after only a week in the Toyota too. Size has much advantage but it is a privilege one should use sparingly as karma is a bitch.

Shopping centres and city traffic were conquered with similar alacrity. In fact after only a few days the massive LandCruiser seemed to have shrunk. This was due at least in part to the spectacular diesel V8 Toyota shoehorned into it. The 195KW sounds modest by V8 standards but it’s the torque of a stratospheric 650Nm that allows the massive bulk of 3300kg to sprint like a sports car. As if that wasn’t enough there is more than enough torque to tow a further 3500kg. That’s like a LandCruiser with two beefy lads on board towing a second Landcruiser. The figures are mindboggling.

The city run was truly impressive so we decided the “Kind of the Road” tag could only stand if the LandCruiser was comfortable on the open road. News reached me that the National Arboretum had opened in Canberra only 3 and a half hours down the road. I was on the phone lickety-split to organise a friend visiting from Japan. The next morning we set of bright and early.

The drive consists mainly of 110kph stretches road. I’ve made this trip in all sorts of atrocious conditions so a bit of light rain presented no problem. Probably the most amazing thing is just how much like a car the LandCruiser had begun to feel. On the highway the bulk completely vanishes and she shrinks even further. Only drivers outside the cabin are aware of the size of the vehicle. Those inside feel cosseted and special especially as they look down at the other travellers.

There were some interesting comments from my Japanese friend. Her parents drive a new Lexus in back home in the land of the rising sun, and she thought the LandCruiser compared well. The seating even after several hours was incredibly comfortable. The driving position was perfect and the car sat on the road smoothly ironing out the nuances of a less than perfect Australian highway. I began to see the Toyota as more of a luxury transport than a lowly workhorse. In fact I was genuinely find of her. Her steering, brakes and suspension were all designed by Goldilocks and were “just right”.

The Conclusion:

The 300 km trip passed quickly so when we pulled into we took a few moments to assess the journey and the first thing was the fuel consumption which was an amazing 6.9L/100k. To think an automatic 3.3 tonne vehicle travelling at 110 kph for 3.5 hours could use so little fuel is mind stunning. Our return trip of nearly 700 k’s was completed on under half a tank of fuel. That’s about $65 in diesel split between the 2 of us but the car seats 8 so the cabin could move a whole bunch of chums very cheaply. Moreover it would be done in great whisper quite comfort.

That’s the good bit. There were some parts that were not suite so good. The SatNav was slightly psychotic and kept freezing requiring resetting by restarting the engine which can only be done while the car is stopped. Some units won’t allow input whilst the vehicle is in motion but our test car simply would not co-operate unless reset.

Then there are the looks which can only be described as plain. 4WDs can be very attractive. The Land Rover and Range Rover are good examples. Also the massive 93 litre fuel tank would cost the better part $140 to fill which is a not inconsiderable sum.

In the end, the LandCruiser got under my skin. Although the price of $95,000 for the second bottom model makes your eyes water, it’s hard to think of a bettercar for all seasons. It feels indestructible, like mobile bunker furnished as a lounge room. In other words no matter where you want to go you can do it comfort.

My question had been answered: The bad drivers associated with large 4WD’s would be bad drivers in any car. A bad “tool” blames his “workman” it seems.

She isn’t the prettiest girl in the room, but she just might be the most capable.

Price

GX diesel: $84,209

GXL Diesel : $95,259

Altitude diesel: $97,859

VX diesel: $107,809

Sahara Diesel: $127,759

*also available in petrol V8

	GXL	VX	Sahara
Twin-turbo V8 direct-injection multi-valve diesel engine	Std	Std	Std
Six-speed auto with sequential shift	Std	Std	Std
Full-time 4WD with Torsen ® centre differential	Std	Std	Std
Multi-terrain ABS with EBD and BA	Std	Std	Std
Vehicle Stability Control (with cut-off switch)	Std	Std	Std
Hill-start Assist Control	Std	Std	Std
Downhill Assist Control	Std	Std	Std
Active Traction Control	Std	Std	Std
Double-wishbone coil-spring IFS	Std	Std	Std
Four-link coil spring rear suspension with lateral (Panhard) rod	Std	Std	Std
KDSS suspension (optional on turbo-diesel)	O	Std	Std
17-inch alloy wheels	Std	Std	Std
Rear spoiler	Std	Std	Std
Side steps	Std
Matt metallic-look side steps		Std	Std
Body-coloured exterior mirrors and door handles	Std	Std	Std
Front fog lamps		Std	Std
Headlamp cleaning system			Std
Moonroof		Std	Std
UV-cut glass	Std
Privacy glass		Std	Std
Tilt and telescopic steering column adjustment	Std	Std
Electric tilt and telescopic steering column adjustment			Std
Smart Entry and Smart Start	Std	Std	Std
Dual-zone climate control air conditioning	Std	Std
Four-zone climate control air conditioning			Std
Pollen filter	Std	Std	Std
Cool box			Std
Rear cooler	Std	Std
6 cupholders	Std
8 cupholders		Std	Std
Large overhead console	Std
Small overhead console		Std	Std
Cloth seat and door trim	Std
Leather accented seat and door trim		Std	Std
Power-adjustable front seats with tilt-adjustable head restraints		Std	Std
40:20:40 split fold second-row seat with centre armrest and two cupholders		Std	Std
Front seatback map pockets		Std	Std
Remote power window and moonroof control		Std	Std
Electro-chromatic interior mirror			Std
Electric folding exterior mirrors			Std
Door courtesy lamps		Std	Std
Multi-information display (trip computer)		Std	Std
Multi-information display function button on steering wheel		Std
Audio controls on steering wheel, plus Bluetooth™ and multi-information display			Std
Reversing camera (rear guide monitor)			Std
Optitron instruments		Std	Std
Leather accented steering wheel and gearshift lever		Std
Leather accented and woodgrain look steering wheel and gearshift lever			Std
Woodgrain look interior trim (dashboard, centre console, door trim)		Std	Std
Front console box	Std	Std	Std
Front map lamps	Std
Rear map lamps		Std	Std
Antenna in glass	Std	Std	Std
Driver and front passenger dual-stage SRS airbags	Std	Std	Std
Front-seat side airbags	Std	Std	Std
Full-length three-row side curtain-shield airbags	Std	Std	Std
Driver and front passenger knee airbags		Std	Std
Second-row outboard seat side airbags		Std	Std
Front and second-row seat (outer) seatbelt pretensioners	Std	Std	Std
Six-speaker audio with six-CD MP3-compatible changer, plus audio input jack and Bluetooth™ capability	Std	Std
Nine-speaker audio			Std
Satellite navigation with DVD mapping, six-CD/DVD/MP3 multi-changer			Std
Key reminder warning	Std	Std	Std
Alarm system		Std	Std
Sub fuel tank	Std

SPECS 2007 Toyota LandCruiser 200 specifications

5/11/2007

	Turbo-diesel			Petrol
	GXL	VX	Sahara	GXL	VX	Sahara
ENGINE
Type	Diesel			Petrol
Capacity (cc)	4461			4664
Code	1VD-FTV			2UZ-FE
Description	8 cylinders, V formation, gear and chain-driven, DOHC, 32 valves, compacted graphite-iron cylinder block and aluminium alloy heads			8 cylinders, V formation, belt-driven and gear-coupled DOHC, 4 valves per cylinder, cast-iron cylinder block, alloy cross-flow heads
Bore x stroke (mm)	86.0 x 96.0			94.0 x 84.0
Compression ratio	16.8:1			10.0:1
Ignition system	Compression ignition			Distributorless, direct ignition with iridium-tipped, long-life spark plugs
Max. power	195kW @ 3400rpm			202kW @ 5400rpm
Max. torque	650Nm @ 1600-2600rpm			410Nm @ 3400rpm
Intercooler	Air-to-air			N/A
Fuel system	Direct injection			Multi-point fuel injection
Fuel type	Diesel			91 RON ULP
Fuel tank capacity (L)	138	93		138
Fuel economy 1 (L/100km)	10.3			14.5
Carbon dioxide (g/km)	273			341
Emission rating	Euro IV
TRANSMISSION
Driven wheels	4WD
4WD system	Constant 4WD with Torsen limited-slip centre differential, silent chain-driven, electrically switched
Transmission description	Six-speed automatic, electronically controlled with flexible lock-up torque converter on 5th and 6th gear and Artificial Intelligence shift control			Five-speed automatic, electronically controlled with flexible lock-up torque converter and Artificial Intelligence shift control
Transmission code	AB60F			A750F
Transmission control	Electronic
Gear ratios – 1st	3.333:1			3.520:1
- 2nd	1.960:1			2.042:1
- 3rd	1.353:1			1.400:1
- 4th	1.000:1
- 5th	0.728:1			0.716:1
- 6th	0.588:1			-
- Reverse	3.061:1			3.224:1
- Final drive ratio	3.909:1			4.100:1
- Transfer gear ratio – low	2.618:1
- Transfer gear ratio – high	1.000:1
STEERING
Type	Rack and pinion
Turns lock to lock	3.14
Turning circle kerb to kerb (m)	11.8
SUSPENSION
Front	Independent double wishbone with gas dampers, coil springs and hydro-mechanical semi-active anti-roll bar (KDSS) – optional on GXL Turbo-diesel
Rear	Live axle, trailing arms, four-link rigid coil suspension with Panhard rod, hydro-mechanical semi-active anti-roll bar (KDSS) – optional on GXL Turbo-diesel
BRAKES
Front	Ventilated discs, 340 x 32mm, four-piston fixed calipers
Rear	Ventilated discs, 345 x 18mm, single-piston floating calipers
WHEELS
Rims	8.0Jx17 alloy
Tyres	285/65 R17 116H
Spare	8.0Jx17 alloy, 285/65 R17 116H
BODY 2
Construction	Chassis
Body type	4-door wagon
Length (mm)	4950
Width (mm)	1970
Height (mm)	1905
Wheelbase (mm)	2850
Front track (mm)	1640
Rear track (mm)	1635
Ground clearance (mm)	225
Approach angle (degrees)	30
Departure angle (degrees)	20
Breakover/ramp over angle (degrees)	25
Coefficient of drag (Cd)	0.36
INTERIOR
Length (mm)	2715
Width (mm)	1640
Height (mm)	1200 / 1140 (with moonroof)
WEIGHTS/LOADS 3
Kerb weight (kg)	2630-2700	2675-2720		2555-2635	2610-2665
Gross Vehicle Mass (kg)	3300
Gross Combined Mass (kg)	6800
Luggage capacity (L)	700 (VDA) top of 2nd-row seats
Seating capacity (incl. driver)	8
Towing capacity with trailer brakes (kg) 4	3500
Towing capacity without trailer brakes (kg) 4	750

1	Fuel consumption will vary depending on driving conditions/style, vehicle conditions and options/accessories. Source of fuel consumption data: ADR81/01 combined cycle.
2	Some vehicle dimension figures are approximate and may vary due to options and accessory fitment.
3	Kerb weight is nominal and may vary depending on options and accessories.
4	Towing capacity subject to State regulations, towbar design and towing equipment.

Passat Blue Motion: Understated Elegance With An Impeccable Edge

Posted by gaycarboys on 11/18/2012

VW Passat 2013 (9) VW Passat 2013 (11)

It was an accident which put me behind the wheel of the 2013 Passat Blue Motion. The car I was meant to collect had been bent by another writer. I must make a mental note to thank him. To be honest the Passat hasn’t been on my radar. GayCarBoys tends to write about cars preferred by the gay community so there are sporty hatches, open tourers and trendy wagons and SUV’s so the posh boys can take the dawgs out on the weekend. We do the odd executive ride but they are few and far between. That’s a shame because we might have come across Passat before.

Before we get to the car let me throw a few numbers at you: There are 125kw and 350Nm of torque in the 2.0L turbo diesel. The Blue Motion technology is a suite of innovations to improve fuel consumption so that the 1550kg 4 door Saloon will do 4.7L/100 on the open road. At $1.50 a litre that means you will spend only 7c for a kilometre of travel. That hardly seem possible does it?

OUTSIDE:

Elegance, quality and sturdiness are several of the words that come to mind when you first cast you eye over the lines of the exterior of the Passat. There is a certain Germanic precision about the way it’s been put together. It looks like it’s been built to last. The lines are simple with no unnecessary lumps and bumps and nothing has been carved out of it. The front is particularly chunky in its appearance. It’s manly and solid with big Xenon headlamps and LED day-lamps (both optional) and the grille juts aggressively forward giving a slightly angry face that says “I’m good looking and butch so you had better get out of my way”. Importantly it looks expensive with the same attention to details you find in Audi but without the premium price.

It’s the same story around the back. The tail light cluster has the optional LED lamps but that is the only adornment. In short, the exterior looks classy and solid. In the flesh the Passat looks bigger than it really is with an impressive road presence. The subtle body lines sweep from the back down to the front giving the impression of a lower, sportier, faster touring saloon. The looks won’t be for everyone but I find it pleasing if a little too understated.

INSIDE:

Two words for you here: All class. In a departure from the dearth of metalised plastic rubbish in most cars, VW has chosen quality fittings so anything that looks like metal is real brushed aluminium and the leather is real leather. A particularly classy touch is the analogue clock in the metal trim across the front of the dash. It adds a touch of ye Olde World to the very modern and the contrast is pleasing. The Infotainment system is the one used throughout the brand but in Passat comes standard with Satnav. The centre console is also where you find the switch to turn off the Auto Stop which prevents the engine from shutting down at traffic lights. There are times when you want to make a fast getaway and the last thing you would want is any shenanigans from the restarting sequence.

The LCD screen shows some of the programmable functions too so there is some basic customisation of the headlights and security settings. It is in the settings, not the satnav itself, where you’ll find the tick-box which turns off the points of interest in the map. For example the last thing you need is to be driving down Crown St in Surry Hills with the Café flag ticked. In such a street, the map is almost entirely covered with flags so as to block sight of the roads, names and other features that guide you. We never found out how to make the lady in the dash repeat herself. When she is speaking is the easiest time to adjust the volume but if you aren’t quick enough with the volume dial turn trn the radio volume up instead. However once you adjusted most of the settings you don’t have to do it again. You could also run through your favourite radio stations here too.

Below are the climate control settings. There are two zones but they can be made one for when the driver is the only one on-board. One thing which was noteworthy was the seating which is very firm in that typical German way but as you would expect not at all uncomfortable. The leather is done very nicely as well. It has a premium look and feel and I keep coming back to the fact that, like the exterior, the interior has the feel of a more expensive car. I’m fond of Holden’s Calais and although it’s 300mm longer it’s also $20,000 more expensive and uses double the fuel because there is no diesel option. What stands out most is the gulf of difference in build quality between the two. Not a panel inside or out is out of place in the Passat. Nothing has bowed and the tolerance of the joints would make the ancient Egyptians proud.

The sturdiness of the construction and generally thoughtful design does have the odd flaw. The Passat performed the sad duty of ferrying elderly relatives to a funeral. The two older gents sat quietly in the back but each struggled to fasten his seat belt. It’s happened to us all but this happened to the old blokes every time they got in. There is nothing more frustrating than cantankerous belt buckles but this didn’t do much to dampen the general feeling of well-being that we all felt during the weeks drive.

THE DRIVE:

Perhaps unfairly, my previous week had been spent in Volkswagen’s fabulous Golf GTi so getting into the statelier, more mature Passat initially felt strange. The steering, brakes and suspension all had less of an edge. This isn’t surprising because the two cars couldn’t be aimed at two more different demographics. The GTi is aimed at the bloke aged between 20 and 40 who craves a pocket rocket, whereas the Passat is aimed at the older person to whom comfort and style matter more than going around corners fast. It didn’t take long to get used to the softer ride and softer brakes which then became the norm. The GTi made me feel excited and special but Passat had quite a different effect and this is really where I surprised myself. I started to feel a bit posh and rather smug because I knew something the drivers around me didn’t know. I knew what it was like to be sitting comfortably in the rarefied climate created by a combination of superb craftsmanship and clever design. Things were where I expected them to be, most of the time. The menu system of the infotainment unit took some working, out but driving the Passat made me feel like a film star. It’s so important to get the car in the right colour. White looks a little frumpy but the dark metallic blue elegant and stately and elegant so wafting along at 4.7L/100k on the highway entitles the driver to feel smug. It’s worth pointing out that Hybrids can’t achieve this figure though some claim it, at least around town. They certainly don’t get it on the open road. To put it another way you’ll pay just 7c a kilometre for fuel. That’s a mere $70 for a thousand kilometres. You and two chums would be very nicely catered for on such a long trip and each would travel from Sydney to Melbourne for a touch over $23. The added bonus is you’d have something nice to drive round in once you got there.

You can have the Automated parking option if reverse parking drives you to distraction but the sensors are sufficient for most of us. Our Saloon didn’t have the option and I didn’t miss it. The 125kw turbo diesel has 350Nm of torque to deal with sprints and high speed and the DSG to get you there without having to faff about with gears and a clutch. It has to be said that I personally like faffing and I’m not terribly fussed in DSG or CVT auto transmissions. The former isn’t as smooth as a good auto of the regular variety in my opinion. Its function improves as the driver gets used to its quirks but a very slow precise parking manoeuvrer is hard to perfect as the clutches grab and release the gears.

The stop/start too wasn’t as smooth as I would have liked. On several occasions the engine failed to reignite when my foot came off the brake. It wouldn’t have worried me overly by the starting procedure is requested by the smaller LCD in the centre of the instrument cluster. The Key fob is inserted directly into the dash and is given a firm push to start the car. When the re-start has failed, and you’re sitting in traffic waiting to turn and horns are tooting and other drivers are yelling you are expected to remember the following procedure:

1: Select Park

2: ensure your foot is on the brake

3: push the key so it pops out a little then again to re-seat it

4: push the key again to start the engine

5: move the selector into Drive

6: take your foot off the brake and place it on the accelerator.

Trying to remember this in the less than forgiving atmosphere of leak hour traffic the recipe seems a trifle over baked. I’m sure it’s driver error but it isn’t as though I don’t drive a lot of different vehicles from a lot of different makers. I’m left wondering what would happen to an inexperienced person or worse still, an older driver.

All of that is for naught when you are on the move. You waft along listening to Mozart on a decent stereo even if you haven’t opted for the arm-and-a-leg option. The cabin is as quite as a church mouse unless you have cause to push your foot into the carpet. Although the diesel engine is relatively, high revs create a bit of a hullabaloo under the bonnet and the sound of the does makes itself known to the occupants. It isn’t uncomfortable by any means but rather the dulcet tones of a technology determined to take as little money from your wallet as possible each time you fill your tank. You’ll never be hearing it much because the Passat is a tourer who prefers steady as she goes. She is more than happy to provide a generous dose of chilli should you need them at the lights.

THE CONCLUSION:

This is the part where I will sum up what I’ve been saying but it’s also where I say if I liked the car. Sometimes. If I’ve liked the car a lot, I’ll be moved to such words as fabulous or luscious or superb. On rare occasions I’ll also add that I’d be happy to have the car at my place on a more permanent basis. I can imagine myself wafting along sipping fuel at a miserly rate while flicking carelessly through the music on your IPhone using the steering wheel buttons. When you get to where you’re going you pop the boot and the lid raises like a finely honed piece of medical equipment and you’re reassured again that you’ve made the right choice.

Passat is not for the type of person who is determined to impress people with badges or who like cars the size of watering cans, but for the rest of us it will do very nicely.

Price:1

18TSI $43,692

125TDi $49,012

V6 FSI $61,612

Holden Colorado: A Gay Tradies Wet Dream

Posted by gaycarboys on 11/02/2012

Note the folding jump seat. Close the storage bin and lower seat and buckle in!

Above are the suicide rear doors missed on our test.

Holden Colorado: A Gay Tradies ~~Wet~~ Dream

I know what you’re thinking: Commercial/industrial vehicle, it’s going to be awful beyond description. You would be dead wrong because the week spent with Colorado was a whole bunch of fun.

It’s direct from the USA even though it’s made in Thailand. It reeks of mid-west pickup meets Korean sensibly price sedan yet manages to evoke the primal caveman hunter in all of us. Whether it’s the fact that you sit way above all but the biggest truck drivers, or the feeling that you’re invincible, there is no doubt that the Colorado has a sexy, manly, butch road presence.

Outside:-

If a light commercial four wheel drive can be said to be gorgeous, then the Colorado LTZ Space cab is stunning. It wins hands down in the perv-ability stakes with a big beefy front end positively bursting with confidence and hutzpah. The headlights and single bar grille are huge but you don’t really get an idea of how big until you stand next to them. The bonnet comes quite a way up my chest and I’m 183 cms tall. Even with my height I have to use the side step to enter the cabin easily. In a funny way the external features are quite plain but therein lay the success especially in silver. The colour works well with the huge set of decorative rolls bars and big fat set of alloys. The front doors are obvious, not so obvious are the concealed rear doors. That’s rather a shame for the guests of mine who got into the rear by the front doors. There also a set of occasional “jump” seats which can fold down should you want to give the hot appreciates a lift to collect the “skyhooks” , ”chequered” paint and “left-handed screwdrivers”. Normally the seats are stowed allowing a flat shelf to be used for tools you don’t want knicked. There is also a discrete cubby hole for odds and sods. Opening the concealed rear door would have made our airport run so much easier. Instead we had one unfortunate soul climb into the back by moving the front seat forward on the passengers’ side. I feel quite the bone head now because this fact has only now come to light as I write this story. Best I not mention to the bloke who origami’ d himself into the back jump seats. The big rear tray was chock-a-block full of bags and duty free instead of the ubiquitous tools and building things. I’ve just had a swig on the Courvoisier bought as a gift, how thoughtful of them

Next, the ground clearance is full 4X4 height. This means you could go camping on the weekend if you could be bothered emptying your kit onto the garage floor and replacing it with tents and so forth.

Very nice looking and just the sort of thing big butch boy wants to be seen in, despite diesel being the only engine option.

Inside:-

A little disappointing if I’m being honest. It isn’t something I can put a finger on but it didn’t feel like quality. The blue lighting and instruments are the colour du jour around at Salmon St. The Colorado is American designed and made in Thailand, but has somehow managed to feel Korean from about 10 years ago.

Apart from the look, everything is there. The simple infotainment system is an up-to-date but bear-bones affair. It has the feel of the Cruze as does the rest of the interior so it’s functional and reasonably comfy. I mentioned the nifty doors but I can’t speak to their function as I only discovered them when writing up the story. That’ll teach me for not reading the user guide.

The seating is comfy yet basic. Keep in mind we had the top model but there is no leather and not much else in the way of luxury. I wonder how long the fabric will last if the ute is used on a building site? It’s hard to clean builders dust out of fabric. The preview of the SUV version at the OZ Motor Show had a much smarter cabin with nicer appointments and a cosier feel. Once the SUV arrives the ute may gain a new top model for those wanting a bit of luxury in their working lives.

What kind of person buys an off-roader ute? The kind of person buying Colorado will be a sexy tradie. The kind who wanders aimlessly about the place with a shirt carelessly left open to reveal a tight set of abs nestling neatly under a lightly muscled chest. He won’t be the kind who goes in for endless manscaping so he won’t have shaved every last hair from his body. Despite his dislike of manscaping, he’ll still want a few gorgeous things to get him through his busy day. You only have to look at the skyrocketing Aussie fixation with 4 by 4’s fitted with every device known to modern man. The cabin will be strewn with cowhide as far as the eye can see and the dash will be sporting the latest in whiz-bangery with a sound system of 2 million watts. Of course a careful queen would opt for a “light” version of whatever vehicle he buys. It will be sans luxury because he would rather hoard money in the bank, or under his mattress, rather than spend it on a car. The rest of us will want to go the whole hog. Remember when you go to sell your car the top models sell first and always net you a few extra shekels.

The rear section of the space cab has a couple of occasional seats. They fold down like a trolley-dolly’s jump seat and are accessed by the afore-mentioned suicide doors. Most of the time you use the shelf for your more precious tools there, as well a change of smart clothes so you can stop in at your favourite watering hole on the way home. The less than comfy seats would be left stowed unless you had an unusually successful night out and required seating for more than 2. There are hidden bins under the shelf.

The tray is not secure so you won’t be keeping anything the permanently. The tonneau cover clips rather cleverly over a discrete lip so would be fairly weather tight. It’s not so easy to be able to do up quickly but perhaps this would loosen up with time. Most things do. I know I loosen up no end given the right prompting. In this case size counts and although it isn’t the biggest in class, it is completely useable space.

The Drive:-

The 4 cyl 132KW duratec diesel pushes the Colorado along at a respectable pace. The acceleration is brisk like most modern diesels and is typically frugal in its drinking habits. It’s the 440nm of torque which allow the Holden to be quick off the mark, and to be loaded to the gunnels with tradie stuff and still be nippy. One thing that struck me was although the engine noise almost never penetrates the cabin, there is quite the ruckus outside. It’s a commercial vehicle though so this isn’t really an issue. On the road you’ll have the air on and the windows up. In that case the cabin is quiet as a mouse.

It’s built to cart things around the place so the ride is good but the handling is a bit like driving a bouncy castle. The first thing a normal car driver will notice is lots of extra turns lock to lock. That means you have to turn the wheel more times to go around a corner. It makes driving a huge vehicle quite the handful in the carpark at your local Coles. The 4 X 4 system is easily operated from a knob on the console but we didn’t get the chance to give it a proper workout. The angles of 30o (attack) at the front and 22o at the rear (departure) are quite good for a ute this big but it means you can go up and down really big hills. Of course with the front angle being bigger, you scrap your bum on the way out. Perhaps that’s how hard core off roaders roll? The tank is a huge 78 litres so I’d reckon on about 500 k’s out of a tank around town so that figure will be much higher on the open road. That’s extraordinary for a vehicle this size.

As for the little touches like auto headlights and wipers, power seats, auto dipping mirrors etc, forget it. Perhaps those too will be on the luxury SUV version coming soon. You’ve got cruise and other such modern accoutrements and a fistful of safety gear for emergency situations. These days that’s the very least a car requires to makes 5 stars so hardly remarkable.

All of this means a decent drive but at no stage do you forget you are in a large pick-up. You sit higher than almost anything else on the road. Most like a view, but the driver’s seat is a long way up even if on the lowest setting. You’d want to be really keen on looking down into other cars. It’s amazing what you see when you do look, but that’s a story for another time.

You could certainly take the Colorado off-road but around town it does feel big. In short, it is more than fit for purpose but you probably wouldn’t be buying one if you weren’t in a trade of some kind. I have friends who are thinking of buying one to tow a trailer and jet ski. They like the idea of throwing wet things into it without having to worry about the floor and upholstery. It’s also fit for that purpose because it certainly has enough oomph for that As for how much it can town, does it really matter? Most will never carry anything more than a couple of tool boxes and a spare set of clothes!

Conclusion:-

I enjoyed my week in her but I wouldn’t buy one. That’s not entirely fair because I’d rather a sporty coupe or a handsome drop-top. A tradie on the other hand will find the Colorado easy to drive, easy to park, easy to load and cheap to buy. Make of that what you will; it’s certainly worth a look.

Price $29,990 – $51,990 (SUV not included in this price range)

Honda’s CRZ HYBRID vs Peugeot’s RCZ: Answers to questions you didn’t ask!

Posted by gaycarboys on 08/20/2012

In a spasm of sisterly generosity, we decided to get our two favourite sports cars together for a hot date. The motives were not just a collection of random ideas of a nebulous and essentially irrelevant nature, but rather deep and primal need to answer a question which has been on the lip of everyone’s tips: What is better value, a Hybrid sports car or a French coupe with a BMW engine?

The answer isn’t an easy one to reach because the question isn’t a straightforward one and each has its own charm. Neither is overwhelmed with power and torque, and both are as cute as hell.

OUTSIDE:

Honda CRZ HYBRID and Peugeot RCZ both have cutting edge looks that will age well. The RCZ looks fabulously modern in a slightly retro kind of way. and our first CRZ test got us excited because the word Hybrid never appears alongside the word “sport. No matter who you are, something inside all of us is deeply moved by a note of approval by a fellow motorist. It doesn’t hurt if the note of approval comes from from a super-hot motorist either. On the last occasion in our RCZ, a buff, bare-chested boy of Lebanese appearance glanced nonchalantly from the window of his fully-pimped tradies’ ute He had a huge smile and was waving a hand the size of a dinner plate. All he said was “NNNIIIIIICCCCEEEE”, and then I remembered I was in the Peugeot and that he probably wasn’t talking about me. It elicited an unusually long sigh and I couldn’t help but feel a little downhearted yet excited.

To refresh your memories: the RCZ has the powerful aggressive look of a crouching lion caught in mid-hunt. The rear quarter is reminiscent of the muscular hind legs of a big cat with a death grip on a huge alloy rim on which an unseen hand smeared the merest hint of rubber. The front is long and sleek with huge cat-like eyes and a yawning mouth. The rear sees a boot of almost equal length to the bonnet sporting a sexy set of LED tail lights. Each wheel has a bulging arch connect by a low swooping roof of brushed stainless steel and glass encasing the occupants safely inside. Although the exterior features dozens of stunning elements each more fabulous than the last, the feature attracting most comment is the double-bubble roof. I first saw the 308 RCZ Concept years ago and was convinced the roof would be the first thing the bean counters would consign to history. Instead the double bubble looks even more stunning that I could ever have imagined

Some think the upward sweep in the window line at the rear of the door looks odd, but I disagree. It neatly defines the cabin and frames the front seats. As a whole, the design is sharp and fresh and more importantly well age well. As long as the electrics hold out the RCZ will make an excellent second hand proposition. Like Mazda’s MX5, the RCZ should be considered a classic.

The CRZ HYBRID continues a long line of sporty Hondas while keeping true to their established designed language without being strangled by it. There are cues from many models in the range but this car is one that is definitely greater than the sum of its parts. For example, the rear end reminds me of the insight, another Honda Hybrid. In fact you might even imagine it’s what the ’91 CR-X might look like in 2012.

Civic CRZ

CRZ Hybrid

Peugeot RCZ

The CRZ HYBRID is a wedge with an edge. It’s designed to make people look at it. Honda has a long line of sporty coupes in its history and all were right for the time. Does the CRZ HYBRID continue in that vein, or is it a pastiche which has been there, done that? Yes it does but in a modern way, not a half-baked pastiche being offered as a pale imitation of halcyon days long passed. CRZ metalwork looks the part even more so considering batteries and electric engine which lie just beneath. The Luxury model has a fixed full glass roof but my first love is the lower spec Sports Manual. They look the same if you ignore the roof. It’s worth mentioning that the roof line and high-set tail end are meant to aid the fuel-saving hybrid system. The pictures don’t do it justice though as the wedge is far more pronounced in the metal. It’s a sharp looking package in the flesh but you only get an idea of how low it is when you see it parked next to a compact family hatch. Even a brand new family hatch looks a little sad in comparison.

The rear end is deeply sculptured with a high-tech look to the light clusters. There is a bar which forms a sharp edge right at the rear of the hatch, or is it the rear of the roof? You be the judge. The only annoying thing is, from the driver’s seat, the bar is in the centre of the field of view in the rear-view mirror. You get used to it but invariably you want to see who is in the car behind and the face is obliterated by the bar. You can imagine how annoying that could be right?

Both cars are beautifully chiselled but in dramatically different, but equally pleasing ways. Although the look is markedly different they have much in common beyond the coupe doors and 2 plus 2 seating

THE INSIDE: Here too the differences are clear. From the minute you enter with cabin, the Peugeot has a luxurious feel and eschews the drab and dreary being forced on most buyers. The metal highlights and soft leather leave an impression of quality. The dash, doors and console are covered in leather-look alike stitched into place just like a high-end Euro-snob but at a lower price. The cabin looks crafted rather than constructed and that’s not an easy look to get right. Like the CRZ HYBRID, the RCZ has back seats for midgets only. I prefer to stow a few shopping bags there so they can be caressed between light changes. As with most cars, the addition of a Satnav module brings other goodies associated with the large LCD unit and that is the reason most order one. Either way the console is clearly laid out with distinct zones for each set of controls. Some of the same controls such as the audio, phone and vehicle info are repeated in stalk mounted buttons behind the steering wheel. As you will all know by now, I consider this to be Peugeot’s Achilles heel. Itis being phased out in favour the more conventional wheel mounted buttons Although buttons can clutter, their position facing the driver makes them easily read and understood. The stalk fetish means you either have to read the user guide or continually contort your neck to try and see behind the steering wheel. It’s just plain daft and is very difficult to use. This is hardly very practical when in city traffic and you want to change the radio station. Rusted-on Peugeot-philes will claim these are easy once you get used to them, but no-one should have to get used to something so awful. The new 508 has a front mounted layout making it a vast improvement. Perhaps the RCZ’s midlife update will consign the stalk controls to distant memory, who can say. I fear that with Peugeot’s current cost cutting, this might just be a distant dream.

Peugeot RCZ interior

Honda CRZ (Luxury CVT shown)

The seating has good lateral support and although very comfortable, is on the verge of being too firm. Regardless of the firmness they proved perfect on a recent day-trip to Canberra. Because the Peugeot simply begs to be tossed around you quickly learn to appreciate the body hugging design.

Peugeot went all out on the excellent sound system which has a rich deep tone. It’s easy to use and a joy to listen to. We tried all types of music and all delivered a high-end performance. We did have a little trouble with our bluetooth streaming but by far the most annoying aspect is how you search your iPhone when connected via USB. With your iPhone plugged in, most systems will allow to you to choose how you search and play your music. The RCZ insists that you set the parameters in the vehicle configurations menu. In other words you set how you want to search, whether it be by artist or playlist or album before you can actually start listening. If you change your mind and would like to search by artist instead of playlist, you have to go back in to the configurations and change the setting. It’s bonkers but very French. It didn’t always auto-connect to the iPhone on start-up either.

The interior design can only be described as superb.

The CRZ HYBRID on the other hand had a very young and funky vibe to it. The CRZ HYBRID feels much less luxurious but is more edgy than the RCZ but the top model is 417,000 cheaper than the Peugeot. It’s clearly aimed at a younger buyer. Although the cabin feels well-made and cleverly designed, it feels more “plasticy” than the Peugeot. The metal accents are more often than not merely metalised plastic. I’ve pointed out many times that this rarely lasts and looks dreadful after a few years when it gets scratched and scarred. The real metal equivalent will also get scratched but won’t have the black plastic just under the surface looking tacky and cheap.

As in the RCZ, the seats are well designed with excellent lateral support to hold you firmly in place during spirited driving. After a few hours in the saddle, the firmness didn’t become tiring so is a good prospect for a longer journey. The dash looks to have been designed by a Gen-Y gamer. It has shades of playstation and Xbox with playful lighting all of which you’ll either love or hate. Perhaps the fresh young look won’t appeal to eceryone but who cares. Importantly the controls all fall easily to hand which means they are easy to use. If you enjoy a more spirited drive, select the “sport” mode every time you start your engine. It changes the steering and engine response and brings the whole car to life. It also make somes of the dash lighting change red which is rather fun.

The rear seats are for decoration only unless you are blackmailed into collecting a couple of chums from the airport. We managed to squeeze a very unhappy friend into it on our first drive earlier in the year, but it’s not a place you’d choose to spend much time. If they complain too much tell them to take a taxi instead after all it’s no skin off your nose. Honda’s fabulous Satnav with Suna is only available in the Luxury model. Annoyingly, the luxury only comes with a CVT auto, one of my pet hates. The Sports model has the pov stereo unit which has no audio streaming via bluetooth. Sometimes the marketing departments deserve to be bitchslapped. My perfect CRZ HYBRID would be the Luxury with a manual transmission. The leather, manual gearbox and superb Satnav would be a fabulous combo, but we could drop the gimmicky glass roof without losing too much sleep. Like most panoramic glass roofs, it has an interior shade which can be closed in bright light, but the roof doesn’t open like a regular sunroof making it a useless and expensive toy. If you of a delicate complexion you’ll no doubt keep the roof closed in daylight hours. The Satnav is the same fabulous unit Honda has in the Odyssey and other models. It is easily used without having to consult the user guide every 3 minutes. As I mentioned, the Satnav only comes with the CVT so if you want to change gears yourself, you’ll need to invest in a windscreen mount for your iPhone equipped with Navigon or TomTom to fill the gap. It’s an odd choice for Honda but perhaps one that will be rectified later. Often it takes car makers a little while to respond to their buying public.

I found the cabin both comfy and cosy without being cramped and claustrophobic. Sure it isn’t as luxurious as the Peugeot but it’s every bit as much fun. There is a real sense the CRZ HYBRID being the right vehicle at the right time just like other Honda sports cars..

The Drive:

We played in each car for a full week and felt rather like kids in a candy shop. All up, there are 5 variants, 3 in the Peugeot RCZ and 2 in Hondas CRZ HYBRID. I have a preference in each, for the RCZ it would be the 147KW manual turbo petrol and the Honda CRZ HYBRID is the Sports Manual. Although I love a manual, an auto transmission is best for the city. Since I dislike CVT’s so much the Luxury CRZ HYBRID is out for me despite the loss of the Satnav and the absence of leather. The Pug has a similar problem in so far as the superb 6sp auto is only available in the 115KW motor. If you want the extra chilli of the 147KW model you’ll need a manual licence. Again I feel compelled to say both marketing departments need bitchslapping. Honda needs to offer that truly magnificent 6sp manual in the Luxury CRZ HYBRID, and Peugeot need to have an auto option in the fabulous 147KW turbo petrol. Better still both cars cost a lot of money so the Satnav should be standard with a reverse camera thrown in for good measure.

The CRZ HYBRID we had this week was the Sport Manual. The 91KW hybrid is claimed to have a combined fuel figure of 4.7L/1ooK but we never got better than 6 L/100k. We realised early in the peace that the published fuel figures were done in a hermetically sealed lab by men in white coats with machines that go “bing”. The real world rarely achieves those results, besides Sports Mode will bring a guaranteed smile to even the most hardened handbag of a face.

Regulars will know I insist on the cabin being kept at arctic temperatures at all times which the Honda air has no trouble with.

In tight corners the car tends to a bit of understeer but the onboard electronic nannies prevent a catastrophically flick to oversteer. I drove an older model Porsche once that tried to kill me in just such a way. My driving skills fall distinctly short of stuntman standard and spinning backward off a roundabout into a bush would be very unpleasant. In several tight corners I failed to wash of sufficient speed and could feel the Honda scrambling to make me look a better driver than I actually am.

The electric steering is a delight. Once upon a time such steering was devoid of any road feel but a combination of clever weighting, and the driver overcoming a certain amount of unfair prejudice, has revealed super sharp steering that is joyous in its ability and willingness. The merest sensation of pressure on the wheel prompts an almost psychic change of direction in the little Honda. What’s more, the handling hasn’t compromised the ride like hot hatches of old that caused teeth to shatter on all but baby-bum smooth tarmac. The CRZ HYBRID has a ride which feels a fair and proper trade-off for such snappy sports-car characteristics. In short, forget the eco-driving and think of her as a sports car and bobs-your-uncle. The hill assist was most welcome even though the gearbox/clutch combo is a delight to use.

Peugeot RCZ rear and boot

Honda CRZ rear and boot

The RCZ is fabulous from start to finish especially if you get your mitts on the superb 147KW manual. Our last drive however was in the 115KW auto but it in no way disgraces itself. The ride and handling is similar in all models. It’s true that the power and torque vary hugely, all present a magnificent experience. In “sports” mode the auto holds gears longer which is essential in the tough capital city traffic snarls. My only complaint is during the switch from left to right hand drive, the buttons for “sports” and “snow” on the wrong wide of the gear shifter and are difficult to see and even harder to use. Like most cars with a sports option, you must select it each time you start the car and select drive. It would be rather more helpful if you could set is as a preference along with the radio, mirror and seat positions depending on which key is used for entry. The Peugeot fairly bristles with clever gadgets such as auto wipers and lights, an active rear spoiler with manual override and bluetooth and USB connectivity. Also worthy of mention is the active bonnet which fires a couple of charges to lift it clear of the engine block in the unfortunate event of a collision with a pedestrian too stupid to get out of your way. My only complaint is the Bluetooth can be a bit pernickety and may need a firm hand, and the air conditioning can be hit and miss. Some Peugeots have Arctic settings whereas other examples of the same model are just not as cold. At first I thought it was my imagination but I’ve driven too many of them for it to be a coincidence.

The Hill Assist is handy in the manual and something that all cars should have standard. Something that also should be standard is a rear reversing camera. Although the view backwards is excellent, the length of the boot deck is deceptive and I’ve no doubt there are times when the front and rear parking beepers won’t be quite enough. One thing I discovered which didn’t seem to be covered in the user guide is the fact that the mirrors dip depending on which way you have left the electric adjustment selector. It’s genius. Let me explain, many cars with electric front seats have memory for at least two drivers. Part of that setup may include provision for one or both of the external door mirrors to dip down when reverse is selected. It keeps you from scuffing your hideously expensive alloy wheels or mounting the curb in an unceremonious arrival at your lunch date café. You can set the mirrors by selecting either mirror, shifting into reverse, then moving the mirror to where you want it to go. You then press the seat memory button and either 1 or 2 which then remembers your seat and mirror positions. When you shift out of reverse, your mirror returns to the normal driving position. Most of us move the mirror selector to the middle so we don’t unintentionally change the positions. What Peugeot don’t tell you is that if you do that the mirrors don’t dip. It sounds odd at first until your realise that you don’t always need them to dip in reverse. Whether by design or by accident, moving the mirror selector left, right or centre dictates which mirror dips or if neither dips. I can’t think of another brand who does this and some allow no customisation at all.

Like all Peugeots the mirrors fold flat against the door when you lock the car and head indoors for a well earned drinkie.

The ride and steering are both excellent as per the CRZ HYBRID. There is more power at your disposal in the RCZ and it which does equate to more fun especially in those tight mountain passes. The RCZ is a nose ahead of the CRZ and handles as though as though on rails. Only the most enthusiastic cornering will tempt the tyres to let out squeals of mercy but even then she will not let go. Keeping the revs up will ensure the turbo petrol 1.6 is singing. This makes sure the power is on hand at all times. The diesel isn’t quite as rewarding but then those who buy diesels know they are not going to get the same performance as they would in a non-oil burner. Both turbo-petrol engines are the same as those in the BMW’s Mini Cooper and Mini Cooper S.

Conclusion:-

Peugeot has priced all the RCZ models at the same level at around $62,000 drive away. The Auto 115KW and manual 147KW engines are turbo petrol but you can ask for a 120KW turbo diesel if you insist on feeling like you’re being green. The CRZ HYBRID is $39,000 for the sport manual, $41,300 for Sport Auto and $44,900 for the Luxury which only comes in CVT auto.

It is here where once again I want to prostrate myself at the feet of the Peugeot and Honda gods and beg for auto and manual gearboxes in all models. It’s folly to try and dictate what a buyer can have. Surely marketers are meant to get as much product into as many hands as possible. The CRZ is the only manual HYBRID on the market and it is very good but that is no reason to assume thoe buyers don’t want the Luxury trim level. That kind of reasoning makes no sense. Similarly there are lazy city slickers who would want the fabulous 6 speed auto option in the 147KW RCZ and would not consider a manual. Buyers are not stupid so let them choose what they want.

See the full RCZ review here

See the full CRZ HYBRID review here

To my surprise we could not recommend one car over the other. Each had their strong points and both had their own forgivable foibles. The decision to buy a car is an emotional one and we rarely buy solely on looks, figures, money or recommendations. Suffice to say both the Peugeot RCZ and Honda CRZ HYBRID make you look good. The prices mean they probably won’t appeal to a most Gen-Y-ers, but either is a good option for someone over the age of 30. Most of we GAYers have no kids so who cares about back seat room right? As long as there is room for a handsome passenger all is right with the world. It’s all you need for a great weekend away.

So, it seems the two cars are not so different after all.

The New Audi SQ5 TDI: Twin-Turbo V6 Diesel with 230kW

Posted by gaycarboys on 06/18/2012

The SQ₅ TDI is the brand’s first S model with a diesel engine
Zero to 100 km/h in 5.1 seconds, average fuel consumption of just 7.2 litres per 100 km

Audi is showing the new top-of-the-line model at the race track in Le Mans

In conjunction with the 24 Hours of Le Mans, Audi is presenting the new top model of its recently revised Q₅ model series – the Audi SQ₅ TDI.

Boosted by two turbochargers, its 3.0 TDI produces a brawny 230 kW (313 hp) and 650 Nm of torque between 1,450 and 2,800 rpm. The Audi SQ₅ TDI will roll into dealerships in the first quarter of 2013 and is the first S model in the history of Audi with a diesel engine.

The powerful TDI, which displaces 2,967 cc, uses a twin-turbo design in which the two turbochargers are connected in series via a flap. Cylinder head cooling, the timing and lift of the intake cam shafts, the pistons, their oil-jet cooling and the piston pins have been specially designed for the high-performance concept. The common rail system develops as much as 2,000 bar of pressure and injects as many as eight shots of fuel into the cylinders per cycle. The 3.0 TDI biturbo has a great sound. This sound is further modulated by a sound actuator in the exhaust system – a loudspeaker in short side channel.

The Audi SQ₅ TDI sprints from zero to 100 km/h in 5.1 seconds and top speed is 250 km/h. Fuel consumption is on average just 7.2 litres per 100 km.

Innovative thermal management, the start-stop system and the regulated oil pump all contribute to this top figure. A fast and smooth-shifting eight-speed tiptronic and quattro permanent all-wheel drive with torque vectoring transfer the power of the brawny V6 diesel to the road.

The electromechanical power steering in the Audi SQ₅ TDI is sensitive and highly efficient. The sport suspension lowers the vehicle body by 30 millimetres. The standard 20-inch wheels feature a five parallel-spoke design and are fitted with 255/45 tyres. Audi offers optional wheels measuring 21 inches in diameter. The black brake calipers on the front axle sport S badges. The optional Audi drive select system can be expanded upon request to include the dynamic steering system with its steplessly variable steering ratio.

The most eye-catching design cues are the platinum grey single-frame grille with its galvanized double bars in an aluminium-look finish, the roof spoiler and the modified bumpers. The high-gloss package and the aluminium-look exterior mirrors accentuate the area around the windows. Audi offers the new top model in the crystal effect paint finishes Estoril Blue or Panther Black. The body includes a high proportion of ultra-high-strength steels, making it very light, safe and rigid.

As is typical for an S model, the interior has black trim and exudes a sporty elegance. The headlining is optionally available in lunar silver. The power-adjustable sport seats come standard in Pearl Nappa leather/Alcantara. Leather upholstery in a choice of four colours is available as an option. Brushed aluminium inlays are standard. Options include Carbon Atlas, Piano finish and the new Aluminium/Beaufort wood black trim panels.

The instrument dials are grey and include a 3D-design S badge, the needles are white and the pedals and shift paddles have an aluminium-look finish. Additional visual highlights in the interior are the S gear lever knob, the S badges on the door sill trims, the start button and the specially-shaped steering wheel, the S welcome screen and the lighting package. Luggage capacity is as much as 1,560 litres, making the SQ₅ TDI the ideal car for sporty and active customers. It is also an unusually powerful towing vehicle, with a rated towing capacity of up to 2.4 metric tons.

The Audi SQ₅ TDI will roll into European dealerships the first quarter of 2013. Customers can also choose to have it equipped with Audi’s state-of-the-art assistance and infotainment systems as well as Audi connect services.

VW Tiguan: Me likie! Butch and rugged with sparkle and bling.

Posted by gaycarboys on 03/22/2012

VW Tiguan: Me likie!

The good:

Sweet sweet sweet engine, fab gearbox and clutch, quality interior, smooth ride, auto hold (brake)

The bad: Economy, audio system, auto hold (brake-yes I had a love hate relationship with it)

You know, I’m often given SUV’s to drive and frankly most of them are a trifle disappointing. They are as comfortable as a concrete park bench and handle like half set jellies. They drink like drag queens and parking them is like trying to moor the Queen Mary II, single handed. No, only a few SUV’s haven’t felt truly awful and I found myself reminiscing about the BMW X3 which you’ll remember we liked for all its foibles. It drove more like a car, and quite a good one at that. Tiguan was not quite an X3 but then it costs half as much.

Exterior:

The outside has a quality feel. Yes, the design is conservative, but there isn’t that much you can do with 2 boxes and four wheels. The facelift has brought us the Volkswagen corporate makeover which includes LEDs and chrome and smooth rounded corners and a design language leans heavily towards the middle of the road. It’s this approach that has catapulted Volkswagen to the top of the class and it is now the second biggest car maker in the world.

Each brand under the Volkswagen umbrella has its own particular look, but what VW has been very successful at is using platforms across all brands rather than developing a single use platform for each model. This saves a ton of money and gives certain nuances to every models using that platform. VW uses common fittings, switches, engines, gearboxes and technology. You might postulate that there is no reason to buy more expensive models. For example: why buy and Audi when a Golf has the same engine and platform. The canny buyer probably wouldn’t. A quick check on the interweb showed these models share the same platform:

Audi A3 Mk2 (8P)
Audi TT Mk2 (8J)^[1]
Volkswagen Touran (1T)
Volkswagen Caddy (2K)
SEAT Altea (5P)
Volkswagen Golf Mk5 / GTI / R32 / Rabbit Mk5 (1K)
Škoda Octavia Mk2 (1Z)
Volkswagen Golf Plus (5M)
SEAT Toledo Mk3 (5P)
Volkswagen Jetta Mk5 (1K)
SEAT León Mk2 (1P)
Volkswagen Eos (1F)
Volkswagen Tiguan (5N)
Volkswagen Scirocco (13)
Volkswagen Golf Mk6 (5K)
Škoda Yeti (5L)
Škoda Superb (3T)
Audi Q3
Volkswagen Jetta Mk6 (NCS)
Volkswagen Beetle (2011-)

Before we step inside the Tiguan, I thought I’d take a moment to mention the sacrifice panels. These are those not-very-attractive plastic bits long the bottom edge of most SUV’s. Have you ever wondered what they are for? It’s really a rather brilliant idea from those caring and sharing designer. Would you rather replace a bit of plastic or have your precious duco resprayed? I know I would rather spend a few hundred bucks and a couple of hours of work. You can indulge in a spot of light off roading and you won’t tear you hair out when you see a bit of rough track. Sans the plastic bit, the bottom half of your car would look like it has been gotten at by a million crazed knife-wielding chuckies. Although spare parts are expensive, having a car touched up or completely repainted almost never looks quite right, and costs more than the GPD of a small central African nation, so it just makes sense.

I’d describe the looks as verging on plain but tasteful.

Inside:

The interior is similarly sensible and thoroughly German. There is an efficient use of space with quality materials throughout. Things with doors and lids all shut the way they should without flimsy plastic bits coming away in your hand. The joins match up and there are no nasty jagged bits to catch on your new outfit. This is something I feel most strongly about because the interior fittings are those you’ll look at the most. They have to be pretty, or at least not make you feel thoroughly depressed.

The top models get most of the fab inclusions. but our midrange 132kw model was just right in a Goldilocks kind of way. There were enough of the goodies so as not to feel left out, but not so many that the astute buyer might feel they paid too much. The plakky bit around the radio looks a bit on the cheap side to me, but it is a matter of taste and perhaps others will not notice. I was slightly disappointed not to have auto wipers, auto lights and auto air cond as these often appear in much cheaper cars. It’s available as an add-on pack but for this money I’d insist it be included. Such goodies are now standard across the range in other Vee dub models so watch this space.

The Germans have also laid on lots of cubby holes too. It’s one of those things; you get what you pay for. Volkswagens do cost more, but you do get OCD build quality which cheaper cars scan only match in their dreams. In my opinion the real difference lays in how she drives. You might get your cheaper Korean cars fully pimped but the drive is as dead as John Howard’s political career.

The steering wheel has the familiar corporate button layout so anyone driving a current Volkswagen will feel completely at home stepping into the Tiguan. We had the fabric seats which we quite comfy even after a few hours behind the wheel. When test driving a car for yourself, you should make sure you don’t get numb buns on those long trips. You don’t want to have to stop because your spine has been ruined do you? As with the outside, the cabin is well laid out. Everything is in easy reach and the seats and steering wheel can be adjusted to feel just right. The less tangible is the feel of the controls. They all have a solid feel which is something I look for. It usually means they’ll last longer than the warranty period. There is nothing worse than when your warranty runs out then your car requiring big hugs every time you perform even the simplest of maneuvers I do like the adjustable armrest on the console. It can be pushed back out of the way when you don’t need it. The glove box is big enough for several pairs of gloves. There are other hidey holes but how annoying is it when the glove box is only big enough for the user manual.

The vehicle will likely be used by well-muscled out-doorsy types with flippers, wetsuits and climbing gear so the midrange models have rugged (possibly quick dry) upholstery which I think is better value than leather. You don’t have to be too precious with it either. I’ve never been a great lover of leather especially on car seats. It’s bound to be worn in particular spots and is devilishly hard to look after. It cracks if you don’t lavish time, money and love on it. Not only that but it’s hellishly hot in 40c summer. Have you ever sat on the ubiquitous black leather seat in summer after 3 hours in an Ikea open-air car park? It isn’t something you soon forget or look back on with undiluted pleasure. For some obscure reason it matters when you come to resell your vehicle though as 2ndhand buyers seem to like it. Whilst it won’t earn you extra dollars, a 2^nd hand buyer will often be faced with two or 3 choices and you can bet your last shekel that they’ll go for the example festooned with dead cow.

The rear seats easily fold down in a couple of flicks of the wrist forming a flat-ish floor, so you’ll have no trouble with the accessories for your jet-ski. The Nissan Xtrail, Honda CRV and Toyota RAV4 have a similar setups and it’s hard to say which is the easiest to use. Seat fiddling is something you must check on your test drive.

On the centre console is the Auto-Hold button. It sits right behind the electric parking brake button which like the rest of the controls, it is where it can be used without having to reach. After a week with the Tiguan I was nearly driven demented by the car applying the auto hold brakes whenever I stopped. When switched on, the car applies auto hold brakes when you stop and only releases then when you accelerate away. You can see the problem. If you snuff the engine as I did on several occasions, the car applies auto hold brakes. You have the turn the key all the way off then with your foot on the foot brake turn the key back again. As with most Euro-cars, this can get you mighty flustered if you forget what you’re driving. You can’t let the Tiguan roll forward either, because the auto hold brake is on. When you reach your destination and you switch the motor off, the car thoughtfully puts the parking brake on for you but this time stays on. Unlike Volvo and Peugeot, the parking brake doesn’t disengage when you step on the gas. Auto hold makes taking off on hills very easy but the rest of the time it’s like trying to tame a 2 year old. It also had the habit of turning itself off. Whether I hit the button accidentally or the car was having a wobbly we shall never know. The point is you shouldn’t rely on it because you might think it’s on but it isn’t and to find yourself up close and personal with the grill of a Rolls Royce.

The Drive:

I turned out of the drive of VW’s flash new Aussie headquarters at Chullora in Sydney, and was almost immediately impressed. SUV’s, especially the small ones, are so dreary on the road. They feel disconnected and remote and as floaty as a Buddhist monk mid-meditation. Tiguan on the other hand feels planted and sturdy at city speeds. Even the tightest of roundabouts worry it little. Since it’s built on a golf platform it has many of the same driving characteristics of our favourite family hatch. The real surprise is that gorgeous turbo 2L petrol engine. What a pearler. Our test car had the delicious 6 speed manual which made the engine feel even better. One of my pet hates is the lag which hangs like an albatross about the necks most turbo engines, but plant your foot and the 132KW is more than enough hutzpah to get you going until the sweet little turbo gives you a boot in the bum. It’s magic, and the power delivery isn’t in one lump either so you don’t take off like a startled gazelle when you least expect it. As for the fuel figures, try as I might I just couldn’t get anywhere near the claimed consumption, but hey-ho. I have a feeling the tests are done in a vacuum chamber going downhill. The clutch and gearbox are as scrumptious as the engine. The clutch is easy to use after a little practice. The gate is notchy enough to let you know where the gears are at all times but no so notchy that you have to be a truckie to manage an easy change. There is a light-but-not-feelingless touch to it so the shifts are effortless. The steering is a trifle light such is the shift in the 21^st century. I like a bit of road feel but you can’t have everything in life.

The cabin is delightfully quiet, so you might find the audio system a bit of a letdown. The sound is only just OK but I expected more from Vee dub. The interface is easy to use and the menus a snap to navigate, but the base system feels a little too Dick-Smith for my tastes. A decent subwoofer would get it sorted but in this tightly contested market segment, an oversight like this might see a buyer hunt further east for a purchase.

As I’ve said already, the Tiguan is built on the Golf platform. This pedigree elicits certain expectations handling-wise and to a degree you won’t be disappointed. Most of the time you feel like you’re being cradled in the bosom of a sporty Golf hatch. It’s only when pushed very hard that the higher centre of gravity makes itself felt. It isn’t off-putting by any means by it behoves you to keep it in mind when negotiating a particularly ambitious set of bends. At the end of the day you are not in a low slung convertible, but rather a compact semi-off roader. I say “semi” for two reasons: you’ll never take off road, and, if you did you couldn’t manage much more than a slightly middy track without developing a severe case of nerves.

It is here where the safety stuff is normally mentioned but the gizmos, airbags, ABS and other such things have become so universal that it’s far easier to mention what isn’t present. There is nothing to see here so mover on…

There is an acre of room in the back for the dawgs. I can picture it now: 2 mincing poodles, a couple of dawgs and a picnic basket chockers full of champers and nibbles, all trundling down a country lane on route to a grassy dell just slightly off the beaten track singing off-key to Saint Kylie of Minogue. Happy days!

Conclusion:

I felt really at home in the drivers’ seat. It wasn’t a expensive blancmange to drive and had car-like handling. It had easy-fold seats and thoughtful odds-and-sods bins for your bits and pieces. The gorgeous engine was a thing to behold and with the 6 speed gearbox was a real pleasure to drive. Apart from an options list reading like War and Peace, I can’t really fault the Tiguan. It gives the opposition a genuine run for their money.

Not only would I give this my recommendation, but I would buy one myself with my own spondoola.

VW Tiguan: Me likie!

The good:

Sweet sweet sweet engine, fab gearbox and clutch, quality interior, smooth ride, auto hold (brake)

The bad: Economy, audio system, auto hold (brake-yes I had a love hate relationship with it)

Exterior:

The outside has a quality feel. Yes, the design is conservative, but there isn’t that much you can do with 2 boxes and four wheels. The facelift has brought us the Volkswagen corporate makeover which includes LEDs, chrome, smooth rounded corners and a design language leans heavily towards the middle of the road. It’s this approach that has catapulted Volkswagen to the top of the class and it is now the second biggest car maker in the world.

Although each brand under the Volkswagen umbrella has its own particular look, VW has been very successful at is using common platforms across all brands rather than developing a single use platform for each model. This saves a ton of money and gives certain nuances to every models using that platform. VW uses common fittings, switches, engines, gearboxes and technology. You might postulate that there is no reason to buy more expensive models. For example: why buy and Audi when a Golf has the same engine and platform. The canny buyer probably wouldn’t. A quick check on the interweb showed these models share the same platform:

Audi A3 Mk2 (8P)
Audi TT Mk2 (8J)^[1]
Volkswagen Touran (1T)
Volkswagen Caddy (2K)
SEAT Altea (5P)
Volkswagen Golf Mk5 / GTI / R32 / Rabbit Mk5 (1K)
Škoda Octavia Mk2 (1Z)
Volkswagen Golf Plus (5M)
SEAT Toledo Mk3 (5P)
Volkswagen Jetta Mk5 (1K)
SEAT León Mk2 (1P)
Volkswagen Eos (1F)
Volkswagen Tiguan (5N)
Volkswagen Scirocco (13)
Volkswagen Golf Mk6 (5K)
Škoda Yeti (5L)
Škoda Superb (3T)
Audi Q3
Volkswagen Jetta Mk6 (NCS)
Volkswagen Beetle (2011-)

Before we step inside the Tiguan, I thought I’d take a moment to mention the sacrifice panels. These are those not-very-attractive plastic stapled to the bottom edge of most SUV’s. Have you ever wondered what they are for? It’s really a rather brilliant idea from those caring and sharing designer. Would you rather replace a bit of plastic or have your precious duco resprayed? I know I would rather spend a few hundred bucks and a couple of hours of work. You can indulge in a spot of light off roading and you won’t tear you hair out when you see a bit of rough track. Sans the plastic bit, the bottom half of your car would look like it has been gotten at by a million crazed knife-wielding chuckies. Although spare parts are expensive, having a car touched up or completely repainted almost never looks quite right, and costs more than the GPD of a small central African nation, so it just makes sense.

I’d describe the looks as verging on plain but tasteful.

Inside:

The Drive:

Conclusion:

Not only would I give this my recommendation, but I would buy one myself with my own spondoola.

Engine	1.4 TSI 118kW BlueMotion Technology	2.0 TDI 103kW BlueMotion Technology	2.0 TSI 132kW	2.0 TSI 155kW
Type	4 cylinder inline Twincharger direct injection petrol with engine Start/Stop system*	4 cylinder inline turbo direct injection diesel with engine Start/Stop system*	4 cylinder inline turbo direct injection petrol	4 cylinder inline turbo direct injection petrol
Installation	Front transverse	Front transverse	Front transverse	Front transverse
Cubic capacity, litres/cc	1.4/1390	2.0 / 1968	2.0 / 1984	2.0 / 1984
Bore/stoke, mm	76.5/75.6	81.0 / 95.5	82.5 / 92.8	82.5 / 92.8
Max power, kW @ rpm	118 @ 5800	103 @ 4200	132 @ 4300	155 @ 5300
Max torque, Nm @ rpm	240 @ 1500-4000	320 @ 1750 – 2500	280 @ 1700	280 @ 1700
Compression ratio	10:1	16.5:1	9.6:1	9.6:1
Fuel system	Bosch Motronic direct injection system	Bosch common rail	Bosch Motronic direct injection system	Bosch Motronic direct injection system
Ignition system	Electronic	Compression	Electronic	Electronic
Exhaust emission control	Exhaust gas recirculation, Two 3 way Catalytic Converters with Lambda Probe	Exhaust gas recirculation with oxidising catalytic converter and diesel particulate filter	Exhaust gas recirculation, Two 3 way Catalytic Converters with Lambda Probe	Exhaust gas recirculation, Two 3 way Catalytic Converters with Lambda Probe
Emission level	Euro 5^	Euro 5^	Euro 5^	Euro 5^
Fuel type (Recommended)	Premium unleaded 95 RON minimum	Diesel 51CZ	Premium unleaded 95 RON minimum	Premium unleaded 95 RON minimum
Transmission	6 Spd Man	6 Spd Man	7 Spd DSG	6 Spd Man	6 Spd Auto	7 Spd DSG
Driven wheels	Front wheel drive	4MOTION all wheel drive	4MOTION all wheel drive	4MOTION all wheel drive
Performance #
0 – 100km/h, seconds	8.9	10.2	10.2	8.3	9.6	7.3
Fuel consumption**
Combined, L / 100km	6.9	6.0	6.2	8.7	8.9	8.8
Urban, L/100km	8.7	7.1	7.1	11.8	11.8	12.0
Extra Urban, L/100km	5.9	5.3	5.7	6.9	7.2	6.9
CO2 emission g/km	162	156	164	204	209	205
Fuel tank capacity, Litres	64	64	64	64
^ Emission level according to European Regulation (EC) No. 715/2007 and Regulation (EC) No. 692/2008. The Start/Stop system is designed to reduce fuel consumption and CO2 emissions. It achieves this by automatically switching off the engine while the vehicle is stationary and then starting it again automatically when the driver wants to drive off. There are certain operating conditions where the Start/Stop system is deactivated (e.g. during engine warm-up), please refer to the owner’s manual for full operating information. # Please note figures are sourced from overseas data where equipment levels by model variant may vary. * Fuel consumption figures according to Australian Design Rule (ADR) 81/02. The driving style, road and traffic conditions, environmental influences, fitment of accessories and vehicle condition can in practice lead to consumption figures which may differ from those calculated with these standards.

Noosa Diaries: day 7 Troy’s visit

Posted by gaycarboys on 03/15/2012

NOTE:- Last night went down the hill for dinner. There is a surf comp in tow so the place is heaving. There were waits at all the food joints. I thought a place on the beach might have been nice to take the parents for like everywhere else there was at least a half hour wait. It didn’t worry me but the InLaws and the Gen Y brother want everything NOW. We went through a small arcade onto the boardwalk and came upon the most marvellous sandcastle. It must have taken hours to construct and was lit by several spirit burners. I’ve never seen anything as wondrous. The note said “please take a photo. A donation is most welcome.” I emptied my coin purse into the container. Here’s why:

Sand castle, Noosa Main Beach. Worth every penny.

Our mate Troy drove 2 hours to pop up and see us. We wandered down to Hastings street after going for a short spin in the 508. Troy likes a posh car and thinks the supercharged C180 he is is the bees knees. I’m not sure I agree. If I’m paying 80k I want something with better performance and/or better looks. C classes are all well and good, but cost too much and deliver too little.

Had lunch at one of the cafes on the boardwalk on the beach. You can just see the corner or their marquee right near the edge of the lawn.

We had a lazy day after that with more pool, steam and spa. There is nothing wrong with that and it was great to make use of the facilities on holidays for a change, after all we’ve paid for them.

Noosa Diaries: day 6 Crikey, it’s Australia Zoo day!

Posted by gaycarboys on 03/14/2012

NOTE:- day 5 hung out in Noosa. Nothing to report.

It’s a million degrees today. I remember now why I left Queensland. We’re meeting hubby’s mum and dad at Australia Zoo out on the old highway. In all the years we had a beach house at Marcoola/Mudjimba and drove past this zoon we never went in.

The 508 has travelled 550 k’s and hasn’t yet hit half a tank. How awesome is that? My directionally challenged hubby had some trouble with the Satnav. Mother insisted on calling a hundred times to see where we were. On one of those calls the system froze after she hung up. We couldn’t get it going again so had to stop the car and restart it. It was around that time I discovered the cup holders don’t take a standard cup and since they are on the console under the LCD screen, will spill liquid down the controls if your cup is disturbed. Even worse it completely blocks the view of the screen which is is dumb beyond belief. I always thought the position was suspect, but that was before I used an actual cup. Didn’t a little Frenchman sit in a mock-up before they put it into production? Obviously not, he was too busy having a little un vin rouge.

The bit behind the cup is the “map” section of the satnav. And just try getting repeat directions.

We arrived at the Zoo with Steve Irwin’s picture high overhead and it’s as hot as hades in the car park. Met mum and dad inside.

Saw the wombats, cuddled the Koalas and smooched a Kanga. I’d have kissed the Komodo Dragon but it would have your head off quick as look at you.

Loved the Africa Savannah. We should have caught the tram because it’s a long walk especially under the baking sun. Loved the Rhinos. They reminded me if Gina Rinehart and I just can’t think why.

Had lunch after the show at the Crocaseum. I had very low expectations of this event but I had a ball. The Macaws, Major Mitchells and Black Cockatoo made a spectacle but the star was surely the Condor with its 1.8 metre wingspan. How did they train these birds to fly around the stadium and not just fly off into the distance. I know I would have if I was a birdie. The croc rising from the water was a sight to behold.

That Cassowary has a face only a mother could love. Patted the lazy Kanga again on the way back.

All up we spent 5 hours there and could easily have stayed longer. I had my 60 bucks worth though and was anxious to board the Pug and head north to a cold drink and cold A/C.