Kia Sportage’s unfair advantage: It’s GORGEOUS, nimble, good value and, oh, GORGEOUS

Posted by gaycarboys on 06/10/2013

Let’s take a moment to do a quick walk round the stunning Kia Sportage. It’s yet another Kia that managed to look almost exactly like the concept drawing. It’s the sort of thing a proud schoolboy would doodle on his pad when he is meant to be doing biology, or maybe that was just me.

The chunky body sits slanting forward on big chunky 18”wheels, schoolboy-style. The range starts at $26,990 but we had the top model at around $40k which was simply stuffed full of goodies. The front end sweeps down low as does the rear roof which together disguise how tall she is. The rear door has a nice low loading lip, but because of the low top edge of the rear window, you have a slightly limited view out back. That’s ok though, don’t look backwards unless you’re reversing where the camera and sensors will help out!

The headlights, running lights and fog lights are all integrated into the bumper in an angry aggressive design meant to impress. I say bumper, but there really isn’t one, not at either end. It has the affect looking like being chiselled from a lump of molten lava then some shiny bits glued on. Our red test car looked particularly ravishing and very, very fast, even at rest. Apart from fast, it also looked very sexy. This is just the look that appeals to savvy young buyers with pockets full IT industry cash. They’ve been buying up SUV’s at an Olympic pace where the market has grown hugely. Kia have sold 1,423 Sportages so far this year out of a total of 106,989 SUV’s to the end of April. Have you noticed the ever increasing number of SUV’s? Well you aren’t alone and the reason is a simple one, 29.9% of all vehicles sold are SUV’s. So that means either a hard-core 4WD, or one of these new fangled soft-roader things, like the fab Sportage make up nearly a third of new vehicle sales.

The low opening rear hatch allows a sporty bloke to throw a wet suit in the back without getting the rest of the car soggy. The height means very tall things can be hauled about as well as providing a nice high driving position. You can add a couple of bike racks to the inbuilt roof rails, and if you’re heading on a road trip, the roof-pod can be attached to the same rails for extra storage. It really is terribly clever.

Within the voluptuous cocoon, a comfy cabin is accessed via the keyless entry/start system. As you approach the Kia, it senses that you’ve got the key fob secreted about your person, and gets ready to unlock the doors by illuminating the cabin lighting if it’s dark. You can press the button with your thumb and pull the door handle open in a single move once you become adept at it. The doors are huge with plenty of space for a beefy bloke to jump in.

The interior feels spacious and care has been taken to make sure everything is within easy reach. There is quite a lot of plastic exposed which does feel a bit low rent at times but there is plenty to compensate for it. It’s nice to see a bit of leather but it’s the inclusions that are most welcome.

The roof is two sections of tinted glass with retractable internal sunshades. The front panel can tilt and slide backwards at the push of a button. Pushing a button will also adjust the leather-clad driver’s seat, tilt the rear-view mirrors and scroll through the driver info on the instrument panel LCD. Finally, for those days when even the pluckiest driver gets a little bit lost, the Satnav can programmed by touching the screen. The reasonably fast response means you can directly input addresses without having to use a silly knob to scroll through letters. Some Satnav systems allow you to search for streets if you don’t know the suburb but I couldn’t get the one on the Sportage to play ball. Annoyingly, it gives you street by street instructions without the handy street names. If you’re approaching a complex set of roads it helps to have the name of the street you are wanting. Also, I wasn’t able to get the instructions repeated despite consulting the paper manual. Mind you, isn’t it about time that the complex systems in a car had an electronic help option? I’m surprised all car makers haven’t put the manuals into a phone app? The satnav screen also displays the reversing camera which should be in all cars as a matter of safety. When you’re bored you can stream music from your phone through the excellent 7 speakers system with sub-woofer.

So, we have killer looks and a comfy interior. I’d describe the Sportage as tasteful without being OTT but the proof of the pudding is in the driving and I have to say the Sportage drives very well. The brakes are responsive without putting you through the windscreen and the acceleration from the 2.4L petrol engine is peppy and responsive. Honestly, there isn’t a huge amount in reserve for overtaking but this just means a little extra planning is needed on trips. We’ve seen this power plant before in the Optima and liked it very much. It isn’t hugely powerful at 130kw, but at 1588kg’s it’s not hugely heavy either, at least for an SUV. At first the steering felt a little heavy but as I got used to it I realised it was a goldilocks-amount of assistance. It’s called MDPS (motor driven power steering) meaning a little electric motor helps you turn the wheels, but that’s what all electric steering is isn’t it? In tandem with parking sensors, that’s how self parking is done, but sadly that option isn’t available in the Sportage as yet. Let’s write to the blokes round at Kia and ask them nicely to pop it on for us. The computer used to gather info from the sensors and turn the steering wheel is very cheap now.

Now to the AWD bit: Just think, AWD only became possible thanks to Audi and their brilliant Quattro. They wanted all the wheels driving their rally cars but 4WD systems just didn’t cut the mustard. The advent of modern electronics means all sorts of whizbangery control every aspect of motoring, including the AWD systems. There are sensors telling the wheels to drive at different amounts of power to give grip. It is supposed to help you stay on the road, but also to assist on less favourable muddy tracks. That’s handy for drivers of a less adept nature. There is the usual ABS, downhill braking control and Hill Assist that we’ve come to expect in Soft Roaders. Even though we know well that none of these beauties are likely to venture too far from tarmac, the AWD system helps in wet, icy conditions too. One particular Sunday afternoon storm felt like Armageddon. Leaves and branches were being blown across the road along with anything else not tied down. The heavens opened, lightening flashed and thunder could be felt even inside the cabin. It was so dark that most drivers had their lights on. The Kia had sensed disaster and switched its own lights on in preparation for the end of the world. It’s hard to tell on some roads when water is laying across it and we hit a deep mini-lake at 50kph and it has to be said that the Sportage held its ground. It didn’t spear off into the shrubbery but as you would expect slowed as if the anchors had been thrown out back. The auto wipers worked extremely well and there wasn’t a single leak despite the torrential mini-cyclone outside. We got home in one piece no thanks to climate change.

She was even better on the open road:

The Sportage felt wafty and smooth on the highway. The mark of a well-designed car is one in which you feel you could keep going even after hours in the saddle. We used the Satnav extensively on the open road just to give it a through workout. We took a run to the NSW Southern Highlands and the picture postcard autumn hues we love at this time of year. It’s here where the quick response to the inputs was most appreciated. We searched for some points of interest to gather a list because blokes just hate to ask for directions.

The driving position is very good. You sit nice and high but not so high so as to feel like you’re driving around in a tower. The cushioning is comfy without being soggy and the is plenty of support without being intrusive. In short, it’s a very nice place to be.

The USB connection was particularly effective and among the best I’ve used. It was easy to go from menu item to the next and to find and play exactly what you want. Surely a good system allows a driver to do this with as little distraction as possible. Regardless of the simplicity of the system, I’m old fashioned enough to recommend stopping for anything more than volume, next or stop. I’ve had many a hairy scare after being distracted by an audio system and my need for Kylie.

One thing highlighted by a trip at speed was the noise from the sunroof when open. The full length glass roof means the front panel slides up and over the rear panel rather than down into the cabin. The wind noise is marked and not something which can be ignored. Even the trailing edge raised slightly elicits a cacophony of epic proportions so keep it closed and turn on the air con. The system keeps the temperature inside as perfectly as if being tended by Mother Nature herself.

The fuel consumption is neither here nor there because all cars of this ilk are not particularly fuel efficient. They are bulky and you simply can’t have it both ways. We were above the claimed figures. They claim 9.2l/100k but it’s more like 12 or 13 in real life. The “combined” figure depends entirely on how much time you spend on toll roads and freeways. If you catch a bus to work and only go shopping and a Sunday drive, you are going to be worse off.

It doesn’t drive like a BMW X3, nor does the interior have the same top draw feel, but then it costs 1/3 as much. You have to make up your own mind about how you want to spend your money, cars or cocktails.

The conclusion is simple: Would I have one? Yes I would. Why? Because it looks good, drives well and doesn’t cost a huge amount to buy. On top of that there is the 5 year warranty to consider. The exterior is as sexy as hell and the cabin has all the comforts of home. Except for the more frivolous claims, the Kia is exactly what it says in the bumph.

Price $26,990-$36,990

Engine: 2.4L petrol, 130kw/227Nm, combined 9.2L/100k

Nissan Patrol: Like A Couple Of Wing Backed Chairs On A Magic Carpet

Posted by gaycarboys on 05/29/2013

By now you have heard and seen everything there is to see about Nissan’s new Patrol so let me share the week I spent with it rather than a dry old motoring review:

Let’s start with the answer to a question: What’s the difference between an SUV and 4WD?

The answer? Nothing. SUV is a term lazy Americans use to describe anything that looks like a raised wagon shaped vehicle driving more than 2 wheels, be they front or back.

Real 4WD’s have crossed deserts, forded rivers, climbed mountains, and in a recent TV show, reached the North Pole. They have high and low gear ranges effectively doubling the number of gears. As well, you the option of selecting 2 or 4 wheel drive for the really hard off-road jobs. You can also lock the wheel hubs so that all wheels are turning at the same rate at the same time. With all that extra ground clearance, it means a true 4WD can scamper along the roughest of tracks laughing in the face of her wimpier AWD sisters. At the end of the track all you need is a burley bloke with a machete out front to keep going.

Much has changed since the early days when a Willy’s Jeep carried WWII on its back. There is air conditioning and comfy seating and an engine with so much torque that taking off too suddenly has been banned for fear of slowing the Earth’s spin.

And so, we have Nissan’s shiny new Patrol ST-L.

NOTE: parked on the line on one side with about 30cms on the other side to demonstrate the size. Notice how big the Patrol appears compared to the Audi wagon on the right?

The exterior is rugged and substantial as you would expect of a big butch off-roader. As you get closer you realize just how massive it is. In a normal parking spot there is less than 15cms either side. Then there is the aforementioned ground clearance of a smidge over 28cms meaning it towers over everything else on the road. You look straight over the top of BMW’s X5. It’s worth mentioning the attack/departure angles of 34.1°/25.9° means when you approach an unexpected embankment you have all those degrees to play with before you scrape yourself, dirtying your bumpers in the process.

You don’t need the key to get in, in fact leave it in your backpack and use the button on the one of the front door handles instead. It senses when you’ve secreted the key about your person and allows the doors to be swung open. This gives you a good view of the cabin because even a tallish man will be seeing most of it at eye height. Our test car had side steps thankfully. Most of us are going to need them in order to climb on-board. Grabbing the jesus-grip on the A pillar means you can easily haul yourself up and in in one easy move. There is a faint whiff of gentlemen’s club about it which I like very much. It engenders a certain sense of entitlement. It makes one feels as though one should don a set of tweeds, a sturdy pair of brogues, and take up a cigar in one hand and a Sloe gin in the other. There are chairs covered in sumptuous fabrics and luxurious leathers resting on thick carpets with wood panelling all round.

Everything is on a huge scale. The centre console is as wide as a dining table and the 2^nd row of seats are the size of a sofa. The gear lever and 4WD controls are beside the driver’s hand and the centre stack houses the LCD to display the rear camera and vehicle functions. Surprisingly everything is within easy reach without having lean forward. The look and feel of the switch gear is quality with the impression of longevity. It’s a fabulous piece of design.

The front electric seats (only on driver’s side in base model) are very comfortable but it’s the second row that are really clever. With the flick of a wrist they collapse and fold forward giving easy access to the 3^rd row of seats way back there in cattle-class. It’s fine for short trips, even longer ones if you’re short of stature. There is even enough room behind the 3^rd row for a few brace of grouse and your hunting gear.

A push of the button wakes the symphony under the bonnet. The 5.6L V8 is magnificent with 298kW of power and 560Nm of torque. The roar is like thunder from the heavens and brings a visceral rumble to your inner core. If you’re not prepared for it, stamping your foot to the floor will bring on a sudden attack of the vapours as you are rocketed to 100KPH in a neck snapping 6.6 seconds. OK that’s not fast if you’ve recently collected a shiny new Bugatti Veyron, but for the rest of us, those are figures a sporty midlife-crisis-hatch can only dream of. It’s the torque that’s really deliciously naughty. From a standing start to a hundred, your private gentlemen’s club is only a few seconds slower than a Ferrari, and has considerably more room. And, let’s see any Ferrari navigate its way through a metre of water without floating away. To be fair, it would probably have burst into flames long before reaching the stream.

It would be churlish of me not to mention the sublime auto transmission. Around town it seamlessly moves through the gears to get as high up on the cogs as possible to counter the alarming fuel usage. It’s almost impossible to feel it in operation as it goes quietly about its job.

Nissan has done a brilliant job of presenting a genuine alternative to the only other full size 4WD under a hundred grand, Toyota Landcruiser. The Patrol is luxurious, fast and powerful but above all, useable. In order for a car this size to be useful it must be easy to drive in the city which is where is going to see most of its kilometers. Nissan Australia should be thanked for their perspicacity and perseverance without which we would not have seen this Patrol at our place. Nissan Australia had to reach deep into its own pockets to fund the right-hand-drive conversion. It was built for the American market so not sold in left-hand drive Japan (like Toyota’s FJCruiser). It’s a clever move, though less clever is the lack of a diesel. The previous model Patrol is still available and is being sold alongside the new model for this very reason. Nissan claims 14.5L/100km but our city cycle never bettered 35L/100km. In fact our highway trip of some 300kms returned about 14L/100km. Still, people buying a car like this won’t be terribly worried about the fuel bill. They need not worry overly about running out either because even with 14L/100km you’ll manage a Sydney/Melbourne run with juice to spare on the 140L tank. If you have 4 or 5 people on board that means about $50 a seat which is cheaper than flying and far more comfortable.

The city cycle consisted of 6 days beetling about doing chores and running errands. Our highway trip took us to the NSW Southern Highlands which are magnificent in late autumn. As we got further away from Sydney the trees became deeper shades of red and gold. Most of the trip is 110KPH on fairly well maintained highways. The ride, which seemed firm yet supple in town became luxurious and long legged on the open road. It was like riding on a magic carpet, but the only sign of speed was a hint of wind noise.

The Patrol at the truckstop. Did you notice the old Patrol parked in front?

Pulling in for a coffee break at a truck stop gave me a chance to once again become acquainted with the titanic proportions of the exterior. I say this because during the trip, the inside felt bigger and bigger but the outside felt smaller and smaller. Back on the road, the outside temp was heading south fast. Despite the plummeting temps and the howling winds, the cabin maintained its gentlemen’s club atmosphere. Inside was bliss. It felt insulated but never isolated.

I found my favourite spot atop of the hill above Bowral far too cold to write so I lingered only long enough to take in the view before repairing to the pub for a restorative brandy and a bite to eat. After making some notes, I headed back to Sydney. As I pulled into the carpark I found myself wishing the trip had been longer and I had to fight the temptation to get back on the road north to Brisbane. Maybe next time…

You might expect the drive to be truck-like in the city but it’s is as easy as driving a family hatch. OK not quite, because there is considerably more bulk to contend with. Consider this, you’ll find it no harder to park than a Commodore, half the price of a Range Rover, and as powerful as some cars with Italian badges on them. What we have here is an off-roading-muscle-car with room enough to use as a holiday house. It is a stunning piece of engineering and is being hugely under rated. It really is that good and I would happily own one if I was in the market for such a vehicle.

Let me share a story with you, if I may: I have friends with both a Nissan Patrol and a Toyota Landcruiser on their remote central Queensland cattle and sheep property. Like most farmers they simply buy a new car and keep the old ones as hacks. The old Patrol has carried hay, manure, cement and campers in the back. On one occasion recently new lambs were lovingly conveyed to the homestead for intensive care after a troublesome birth. It hasn’t been serviced apart from oil changes on the premises because it is no longer registered. It bumps over paddocks and rocky outcrops, it hauls old stumps out of the ground (because they have used the last of the gelignite moving boulders) and it cannot be killed.

If that’s isn’t a confirmation of build quality, design and longevity I don’t know what is. Surely a bit of dawdling around town should be a doddle?

Engine

Code VK56VD
Type DOHC, V8, C-VTC, VVEL DIG
Mounting Longitudinal
Displacement (cc) 5552
Bore x Stroke (mm) 98.0 x 92.0
Max. Power (kW) 298 (400 bhp) / 5800 rpm
Max. Torque (Nm) 560 / 4000 rpm
Compression Ratio 10.8
Induction Naturally aspirated
Fuel System Direct Fuel Injection
Fuel type 95 (RON)
Emission standard Euro 4

Transmission

Type 7-speed AT with manual mode
Gear ratios 1st 4.887 – 2nd 3.170 – 3rd 2.027 -4th 1.412 -5th 1.000 -6th 0.864 -7th 0.775 -rev. 4.041
Final Gear Ratio 3.357
Transfer ratio 4L 2.679

Steering Rack and pinion, speed sensitive power steering
Suspension Independent double wishbone (with HBMC on (Ti & Ti-L)

Brakes

Front (mm) 358 x 34 Ventilated disc brakes with 4-piston opposed callipers -
Rear (mm) 350 x 20 Ventilated disc brakes

Booster Hydraulic
Steering Curb to curb (m) 12.5
Turns lock-to-lock 3.5
Wheels 18-inch alloy (18 x 8J)
Tyres 265/70 R 18
Max speed (km/h) 210

Consumption – Combined (l/100km) 14.5 – Tank capacity (l) 140

Weight

Curb (kg) (ST-L/Ti/Ti-L) 2739/2800/2829
Permissible total weight (kg) (ST-L/Ti/Ti-L) 3450/3450/3450
Max towing capacity – braked (kg) 3500
Max towing capacity – unbraked (kg) 750
Max towball vertical down force (kg) Australian spec to be confirmed
Max roof rack load (kg) 100

Dimensions

Length (mm) 5140
Width (mm) 1995
Height (mm) 1940
Wheelbase (mm) 3075
Front track (mm) 1699
Rear track (mm) 1699
Ground clearance (mm) 283
Front overhang (mm) 925
Rear overhang (mm) 1140
Wading depth (mm) 700
Interior height at 1st/ 2nd/3rd row base of seat (mm) 1267/1253/1110

Off-road ability

Approach angle (deg) 34.1
Departure angle (deg) 25.9
Ramp angle (deg) 24.1

Interior dimensions

Shoulder room 1st/2nd/3rd rows (mm) 1620/1612/1537
Hip room at 1st/2nd/3rd rows (mm) 1503/1483/1240
Kneeroom 1st/2nd/3rd rows (mm) 570/721/476

Cargo volume

Behind 1st row (l) 3170
Behind 2nd row (l) 1490
Behind 3rd row (l) 550

Nissan Patrol equipement list:

Price plus on-roads

Nissan Patrol ST-L – $82,200

5.6-Litre V8 Petrol Engine
7-Speed Automatic with Manual Mode
Full-Time 4WD
High & Low Range
Rear Differential Lock
Hill Descent Control
Hill Start Assist
Limited Slip Differential
Front, Side & Curtain Airbags
Front 3-Point ELR Seatbelts with Pre-tensioners
Rear 3-Point ELR Seatbelts
Front & Rear Ventilated Disc Brakes
ABS & Electronic Braking Distribution with Brake Assist
VDC
Active Front Headrests
Immobiliser
Child Anchors
8-Seat Capacity
Cloth Seating Trim
Woodgrain Trim
Kicking Plate
8-Way Power Driver’s Seat
Cruise Control
AM/FM Single CD with MP3 and DVD audio
7-inch LCD Front QVGA Display
2GB Music Server
6 Speakers
iPod Connectivity
Bluetooth
Steering Wheel Audio & Bluetooth Controls
Leather Steering Wheel Trim
Leather Shift Knob Trim
Foot Park Brake
Manual Anti-Dazzling Rear View Mirror
Tilt & Telescopic Steering Wheel
Fine Vision Meter
Drive Computer
Outside Temperature Meter
Dual Zone Climate Control
Rear A/C Outlet
Power Windows
Halogen Projector-type Headlights
Follow Me Home Headlight Function
LED Rear Combination Lamp
18-inch Alloy Wheels
Full Size Spare
Roof Spoiler
Side Steps
Body Coloured Bumpers
Power Steering
Electric Operating & Folding & Heated Mirrors
Door Mirror Indicators
Front & Rear Parking Sensors
Rear View Camera
Remote Power Locking
Intelligent Key
Variable Intermittent Wipers
Intermittent Rear Wiper
Rear Window Defroster
Privacy Glass

Nissan Patrol Ti – $92,850
In addition to above, adds:

Hydraulic Body Motion Control Suspension (HBMC)
Vehicle Speed-sensitive Power Assisted Steering
Leather Seat Trim
6-Way Assist Seat for Front Passenger
Automatic Headlights
Power Glass Sunroof
Rain Sensor Wipers

Nissan Patrol Ti-L – $113,900
In addition to above, adds:

7-Seat Capacity
Memory Seat, Steering Wheel & Mirrors
Cool Box
Electric Anti-Dazzling Rear View Mirror
HDD Navigation & Music Server
Premium BOSE Audio
13 Speakers
8-inch WVGA Front Display Screen
2 x Rear 7-inch DVD Entertainment Screens
Xenon Projector-type Headlights
Automatic Headlight Levelling
Headlight Washers
Puddle Lamp
Power Operated Tailgate

Safety

Around View Monitor
Intelligent Cruise Control
Intelligent Brake Assist
Forward Collision Warning
Lane Departure Warning and Prevention
Distance Control Assist
Tyre Pressure Monitoring System
Blind Spot Warning
Alarm

The Boxy Mercedes GL OZ Pricelist

Posted by gaycarboys on 05/07/2013

Mercedes-Benz Australia/Pacific has announced pricing for the new GL-Class, the S-Class of SUV vehicles. In addition to the well established GL 350 BlueTEC and GL 500 BlueEFFICIENCY variants, Mercedes-AMG introduces a new AMG model for the Australian market, the GL 63 AMG.

“The GL-Class represents luxury SUV motoring, combining cutting-edge technology and driver assistance systems with uncompromised comfort” said Mr Horst Von Sanden, Managing Director Mercedes-Benz Cars Australia/Pacific. “The new GL-Class is comprehensively equipped with safety and convenience features that provides exceptional value to customers in this segment”

Harnessing a new engine line-up, the second generation GL-Class offers both significant reductions in fuel consumption and improved performance. The GL 350 BlueTEC is equipped with a turbocharged V6 diesel BlueTEC engine and ensures smooth ride comfort while consuming just 7.7l/100km (combined).

The imposing road presence of the GL 63 AMG is fused with the 5.5 litre AMG Bi-turbo engine, which delivers a maximum output of 410kW and up to 760 Nm of Torque, affirming the GL 63 AMG as one of the most rapid seven seat vehicles (0 – 100km/h in 4.9 seconds) on the market.

Combining a lavish, spacious interior with dynamic on/off road capabilities, the new GL-Class offers a comfortable drive and considerable ease of operation. A host of exceptional features are standard on the new GL-Class including: 4MATIC All-wheel drive, EASY-PACK tail gate, EASY-ENTRY 3rd row access, AIRMATIC package – with air suspension and Adaptive Damping System, COMAND Online, THERMOTRONIC, Front & Rear, automatic climate control, Intelligent Light System, glass electric sunroof with slide/tilt function and an electric parking brake.

The new GL-Class also incorporates a host of standard safety equipment such as ATTENTION ASSIST, PRE-SAFE®, 360° camera, DISTRONIC PLUS, Brake Assist BAS PLUS, Active Blind Spot Assist and Active Lane Keeping Assist.

The new GL-Class is now on sale to customers in Australia. The manufacturer’s recommended list prices are as follows:

GL 350 BlueTEC – $129,900 (MRLP)
GL 500 BlueEFFICIENCY – $154,900 (MRLP)
GL 63 AMG – $214,900 (MRLP)

*******PLUS ON ROAD COSTS*******

Honda CRV: Just the thing for contemplating charismatic cosy country cottages

Posted by gaycarboys on 04/19/2013

“Bigger on the inside, Smaller on the outside” is the claim made by Honda. Unlike some claims this one seems to be true. It’s been shrunk 20mm in height and 30mm in length. Of course length is usually where it counts but CRV feels as big inside as the previous model, if not a smidge bigger.

Up front there is a touch of “Dame Edna” happening, with the headlights tilting cheerfully at the edges like a pair of big sparkly glasses. The rear keeps the customary tall tail lights which may be common now but were on the very first CRV a decade and a half ago. I’m not usually one for Soft Roaders because they lack the gravitas of the fully caffeinated 4WD’s like Nissan Patrol and Toyota Land Cruiser. CRV has had a following from the beginning because it feels much like a car to drive and at the time there wasn’t much of a choice those wanting a set of compact go-anywhere-weekend-wheels.

For those of us who contemplate charismatic cosy country cottages, there is 170mm of ground clearance, so as not to become bogged in the driveway. No weekend should be ruined by bad design and although I didn’t have such a cottage of my very own, there is one I can borrow. This means we did get the chance to make sure an average bloke won’t embarrass himself, by being blokey. There’s an appealing Tonka Toy look about the new CRV which will be exactly what the demographic will want and she looks good bumping down a mountain-top country lane.

There’s another thing too, the rear hatch opens wide and low. It’s a perfect place to perch yourself for a spot of afternoon tea. The reversing camera eliminates that sinking feeling every time you back up. While in the back I took the chance to see how comfy it was. I had the pillows so why not, but with the rear seats flat, there is a nasty rut through the middle of the floor which played havoc on my well-padded hips. Mental note to self: keep extra padding in SUV’s for such emergencies.

The exterior design is modern and pleasing. I’ve always thought the CRV was a quiet achiever because, as I’ve already said, it’s always driven like a car, but now it drives like a slightly better car. It looks smart from the outside, and dare I say looks more expensive than it actually is.

It’s the same story inside and in our top model where we didn’t need the key to enter or to start the engine. The first thing I noticed was the comfy ambience of the cabin. Leather has been thrown about with gay abandon but it is with a slight note of dismay that I spied the band of genuine fake marbleised plastic running across the dash. It’s nasty and would have been better off in the ubiquitous Piano Black. I’m told Honda put much thought into the “feeling” of the interior. It seems to have paid off not only for the extra technology but for the quality of the fittings. The plastic feels like it will last and looks good with the exception of the afore mentioned marbleised trim on the dash. The switch gear also has a reassuring chunkiness whose quality leaves the user with the sense that they will function as intended long into the future. The materials have been thoughtfully selected so as to provide the competition with a reason to worry. It’s essential for an auto-maker to innovate and improve so that each new model moves the company forward. The design of the cabin is thoughtful, considered and restrained.

I’d like to take a moment to mention an important fact which is that Honda had started to fall behind in market segment with a lack of visible technology. The cabins in all but the top model were looking decidedly bereft of gadgets. The blokes in Japan have been peeking over the back fence at what the others have been doing and Lo and Behold! The interior has the new Honda infotainment system which sounds rather good. The tone is quite decent and the controls could be easily manipulated with little or no reference to the user guide. Pairing the mobile was no fuss either. I like Honda’s Bluetooth very much. There is a reverse camera that displays a view out back right there in the middle of the dash and finally, a satnav system that is relatively easy to use with no sign of the psychosis that is so often present with built in navigation systems. This gets extra brownie points. Also getting extra marks are the electric leather seats and fully adjustable steering.

There are a few things I’d like to see in the midlife update shortlist such as self-parking and auto-folding mirrors. Both could be added with little cost. Memory control for the front seats would also be a good way of adding extra value because staying in front of the pack is what makes us notice a brand isn’t it?

It’s the drive which most people pay for and I’m happy to report the CRV is very comfy on the road. As you are whisked along at 110 the exterior noise is just a distant sound somewhere in the background. There are no unfortunate wind whistles which can ruin an otherwise pleasant trip. The steering has been tightened up and now feels rather like an Accord to drive. All models have electric power steering. It feels good to be sitting so high and there is a reassuring smoothness you experience from the time you press the start button. I was slightly disappointed with the fuel consumption because I’ve not been able to get it much under 10L/100k for most of the week, but then not many SUV’s can. But, it is worth paying a little extra for fuel if you have lots of space and in the CRV there is certainly that. The 140kw 2.4 L petrol power plant develops 222Nm of oomph and it certainly gets the old girl moving. I took the liberty of taking a trip into the Blue Mountains as well as my usual coastal thrash through the Royal National Park and I have to say I was impressed. The body-roll for such a tall vehicle was limited to a modest lean regardless of the amount of push. To make matters even more interesting, the grip was tenacious. Even in the tightest of corners I never felt as though I was in danger of slipping unceremoniously off the bitumen.

It’s unusual for me to take an SUV on the sports-run but it has been known to happen. With windows down, sunroof open, the music was blasting the occupants with carefully selected modern classics while gentle gusts of wind tussled the hair. It’s a good way to judge whether or not a car is both nice to drive, and comfortable on a trip. To my mind, this is something everyone should do on a test drive. How else would you know how it handles, and whether or not your bottom goes to sleep after a half hour? How many times have I insisted that everyone takes the time to properly familiarise themselves with the subtle nuances of a vehicle. To me, it is inexcusable that someone cares so little as to buy a car without driving it, or only driving it a kilometre or two round the block.

Normally I’d have the silky smooth 6 speed auto in Sports Mode however for what might be the first time in human history I chose “normal” over “sport”. I did this for several reasons: the first being the auto hangs onto the gears for way too long in sports mode making the engine scream for mercy. The engine at 6 thousand lacks the note to make the sound inviting. Finally the fuel consumption plummets which, and in this day and age that may be the point at which many will fall by the wayside.

Changing the gears yourself gets around this problem and keeps the silky motor on just the right amount of boil. There is a pleasing willingness at 4,000 that’s pulls you through a corner and out the other side with the gusto of over-enthusiastic schoolboy. The CRV switches directions easily with the steering feeling confident and direct. Once a hater of electric steering, I’m now a fan because weight has been added to illuminate the vague remoteness.

For those of us who need to, the rear seats fold down cleverly. Pulling the right tab pulls the seat squab forward, collapses the rear headrest and folds the seatback down almost flat. It is then that the rut appears where the seatbacks have folded but under normal circumstances it isn’t a concern. The cargo space isn’t the biggest in the class but the low loading lip means you can transport a couple of bikes inside rather than on the roof simply by removing its front wheel. The idea behind SUV’s is that they allow their owners a certain amount of leeway when it comes to that which you cram into the back. Honda has become very clever at solutions for making the cabin more flexible and the CRV has 1648 litres of cargo space with the seats down. That’s surely enough to be going on with. I’d love to have seen a button to make lowering the rear door easier. It’s something the smaller statured boy might have trouble with.

The mountain trip was far less taxing. The leaves had started to turn which means the lanes had a light dusting of red, orange and brown in the foliage which provides picture postcard moments. Swishing at just the right speed whips up the leaves into swirls of autumn hews leaving a trail of fleeting memories, and somehow you’re reminded that this is exactly what these cars are about. I’m reminded then of winter days with coats and scarves and gloves which lay tantalisingly out of sight just around the corner. Those are the times when the back of the CRV will be full of blankets and pillows and food to keep you warm. All of which have been carefully packed in to make sure the weekend away lacks none of the comforts of home. Why is this important? Try fitting all that stuff into another car! Arriving at a friend’s (cosy charismatic country) cottage means unloading the car as a comforting glass of champagne is pushed thoughtfully into your hand. The car is where it will stay for the night, so why not. We had negotiated a slightly suspect approach road with the aplomb of a nubile athlete, so proving the average owner is in safe hands.

The next day we are back in those narrow lanes with overhanging trees. We are heading out for a day’s antiquing. As if in a nod to the change of season, a brilliantly coloured red leaf dropped through the open sunroof to the squeals of excitement of those in the rear seat. We broke the day up by lunching at a smart café which has taken up residence in an old garage in Leura. As we sat down at our table a bloke sitting a metre away said “Hey mate, is that the new Honda? It’s not too shabby is it?” And with that my opinion was cemented.

At the end of the day all you really want from a car is that is looks good, is value for money and will last, the rest is icing on the cake. The CRV is a good package. Would I have one? Yes, if I was in the market for a compact SUV.

Price around $42,000

Interesting Facts-

Once upon a time 140KW was super-car territory, but not since the 70’s. The 3.3L straight 6 Kingswood developed a heady 81KW and drank fuel at the rate of 18L/100k and took 11.7 seconds to 100kph. The 2.4 straight 4 Honda develops 140KW and does under 10L/100k and does the 100 sprint in under 8 seconds. I say this to put things into perspective.

feature	Honda CRV 2013
Engine	8
Transmission	7
Ride	6
Cargo capacity	6
Handling	6
Looks	7
Versatility	7
Fuel consumption	5
Equipment	7
Interior feel	7
Exterior feel	8
How it makes you feel	7
TOTAL	81/120

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.

Mazda CX-5 Voted Car of the Year in Japan

Posted by gaycarboys on 12/04/2012

Mazda Motor Corporation’s compact crossover SUV, the CX-5, has been named the 2012-2013 Car of the Year Japan. The award was announced by the Japan Car of the Year committee on November 29, 2012.

The CX-5 was the first model to adopt the full suite of Mazda’s SKYACTIV technologies including the engine, transmission, body and chassis. It offers a predictable and refined driving experience together with outstanding environmental and safety performance.

It is also the first model to fully embody Mazda’s new design theme, KODO–Soul of Motion. With finely-honed vitality and dynamism, its styling is reminiscent of a cheetah about to pounce on its prey.

The CX-5 equipped with Mazda’s new-generation SKYACTIV-D clean diesel engine boasts powerful driving comparable to a 4.0-litre V8 petrol engine vehicle thanks to 420 N-m of maximum torque. At the same time, it achieves an SUV class-topping fuel economy rating of 18.6 km per litre (5.7 litres per 100km in Australia).

In approximately nine months since sales of the CX-5 started in February, Mazda has received 37,000 orders from Japanese customers; equivalent to more than three years of sales at the anticipated volume of 1,000 units per month, and sales continue to be strong.

All passenger vehicles with an expected annual sales volume of over 500 units, announced or launched in Japan between November 1, 2011 and October 31, 2012 are eligible for this year’s Japan Car of the Year award.

The last Mazda to be named the Car of the Year Japan was the MX-5 (known as Roadster in Japan) in 2005. The CX-5 is the fourth Mazda to win the award.
Executive Officer Kiyoshi Fujiwara commented, “We are thrilled to have the CX-5 receive such a coveted award and appreciate the warm support and encouragement of our fans. Spurred on by this honour, we will continue to dedicate ourselves to the task of crafting cars that only Mazda can, in order to continue winning the support of our fans and customers into the future.”

source: Mazda Australia

ASX: Mitsubishi’s snappy city SUV

Posted by gaycarboys on 12/01/2012

ASX: A Cute Pint Sized SUV From Mistsubishi

We tested the Peugeot 4008, the stable mate of the ASX earlier in the year and liked it very much. We thought it perfectly suited the active lifestyle with a rear cargo area is lined with material that laughs off wet clothes and leather-clad seating that wipes over after the weekend’s frivolity and is all shiny and new again.

The ASX is essentially the same car and as such, it has the same feel. The range tops out at a smidgin under $40,000 in a CVT auto 2.0L petrol or a manual 1.9L diesel. You can go all out and pay an extra 3 grand for the impressively named audio unit upgrade with gives a huge 710Watts of power through extra speakers including the subwoofer. It’s an expensive upgrade and is worth almost 1/10 the total value of the car. There are other gadgets as well but the top model is quite well appointed so buy it, and spend the difference on a long romantic getaway for two. That will score no end of brownie points with your better half.

OUTSIDE:

Similar, but not identical to the Peugeot 4008, the ASX shares doors but the front, rear and rear side windows are unique. The lines are simple but pleasing, with a wedge finishing high in the rear end as the waist line sweeps around and on to the tailgate. The height means the reversing camera comes in very handy. You would stand no chance of seeing behind you without it. As with most SUV’s the rear end is high enough to hide even large object from view but importantly allows you go gain valuable extra space when backing into a tight parking spot. Although the ASX is the smallest of Mitsubishi’s SUV’s it’s still a reasonably large car, don’t mistake compact for small. You sit high up so the tall doors give you good access to the seats without having to fold yourself in un-natural ways to get comfy.

There is a comforting solid quality feel to most Japanese cars now, and the ASX feels grounded and well built. Some models get side skits but it ruins your ground clearance and completely un-needed. Side steps do the same thing but at least they are useful. The rear hatch swings quite high but it’s perfect for picnics if you’re the kind of person who likes to sling a basket of goodies in the back on a Sunday arvo. Rather than sitting on the damp ground you can perch on the rear deck because there is a spot to rest your champers and nibbles.

The Front door handles also have small rubber pad which are used with the smart key system. Simply keep the key secreted about your person allows you to press the button to lock or unlocks the doors. With the key still secreted, you reach for where the ignition and turn it as normal and as if by magic the car fires up. The ignition key cover can easily be removed to start the car if your key battery fails. Most car makers have a button on the dashboard or centre console to start up.

INSIDE:

The interior feels like the Lancer which is well designed and functional. The quality is perfectly adequate for a car in this price especially when compared to offerings from other brands. Everything is where you’d expect it to be. The general feel of the cabin lends itself to weekends at the beach or at the cabin by the lake. There even neoprene options for seat coverings. It’s like sitting in a big wet suit, which I have to say, sounds rather sexy, but that’s enough about my weekend fantasies.

I rather like the utilitarian vibe throughout. There is no need of the flashy additions of the expensive offerings. We all have friends who paid lots of money for a top Jeep, Range Rover, Audi Q7 or BMW X5 and never take them off the road. They say they want the space for action stuff but what they are really doing is buying the lifestyle. In other words they pay the big bucks to feel outdoorsy but that’s as far as it goes. The car only leaves the bitumen to enter a gravel drive that’s been lovingly weeded by the gardener to press a button to enter the garage cleaned by a cleaner. Paying a bit less means you can afford to be a bit less precious, not that 40k (for the top model) is a small amount of money. You’re in the same ball park as the Rav 4 by Toyota and Xtrail from Nissan. It means you can go to the beach and kick sand about the place without being terrified your plush expensive carpet will be ruined. Can you imagine the average person throwing diving tanks into the back of a $140,000 X5? The most you’ll do is tow your horse float to the polo match in your Rangie. You’ll meet a couple of chums and have a quick sniff of brandy before your main course of champagne and canapés. The little AWD SUV’s will more likely be used to carry stuff about, and quite right too.

The new Mitsubishi infotainment unit has a nice quality screen and an easy to use menu. It’s big enough so as you don’t ruin your eyes while using it. You need the upgraded system if you want Satnav though. I used the old one on the Evo X but I’ve no experience it in Lancer or ASX but one can assume it’s the same unit. It certainly looks the same. The air conditioning is good too. It’s fully automatic so set and forget and you’ll stay cucumber-cool. We didn’t have any really hot days to test it but it coped with 28c days easily. As with all climate control systems you can operate this one in manual mode. Air conditioning systems can be a bit dickie in the summer sun, the very time you want super cold air. The first thing you should check is how efficient the climate system is. If it is no good on the test drive, it isn’t going to magically improve.

A subject worth mentioning again if the smart entry and start. It means you can leave the key in your pocket. There have a couple of times where the fob was getting low in the battery. It makes the system a bit cantankerous and it doesn’t want to unlock or demands you present your key mid trip. It’s not a problem unless your key is in your pants pocket and your round a tight bend at a set of traffic lights. Then it’s frightfully annoying.

All in all it’s not a bad package at all.

THE DRIVE:

2.0L 4cyl DOHC 16 valve MIVEC engine

5 speed manual transmission

Continuously Variable Transmission (CVT) with INVECS III

Smart Logic and 6 step Sports Mode (optional)

Electric power steering

It’s a fun car to drive. It’s not quite the car-like experience that an X3 is but then the ASX is half the price. I drove both the CVT and Manual but for me the 5 sp manual was the best. The CVT sounds odd and feels even stranger. You never quite feel like you have full control over your vehicle as it continually hunts up and down before settling into cruise mode. There is no doubt in my mind that there are too many fully automatic transmissions that can do a better job. CVT seems a particular favourite of Japanese car makers for fuel economy.

The manual allows a competent driver to increase the revs before releasing the clutch to move off the mark quickly. The engine is a proven one and has long been used across the range. I’d like to see a low-blow turbo as an option on the top model tho. I know I say that about almost every naturally aspirated engine but these days that’s how a car maker gets more power without adding cylinders. A little extra oomph would make such a difference. The engine is willing and able and even when given a good workout returns respectable fuel use figures around 8l/100k.

The ride is softer than you might expect but this also means rough road conditions are ironed out. As in most SUV’s, even the small ones, the high driving position means a birds-eye view. Many prefer to sit above other vehicles which may also account for the ever increasing height of the vehicles on the road. Of course those drivers around you won’t be able to see in, through, or past you for that matter.

Handling is as you would expect from a tall vehicle. It’s meant to be driven leisurely so there is not point expecting to be an MX5 or 86.

THE CONCLUSION:

The ASX is well made and fairly well appointed with a look that is slightly funky. I’m suitably impressed with its handling to suggest it would suit most folk. If you like to sit high up and you need the space an SUV offers, then the price should be tempting. My only real gripe apart from the CVT auto was that the Hill Hold can be a bit savage when it lets go, but it’s something you can easily manage once you’re used to it. It’s attractive and roomy with enough gadgets to

In short it does what it says on the box.

 013 Mitsubishi ASX 2WD 5MT – $25,990

 2013 Mitsubishi ASX 2WD CVT – $28,240

 2013 Mitsubishi ASX 2WD Aspire 5MT – $28,990

 2013 Mitsubishi ASX 2WD Aspire CVT – $31,240

 2013 Mitsubishi ASX 4WD Aspire 6MT – $34,990

 2013 Mitsubishi ASX 4WD Aspire CVT – $34,990

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)

Captiva 7 Revisited: Our reasonably priced urban SUV

Posted by gaycarboys on 09/01/2012

This week has been spent in the Captiva 7 V6 petrol. We drove the diesel some time ago and thought it not a bad package for the money.

We buy cars for many reasons: some make us look better, some make us feel better and some are just transport but they all must be fit for purpose. A week is a long time and for a little while I was disappointed with my shiny new Captiva. We tested the diesel last time so we’ll confine ourselves to the differences. The 3.0L petrol V6 develops a respectable 190KW (13KW more than a 1980 Porsche V8 928) with a smidge under 300NM of torque so why oh why does it feel as though I’ve been driving around Sydney with the handbrake on? Two days before handing it back I noticed that when you start the car it sets “eco” mode which sucks the life out of everything it comes in contact with. Why oh why oh why would anyone do that? Even when aware of the dreaded “ECO” button I still failed, almost every time, to press the button to de-activate the economy-obsessed function. Why would you not make it programmable? I’ve driven many cars that have had an ECO mode and none has been worth using. They are universally dreadful and rarely result in the advertised fuel savings. The button could be a press-and-hold affair to program which way you wanted it to work, always on or always off.

You might think the fuel economy suffered horribly with the ECO turned off, but not so. In fact I noticed very little difference. The 1800 kilo bulk is quite a lot to be hauled about by such a relatively small motor but it manages very well once the anchor is released. Imagine, you’ve been driving around for 5 days thinking the engine felt more like an anaemic 4 pot rather than the decent V6 that it is. On the 6^th day you discovered that the ECO mode was always on and that you needed to switch it off each time you turned the key. You give the button a quick stab and lo, it is good. The heavens light up, the clouds part and the sun shines brightly as the angels begin to sing. The effect was so dramatic that at the next set of lights the car felt as if it had been visited by a motoring mystic who performed a laying on of hands.

If it sounds as though I’m getting a trifle carried away, it’s because I can’t stress enough just how much Captiva came to life wretched function was turned off. I then felt more kindly disposed towards Captiva’s little foibles. Some little niggles vanished and others ceased to be a problem such as the lack of a USB port. Sure the audio streaming works well and the sound is quite good, but the streaming interface is fiddly. USB functionality delivers fully searchable music and is usually easier to negotiate. Of course the whole experience might have been a bit easier had there been a user guide on-board but in this instance the Holden Gods assumed an experienced poof such as I would be able to figure it out on my own. How wrong they were.

The trim on this model includes imitation carbon fibre on the dash which we could have done without, but other than that the interior is quite decent. The Captiva easily passed the “4 beefy lads” test and for good measure we included a 5^th person in the form of my fitness instructor boyfriend. Granted he is small and fits in a glove box, but “5 adults in comfort” is a claim that is usually somewhat optimistic. Fitting extra people in can be essential especially for short runs. The cabin feels spacious and roomy but there were a few inclusions missing. In a car costing 40k or more I expect my headlights, wipers, dipping rear view mirror to be automated and a rear view camera wouldn’t hurt either. A big car with a high set bum is impossible to see behind. That’s how children are mown down in people’s driveways. No car should be sold without reversing cameras these days.

I had cause to attend a small gathering as the offices of GetuP in Surry Hills the night of a huge storm. When I came out I found that a couple of thoughtless hatchback drivers had left little space to get my car out. In the rain, the dimly lit street made things even more difficult. Because the reverse sensor doesn’t tell me the distance, a 75 point shuffle ensued in order to extricate myself. Front sensors and a rear camera would have been like a second pair of eyes. I did some severe tsk-tsking.

Despite the fact that I fully retracted the lumbar support, I could never get really comfortable in the driver’s seat. Although I could live with it though one wonders if going for the top model might not be a better value for the money. On the subject of price our Captiva was around 43k drive-away but there is a model with even less kit for $32,000 and the top model costs $47,286. For that kind money the top model has to be worth it.

For me the real surprise was on the highway where Captiva was very smooth and very quiet. Rather optimistically it has hill descent but soft roaders aren’t expected to tackle anything more difficult than a broken curb, so what you will really need is something you can go shopping in then head off for a weekend camping. We’ve commented previously on the firmness of the ride. This has also had a positive effect on the handling. I should stress that we didn’t take the Captiva off-piste. The thought of calling roadside assist to the middle of a boggy field is simply too embarrassing. That’s also the reason that most off-roaders never leave paved streets.

The compact exterior does mean that it is easier to park than a full sized SUV but there were times when even an experienced driver is going to need a couple of goes at Coles-sized spaced. The rear hatch includes the separately opening glass section for those small bags. That’s handy when you’ve backed into a supermarket parking spot. It can be unlocked from the key fob. With the ECO mode off makes the Captiva quite nippy in traffic. Of course it’s no sports car but the responsiveness quite surprised me. We didn’t bother with the handling test but rather some soft-roading (in a muddy driveways) and a bit of light highway work. There is reasonable ground clearance too if you are determined to have a go and a spot of light exploring.

The highway work was a short run around the Sydney Ring roads of the Bradfield Highway, Warringa freeway, M2, M7 and M5 starting and finishing at Cleveland Street in Surry Hills. Although only around 100 k’s, it’s a good indicator of what it would be like on a longer trip. Sadly we have some roadworks going on so parts of our trip were slower than usual. The 110kph stretches were a joy but you do have to plan overtaking in advance. There is plenty of power and reasonable torque but if you’ve left ECO mode on you must switch it off. I found Captiva to be a rather unexpectedly comfy cruiser and I would happily have driven on for a bit. It’s on the highway where the USB would have been appreciated. With the iPhone car mount and the car charger you don’t really notice the lack of Satnav.

Would I buy the petrol over the diesel? Probably. Despite a few tiny niggles the Captiva proved to be a decent city runabout, a good highway tourer and a comfy method of mass transport. Check the Holden website for specs and current offers.

Peugeot 4008: Who’s A Sexy Boy Then?

Posted by gaycarboys on 07/29/2012

Peugeot have really been pushing their 4008 over the last few weeks. The TV ad shows a couple of chaps dreamily into the distance where a 4008 can be seen doing what sexy blokes do in 4 wheel drives on weekends. They imagine themselves and a friend doing rugged outdoorsy type things. It’s quite a good ad. Peugeot through a stage where the cars suffered a bad case of Ho-Hum-ness but the new bunch are a bit different. We have the drop-dead gorgeous RCZ, the handsome 508 and now the chunky 4008 SUV. The tonka-toy looks, great interior space, smooth drive and excellent 4WD make the 4008 and genuine town-car-off-roader. For most of us, we only need enough room for the dawgs, a couple of shopping bags or a very special friend. 4008 can do that with knobs on.

(The last time I enjoyed a Peugeot ad was the 206. I found the 206 ad on the internet, sent it to Peugeot secret western Sydney location, just off Parramatta Road at Auburn, and before I knew it the 206 ad was on TV. I thought you might enjoy a quick stickybeak at it.)

OUTSIDE:

Our test car was the top draw model with the fat 18” wheels that enhance the boy-racer looks. The aggressive design language starts at the front and continues right through to the deliciously pert rump where the highset tail-lights look reminiscent of the stunning new 508 sedan. The slope of the roof rearward takes away from some of the slab-sidedness that most SUV’s suffer from and lends a certain sporty look to what would otherwise be a terribly run of the mill car. It’s unclear to me why we boys like the toy-like stance on a motor vehicle but all the vehicles that have such a look sell very well, take the delectable Range Rover Evoque for example.

The bling-bling headlights have the addition of eye-popping Xenon and a couple of tasteful LED daytime running lights for good measure. Most carmakers add these for safety but I have a feeling it’s more for the Look-At-Me appearance. It gives you no end of gravitas at the lights because not only does it give the front of your car an impression that it’s growling and flicking its tail, but that when it pounces, the pedestrians had better scatter like like seeds in the wind. Did you know the 4008 shares DNA with the slightly longer 4007? No? Well they do, moreover they share a rather close relationship with the Mitsubishi outlander and ASX. The 4008 shares more than a mere platform, it’s the same car with modified front and rear ends. The doors are identical but all other bodywork is unique to Peugeot and in my opinion looks a better than the Mitsubishi. There’s a booty-load of chrome to keep clean for those who like to pleasure themselves by making their bright-work gleam. You’ll notice the new corporate front end is also chromed to within an inch of its life where the bling has been lavished with gay abandon.

The exterior has gorgeous proportions which are hard manage on a bulky SUV and as I mentioned already, something the Range Rover Evoque did with great aplomb. There is no doubt that when you see the Mitsubishi alongside the 4008 you’ll notice the family resemblance but the spit and polish of the 4008 has given the French option just a little more road presence. All in all I love it, which is not something I normally say about 4X4’s.

This pudding has not been overbaked.

Inside:

I like most of what I see. The interior isn’t precious because it’s meant to be used and even the leather can be given a once over with a moist cloth to get off any bits of your weekend still residing thereon. To really get your bushbashing juices flowing, there is a generously proportioned knob clearly marked 2WD, 4WD and LOCK to flip-flop between modes while on the go. We didn’t take it off-raod because you probably won’t do anything more taxing than a gravel drive. Like most 4WD owners, a gravel drive of a slightly damp country lane is the most difficult thing you’ll do.

The layout is well thought out and for the most part is well made. Many of the controls have a chunky feel which gives an impression of ruggedness which is just want the sexy, out doorsy, hairy chested weekend warrior wants. Some of the knobs have that ghastly chromed plastic trim which never holds up as promised. You can bet your fake tan that the first time your ring finger hits it, a bit of chrome will come away. Despite all that the cabin feels roomy, comfy and above all welcoming. The electrically adjusted seats have acres of cow too. Although I would not pay extra for leather, it’s always nice to see it included. It does matter when it comes time to sell your car because you won’t get more money for your car but your 2^nd hand buyers will naturally gravitate towards well maintained leather over fabric every time so your car is easier to move on.

As with the 4007, the 4008 is more Mitsubishi than Peugeot which is not to say that it feels second rate in any way, just not quite what I’d expect from a premium Eurocar maker. At least Peugeot has shoehorned a shedload of extras in, especially on the top model. Although we didn’t have the GPS option, the infotainment system did the trick but I’d beef up the speakers for a bit of extra bang. Importantly it’s all easy to use. The voice guided bluetooth connection takes a bit of getting used to but once mastered it’s a breeze. When paired, your phone will be picked up every time you start the car. You can take, make and screen calls as well as stream a few of your favourite tunes via bluetooth without having to plug your phone in. Mind you charging while in the car is a better idea either via the USB of 12 volt outlet. Because there is no inbuilt Satnav as standard, you may want to use the one on your iPhone. Remember you must disconnect from the bluetooth and/or USB if you want to listen to your car radio while navigating. The phone will always want to send spoken instructions via the car’s speakers when it’s connected to the system, A better option is to simply tune the stereo to stream music from your phone, that way you get the music and navigation instructions via the car speakers. People often complain that they get no noise from their phone when they start Navigon or TomTom. You iPhone Satnav will usually give you street name directions which is something inbuilt GPS systems almost never do.

On the subject of equipment, noticeably absent was the reversing camera which is an unforgiveable oversight in any SUV. Although the visibility is pretty good in all directions, it’s still a big, highset vehicle. There is no way for even the most capable driver to see what’s below the bottom of the rear window. When installed, the LCD monitor is in the rear-view mirror. It’s not my favourite spot for the lcd screen because it can only ever be as big as the height of the mirror. Yes you can see something big behind you but you certainly can’t do any fine work such as very tight parking. As you get older and need reading glasses, you’ll find postage-stamp size screens to be almost useless.

Before we head onto the open road I thought I’d mention the cargo space of which there is much. It’s not a full sized SUV so there isn’t a football-field sized boot, but there is plenty of room for a couple of large dawgs, or large bags, or large anything else you fancyr. The rear seats don’t take a science degree and six double joints to manipulate either. You can lower them with one hand tied behind your back and raising them is as easy.

Now you’ve thrown your gear in the back and your hunny in the front, you’re ready to set off…

The Drive:

The TV ad shows a couple of blokes dreaming a little dream, but the second you set off you notice the CVT auto. I’m sorry but the letters C, V and T do not spell sporty and should never been used in relation to an automobile of any kind. They are awful, so DON”T DO IT. Since Peugeot doesn’t have a CVT in its spare parts bin I can only assume this is an adopted child born of Mitsubishi loins. Give me a manual or regular auto every time. I’m not sure why there is an obsession with CVT of a sudden and can only think it is money and the saving thereof. At least it doesn’t have the god-awful semi-auto of the 508 eHDI, the most horrible transmission ever invented and should be ground to dust and spread to the four corners of the Earth, then forgotten.

The Goldilocks steering is not too heavy, not too light and is fine in the confines of the local Coles carpark however on the open road I’d like a little more feeling, but this is a problem common to most SUV’s. Given Peugeot Australia’s penchant for oil burners, I’m shocked, neigh dismayed that there is no diesel option. There is a diesel option elsewhere in the world but here in OZ it’s not on offer. They say it because the diesel engine only comes with a manual gearbox, but surely that’s a good thing?

On the subject of the mode of the propulsion, the modest 110 KW power plant has to haul round a big 1470KG body and frankly it needs a blower desperately. There is just not enough oomph and the CVT seems to sap the life out of the experience. The addition of a teeny tiny turbo and a big butch manual gear box and the 4008 would be fabulous.

There is no doubt it drives better than some SUV’s on the open road but It lacks the car-like feel of the BMW X3. Our top of the range car had 4WD but the entry level can come as a 2WD which surely defeats the purpose of an SUV. I’ve noticed this creeping in to a lot of small to medium SUV’s and for the life of me I can’t understand why they do it. Surely you’d be better off buying a sporty wagon which drives better, looks better, costs less and uses less fuel so there must be another reason the option is available. Every car maker has told me the same thing, “we do it because most people don’t take them off road”. There you have it.

The ad shows the 4008 being pushed through a picturesque winding country however I wouldn’t describe the drive as sporty, but it is competent, comfy and roomy. The 4008 drives well, looks good and is priced keenly. Consider this, Toyota’s gorgeous FJ Cruiser is 50k on the road and has far fewer gadgety goodies included. It’s just a thought.

Conclusion:

It looks fabulous and is well priced but doesn’t have quite the quality feel you expect from a Peugeot. It’s a great effort that is fit for purpose. The interior isn’t too precious so you could do a bit of easy off-roading if you wanted to.

Interior 6/10

Exterior 8/10

Engine 6/10

Gearbox 5/10

Value 8/10

Gay carboys

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