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N 1836-4500

EcoCar Magazine is an AFMA Strategic Alliance Partner

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

www.ecocarmagazine.com.auIssue 10 March / May 2011

RRP: AU $7.95 NZ $8.95

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10 MA

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H / M

AY 2011

WE DRIVE

Alfa’s Mito and Giulietta Audi A5 BMW 520 and 535 SsangYong Korando Golf GTD Honda Insight Hyundai i45

i-MIEV Micra and Barina Spark Skoda Octavia Subaru Forester

RangeRover Evoque Freelander 2 and Jaguar C-X75

PLUS

6 ECOCAR ISSUE 10

NEWS UPDATE

UK Bats Up

Fiesta gets the Boot

The UK Government is supporting the electric and ultra-low emission car industry by making available grants of up to £5,000 for buyers of eco-friendly cars.

The first nine cars to become eligible for eco-friendly car grants are: Mitsubishi iMiEV; smart fortwo electric drive; Peugeot iON; Citroen CZero; Nissan Leaf; Tata Vista EV; Toyota Prius Plug-in; Vauxhall Ampera and Chevrolet Volt. More will follow next year.

The Government is also encouraging a new network of electric vehicle recharging points in streets, car parks and commercial retail and leisure facilities as driving electric cars becomes a part of everyday life for pioneering British drivers.

A1 for Safety

New Kia Rio

The Euro NCAP consortium tested the passive crash safety of the new Audi A1 and awarded it the top score of five stars. The results for adult protection in a frontal, rear or side collision, as well as for child safety and pedestrian protection, places the new Audi A1 among the safest vehicles in its category.

Kia Motors has revealed the first photos of the next generation Rio, to be unveiled at Geneva Motorshow alongside the all new Picanto.

New Rio features a wheelbase extended by 70 mm (to 2,570 mm) and promises greater passenger space and comfort, together with increased cargo capacity to 292 litres for the hatchback. Exterior dimensions changes include: +55 mm (overall length), -15 mm (height) and +25 mm (overall width).

Engine options include a 1.1-litre diesel unit generating 70 ps, with CO2 emissions from as low as 85 g/km. An all-new, high-performance 1.2-litre Turbo Gasoline Direct Injection (GDI) will also be available from 2012.

Ford’s Fiesta range has expanded with a new booted sedan joining the hatch. Also new are an expanded diesel power option and an all-new six-speed dual-clutch automatic transmission.

The 1.6 litre diesel engine becomes available with a five-speed manual transmission while a 1.6-litre petrol engine with manual transmission is standard across the updated Fiesta range (excluding ECOnetic, diesel; and CL sedan, auto).

This range expansion builds on the five-door Fiesta ECOnetic’s claim as Australia’s most fuel-efficient vehicle (3.7-litres per 100km, combined cycle ADR81/02). An all-new six-speed automatic transmission also debuts in the updated Fiesta range. Using dual-clutch technology, the gains come in the form of improved fuel economy, quicker response and the greater convenience of an automatic. The new PowerShift® six-speed dual-clutch automatic transmission will be available with the standard-fitment 1.6-litre petrol engine.

6 ECOCAR ISSUE 10

NEWS UPDATE

UK Bats Up

Fiesta gets the Boot

The UK Government is supporting the electric and ultra-low emission car industry by making available grants of up to £5,000 for buyers of eco-friendly cars.

The first nine cars to become eligible for eco-friendly car grants are: Mitsubishi iMiEV; smart fortwo electric drive; Peugeot iON; Citroen CZero; Nissan Leaf; Tata Vista EV; Toyota Prius Plug-in; Vauxhall Ampera and Chevrolet Volt. More will follow next year.

The Government is also encouraging a new network of electric vehicle recharging points in streets, car parks and commercial retail and leisure facilities as driving electric cars becomes a part of everyday life for pioneering British drivers.

A1 for Safety

New Kia Rio

The Euro NCAP consortium tested the passive crash safety of the new Audi A1 and awarded it the top score of five stars. The results for adult protection in a frontal, rear or side collision, as well as for child safety and pedestrian protection, places the new Audi A1 among the safest vehicles in its category.

Kia Motors has revealed the first photos of the next generation Rio, to be unveiled at Geneva Motorshow alongside the all new Picanto.

New Rio features a wheelbase extended by 70 mm (to 2,570 mm) and promises greater passenger space and comfort, together with increased cargo capacity to 292 litres for the hatchback. Exterior dimensions changes include: +55 mm (overall length), -15 mm (height) and +25 mm (overall width).

Engine options include a 1.1-litre diesel unit generating 70 ps, with CO2 emissions from as low as 85 g/km. An all-new, high-performance 1.2-litre Turbo Gasoline Direct Injection (GDI) will also be available from 2012.

Ford’s Fiesta range has expanded with a new booted sedan joining the hatch. Also new are an expanded diesel power option and an all-new six-speed dual-clutch automatic transmission.

The 1.6 litre diesel engine becomes available with a five-speed manual transmission while a 1.6-litre petrol engine with manual transmission is standard across the updated Fiesta range (excluding ECOnetic, diesel; and CL sedan, auto).

This range expansion builds on the five-door Fiesta ECOnetic’s claim as Australia’s most fuel-efficient vehicle (3.7-litres per 100km, combined cycle ADR81/02). An all-new six-speed automatic transmission also debuts in the updated Fiesta range. Using dual-clutch technology, the gains come in the form of improved fuel economy, quicker response and the greater convenience of an automatic. The new PowerShift® six-speed dual-clutch automatic transmission will be available with the standard-fitment 1.6-litre petrol engine.

Czech Mate

ECOCAR ISSUE 10 7

It has been strong start to the new year for Škoda Auto with 68,400 units sold. The Czech manufacturer’s sales rose 26.4% in January of 2011 when compared to the previous year (January 2010: 54,100 sold units). The Fabia (30% increase) and Superb (80% increase) have seen a surge in demand. The source of this additional demand can be partially attributed to double-digit increases in the growth regions of China, India, and Russia.

Australia’s ANCAP programme has announced 5-star ratings for the all-new Swift and 2011 model Kizashi.

Suzuki Safety

Super SUV

Ssangyong Korando will come to market in Australia as the lowest price turbo diesel SUV with a starting price of $26,311 plus on roads, or $27,990 drive away, undercutting its nearest rival by more than $5,500.

The new Ssangyong Korando will set a benchmark in the Compact SUV market particularly thanks to its sharp pricing and exceptional equipment levels in comparison to similar sized vehicles from the opposition.

The S spec two wheel drive six-speed automatic is on sale at $28,811, while the AWD SX six-speed manual has a recommended retail price of $30,311. The six-speed automatic version of the SX adds $2500 to reach $32,811, while the top of the line fully equipped SPR with six-speed automatic and AWD as standard is priced at $36,811.

An early preview drive by ECOcar confirmed the appeal of the new Korando which offers exceptional value for money as a safe, comfortable and easy to drive package.

MicraTESTED

10 ECOCAR ISSUE 10

MagicNo longer resembling a frog on crack, the new Nissan Micra deserves respect

S The basic inclusions are also impressive, with Vehicle Dynamic Control, anti-lock ABS braking, six airbags and air conditioning all included for a price level that starts at $12,990, with a $13,990 drive away offering.

The Micra we drove was the ST model that features a 1.2-litre, three-cylinder petrol engine and boasts a five-star green guide rating, thanks to an emissions level of 138 g/km of C02. Without driving the Micra it would be easy to consider the 56 kW at 6000 rpm and 100 Nm of torque rated at 4,000 rpm to be on the power deprived charts, but the reality tells a different story. Acceleration isn’t going to leave twin black lines on the bitumen, but if you are prepared to work the five-speed manual gearbox when maximum power is needed, the little hatch responds rather well.

ure, there were a few problems with the froggy-faced previous Micra in terms of its appearance,

but in overall terms it proved to be a well put together, sub-compact package. What was surprising,

especially to the marketers, was how

it appealed to a broad spectrum of buyers that

ranged from single city dwellers in their early twenties to the blue rinsed set retirees. Now, with the new Micra already on the market for 2011, ECOcar spent a week at the wheel, in all forms of traffic conditions, to see just how much of an improvement buyers can expect in this increasingly competitive segment of the market. It’s a five-door hatch style without a three-door option, and that works well for access and egress, even if the bones are slightly stiff, thanks to a high roofline that provides excellent headroom. Small it may be on the outside, but there’s a surprising amount of interior space, especially in the front of the cabin. As can be expected, there’s reduced legroom in the rear with the front seats at maximum rear positioning, but the excess of headroom remains, enabling the over six- footers to enter and exit and sit relatively comfortably for short distances.

MicraTESTED

10 ECOCAR ISSUE 10

MagicNo longer resembling a frog on crack, the new Nissan Micra deserves respect

S The basic inclusions are also impressive, with Vehicle Dynamic Control, anti-lock ABS braking, six airbags and air conditioning all included for a price level that starts at $12,990, with a $13,990 drive away offering.

The Micra we drove was the ST model that features a 1.2-litre, three-cylinder petrol engine and boasts a five-star green guide rating, thanks to an emissions level of 138 g/km of C02. Without driving the Micra it would be easy to consider the 56 kW at 6000 rpm and 100 Nm of torque rated at 4,000 rpm to be on the power deprived charts, but the reality tells a different story. Acceleration isn’t going to leave twin black lines on the bitumen, but if you are prepared to work the five-speed manual gearbox when maximum power is needed, the little hatch responds rather well.

ure, there were a few problems with the froggy-faced previous Micra in terms of its appearance,

but in overall terms it proved to be a well put together, sub-compact package. What was surprising,

especially to the marketers, was how

it appealed to a broad spectrum of buyers that

ranged from single city dwellers in their early twenties to the blue rinsed set retirees. Now, with the new Micra already on the market for 2011, ECOcar spent a week at the wheel, in all forms of traffic conditions, to see just how much of an improvement buyers can expect in this increasingly competitive segment of the market. It’s a five-door hatch style without a three-door option, and that works well for access and egress, even if the bones are slightly stiff, thanks to a high roofline that provides excellent headroom. Small it may be on the outside, but there’s a surprising amount of interior space, especially in the front of the cabin. As can be expected, there’s reduced legroom in the rear with the front seats at maximum rear positioning, but the excess of headroom remains, enabling the over six- footers to enter and exit and sit relatively comfortably for short distances.

MICRA MAGIC

ECOCAR ISSUE 10 11

Around town it is well able to match urban traffic speed requirements and the only disadvantage appears when cruising on the open highway at 110 km/h and noise levels get a little buzzy. At this stage we haven’t driven the four-speed automatic, so we can’t comment on how that fits with the power and torque delivery.

There is a solution for those who want more power, and that’s to option up to the ST-L or Ti models, as these come with a 1.5-litre, four-cylinder engine that produces 75 kW and 136 Nm of torque at the same rpm levels as its smaller capacity sibling. Fuel consumption increases in the combined urban/highway rating from 5.9 l/100 km to 6.5 l/100 km, and, once

again, there’s a choice of transmission between a five-speed manual and a four-speed automatic. Carbon emissions levels rise to 153 g/km for the manual and 156 g/km for the auto.

The ST runs with 14-inch steel rims and 165/70R14 tyres, whereas the ST-L and Ti versions increase rim size to 15 inches and drop the aspect ratio to 175/60R15, with alloy rims on the Ti.

Some are going to want the alloy rim look, but, frankly, the wheel trims covering the steel rims make them look like alloys anyway, and the 70 series tyres of the ST are going to give a softer ride around town where you battle with potholes on a daily basis. Bluetooth connectivity is another standard feature and the drive computer even reminds you of anniversaries and birthdays. The Ti model adds climate control air conditioning, reverse sensors, front fog lights and a nifty

I

14 ECOCAR ISSUE 10

FunkyChunky & CoolHolden’s Barina Spark ticks all the marketing boxes, bar one

car market. They were costing around $11,000 to buy, never suffering a major service problem in two years at the hands of different drivers each week, and then selling for $11,000 at the end of its rental life onto the used car market. Making the choice to rent a sub-compact car was a very different decision to that of purchasing one. Until recently, buyers have held back from the sub-compacts and moved up a

notch into compact hatches and sedans, as evidenced by the success of the Mazda 3, Hyundai i30, Ford

Focus, Kia Cerato and Holden Cruze.

t’s fascinating to us at ECOcar to see the rapidly increasing focus by manufacturers on

the fuel efficiency and eco friendliness of new cars coming onto the Australian market. It’s not

just a trend that’s happening in certain vehicle segments, there’s now an emphasis on efficiency

across all types of vehicles.

The prospect of owning a sub-compact car was of little interest as recently as a few years ago. This all started to change as cars like the Hyundai Getz became the darling of the rental

TESTED

I

14 ECOCAR ISSUE 10

FunkyChunky & CoolHolden’s Barina Spark ticks all the marketing boxes, bar one

car market. They were costing around $11,000 to buy, never suffering a major service problem in two years at the hands of different drivers each week, and then selling for $11,000 at the end of its rental life onto the used car market. Making the choice to rent a sub-compact car was a very different decision to that of purchasing one. Until recently, buyers have held back from the sub-compacts and moved up a

notch into compact hatches and sedans, as evidenced by the success of the Mazda 3, Hyundai i30, Ford

Focus, Kia Cerato and Holden Cruze.

t’s fascinating to us at ECOcar to see the rapidly increasing focus by manufacturers on

the fuel efficiency and eco friendliness of new cars coming onto the Australian market. It’s not

just a trend that’s happening in certain vehicle segments, there’s now an emphasis on efficiency

across all types of vehicles.

The prospect of owning a sub-compact car was of little interest as recently as a few years ago. This all started to change as cars like the Hyundai Getz became the darling of the rental

TESTED FUNKY, CHUNKY & COOL

ECOCAR ISSUE 10 15

Funky The award of ECOcar of the Year for 2010 to the Hyundai i20 resulted, in part, because the introduction of this vehicle polarised attention onto the sub-compact market with a model that had all the attributes of a compact hatch. The sub-compact car market now had a focus that showed driving and ownership could be fun rather than just thrifty. The standard inclusions, general airiness, feel and comfort levels matched those of the next segment up, but contained within smaller dimensions. The buyer in this category was no longer the poor relation.

Since the i20 introduction, we’ve seen some great new additions in this segment, such as the Ford Fiesta, Nissan Micra, the magnificent Citroen DS2 and Honda Jazz. There’s also more excitement to come in this segment, with the Alfa Romeo Mito, the VW Polo, the soon to be released Suzuki Swift and a new Toyota Yaris scheduled for the close of 2011.

Registration figures for 2010 underline the growth in this under $25,000 segment with sales escalating from a total 114,573 units in 2009 to peak at 135,983 units for 2010. The Getz and Yaris both hold equal shares of 15.8 percent, with sales of 21,547 and 21,452 respectively, followed by Mazda 2 (14,794 and 10.9 percent), Holden Barina (12,945 and 9.5 percent) and Suzuki Swift (12,161 and 8.9 percent). After that the placings tie for Honda Jazz and Kia Rio at 6.7 percent, behind the Ford Fiesta at 7.9 percent and ahead of the, now replaced, Nissan Micra at 6.1 percent. After driving a varied selection of Holden’s new Barina Spark during a one-day preview in Sydney, ECOcar took a week out in this great looking hatch to see what it’s like to live with on a daily basis.

Initial impressions of the CDX had us thinking it was a bit like an Italian coffee machine. There’s lots of bright, high gloss paintwork inside the cabin, really nice design touches, lovely red inserts in the seat covers and a dashboard that looks as though it can also serve a Cappuccino.

The controls are easy to find, the seats are supportive and extremely comfortable, and they also look good. The red inserts in the seats of the CDX add a lot of impact to the interior and this is even continued over into the colour coordinated splashes of colour that pour forth from the door pockets. There’s a surprising amount of headroom in both the front and rear, thanks to the overly square, almost top hat design of the body, and, with a wheel literally at each extreme corner, the interior utilises as much space a feasibly possible.

There’s a good standard of safety level built into each Spark and it includes electronic stability control (ESC), anti-lock braking (ABS), electronic brakeforce distribution (EBD), traction control system (TCS), brake assist, six airbags (driver, front passenger, front side and curtain), seat belt pre-tensioners and a body and frame structure that comprises of 60 percent high strength steel. Even though it’s a small car, by way of overall dimensions, within its overall length of just under four metres (3595mm), the body design includes crumple zones to absorb impact in the event of a crash. The other often forgotten fact, with small cars, is that with an overall length of under four metres, you also have a couple of extra metres available to you for stopping, when compared to a medium sized sedan. It’s not something you want to prove in the extreme, but it has to make a difference when trying to avoid injury. You also become a smaller target, with an overall width of just 1,597 mm and the fact that you can turn within a circle of 9.9 metres. It’s such a good looking little hatch we made a list of

all the things we liked. Starting with the styling - which is everything a modern, funky, youth-oriented sub-compact car should be - we liked the seat comfort, the interior styling, the feel of the steering wheel, the

ride and handling comfort and, thanks to the high roofline, we liked the ease of entry.

26 ECOCAR ISSUE 10

FIRST DRIVE

Ssangyong has a new future and a great new SUV to prove its attraction

W by a subconscious link to Mercedes-Benz technology, albeit from an earlier time, that spilled through into the DNA of all Ssangyong products in the areas of engine design.

The past two years have seen Ssangyong suffer considerable financial uncertainty but with a new JV signed with Indian industry giant Mahindra and Mahindra, the future now looks secure and the company can get on with manufacturing motor cars and selling onto the global scene. Ssangyong has now departed from its holding pattern and is hitting back into the Australian car market with a brand new 2WD and AWD Korando compact SUV. This is the segment that grew an amazing 31.5 percent last year and, if a brief test drive is anything to go by, Ssangyong now has the right product, at the right time and at the right price to make significant inroads. There are plenty of competitors in the compact SUV segment but Ssangyong already has the upper hand by offering a diesel-only engine option matched to a six-speed

ith the rise of Kia and Hyundai within the Australian market

it is rather ironic that as these two Korean companies have

grown with each year, the third Korean carmaker Ssangyong has

suffered uncertainty, almost to the point of extinction.

Ssangyong products have always been rather quirky in design, even though the then head of the design team Ken Greenley hailed from the UK’s Chelsea College of Art, rather than some design studio in Seoul. The Musso was well proportioned as a ute and pickup but the Stavic and original Korando were somewhat overly distinctive, standing out from the general mainstream designs that spill out of Cray Supercomputers the world over. Irrespective of the styling appeal, the mechanical abilities of the Ssangyong products have retained a strong reputation for efficiency and reliability. This has no doubt been helped

c o m i n gSecond

26 ECOCAR ISSUE 10

FIRST DRIVE

Ssangyong has a new future and a great new SUV to prove its attraction

W by a subconscious link to Mercedes-Benz technology, albeit from an earlier time, that spilled through into the DNA of all Ssangyong products in the areas of engine design.

The past two years have seen Ssangyong suffer considerable financial uncertainty but with a new JV signed with Indian industry giant Mahindra and Mahindra, the future now looks secure and the company can get on with manufacturing motor cars and selling onto the global scene. Ssangyong has now departed from its holding pattern and is hitting back into the Australian car market with a brand new 2WD and AWD Korando compact SUV. This is the segment that grew an amazing 31.5 percent last year and, if a brief test drive is anything to go by, Ssangyong now has the right product, at the right time and at the right price to make significant inroads. There are plenty of competitors in the compact SUV segment but Ssangyong already has the upper hand by offering a diesel-only engine option matched to a six-speed

ith the rise of Kia and Hyundai within the Australian market

it is rather ironic that as these two Korean companies have

grown with each year, the third Korean carmaker Ssangyong has

suffered uncertainty, almost to the point of extinction.

Ssangyong products have always been rather quirky in design, even though the then head of the design team Ken Greenley hailed from the UK’s Chelsea College of Art, rather than some design studio in Seoul. The Musso was well proportioned as a ute and pickup but the Stavic and original Korando were somewhat overly distinctive, standing out from the general mainstream designs that spill out of Cray Supercomputers the world over. Irrespective of the styling appeal, the mechanical abilities of the Ssangyong products have retained a strong reputation for efficiency and reliability. This has no doubt been helped

c o m i n gSecondSECOND COMING

ECOCAR ISSUE 10 27

manual or six-speed automatic transmission. It’s a strong, 2.0 litre, four cylinder, diesel engine that features a variable geometry turbocharger, Euro V emissions levels and a power and torque performance that immediately puts it above many of its rivals. With a five-year warranty and service intervals set at 15,000 kms, the big clincher for new Korando customers will be the price structure which starts at $26,300 ($27,990 drive away). Admittedly that price brings you the 2WD version but as you add higher trim levels and AWD ability the pricing structure rises by only $4,000 per model selected.

The common feature throughout all variants is the 2.0 litre, four cylinder diesel and it’s such a strong performer it deserves particular mention. The six-speed manual transmission is perfectly matched to the engine performance and with peak torque of 360Nm from 2,000 to 3,000 rpm it’s a delight to drive. Maximum power is 129kW produced at 4,000 rpm.

Ssangyong has always been impressive for producing vehicles with low interior noise levels and the Korando continues this attribute. Road noise levels are kept to a minimum, meaning that the driver and passengers don’t suffer from excessive engine or tyre noise intrusion.

Second

38 ECOCAR ISSUE 10

PREVIEW

the frozen extremities of Europe and Canada, to the searing heat and dust of the deserts in the Middle East and America, to the Autobahns in Europe and city traffic in Tokyo, the Evoque is being validated against every element the earth can throw at it.

In total, over 16,700 tests will be completed across all components and systems. Some of the most punishing test regimes include 8,000 km (5,000 miles) driven flat-out non-stop, at the Nürburgring, in the hands of a racing driver who tested chassis and braking components to the limit, along with the powertrain and cooling systems. Add to that an intensive month-long ‘king of the sand’ durability cycle in the Middle East, tackling punishing dirt roads, off-road sand driving and tough inclines in intense desert heat. And if that’s not enough to impress, add a final sign off after tackling the infamous off-road test cycle encompassing thousands of kilometres through the unique deep mud and clay of the Land Rover test centre at Eastnor Castle proving grounds, the MIRA and Gaydon durability circuits, and the deep water and ruts of the military proving grounds designed to challenge tanks and personnel carriers.

If, by now, you are totally convinced the Evoque may be your salvation, here are some of the finer details.

It’s shorter by 430 mm and lower by 187 mm than a Range Rover Sport, but it maintains the full four-wheel-drive system, and matches that to a choice of petrol or diesel engines that deliver excellent performance with country-friendly low emissions levels.

or all those who have yearned after a Range Rover in the past but have never had the space to keep it, nor the funds to buy it, help is at hand.

Iconic brands abound in the auto industry, but for those who like tradition, leather, walnut dashboards and a go-anywhere ability, one of the truly iconic badges would have to be that of Range Rover.

It makes little difference that the traditional green gumboot wearing Range Rover devotees now must pay homage to the new ownership of Tata Industries of India. If it’s good enough for the Queen to be seen in one, it must secretly remain very British.

Previewed at the Australian International Motors Show in Sydney, in 2010, the Evoque moves Range Rover into an entirely new area. For starters, the Evoque is way smaller than its big brother. But the appeal comes not from the size, but from the way that Range Rover presents itself to the buyer with an interior that smells of upmarket cows and looks like the waiting room of a Harley Street specialist.

The Range Rover Evoque will be manufactured in the multi-award winning plant at Halewood in Merseyside, UK. The car has been engineered for all global markets, and will go on sale in more than 160 countries worldwide from summer 2011.

The final design resulted from an extensive team of engineers dedicated to prototype development and testing, with travel to over 20 countries worldwide to test in extremes of climates over a variety of road surfaces and altitudes. From

38 ECOCAR ISSUE 10

PREVIEW

the frozen extremities of Europe and Canada, to the searing heat and dust of the deserts in the Middle East and America, to the Autobahns in Europe and city traffic in Tokyo, the Evoque is being validated against every element the earth can throw at it.

In total, over 16,700 tests will be completed across all components and systems. Some of the most punishing test regimes include 8,000 km (5,000 miles) driven flat-out non-stop, at the Nürburgring, in the hands of a racing driver who tested chassis and braking components to the limit, along with the powertrain and cooling systems. Add to that an intensive month-long ‘king of the sand’ durability cycle in the Middle East, tackling punishing dirt roads, off-road sand driving and tough inclines in intense desert heat. And if that’s not enough to impress, add a final sign off after tackling the infamous off-road test cycle encompassing thousands of kilometres through the unique deep mud and clay of the Land Rover test centre at Eastnor Castle proving grounds, the MIRA and Gaydon durability circuits, and the deep water and ruts of the military proving grounds designed to challenge tanks and personnel carriers.

If, by now, you are totally convinced the Evoque may be your salvation, here are some of the finer details.

It’s shorter by 430 mm and lower by 187 mm than a Range Rover Sport, but it maintains the full four-wheel-drive system, and matches that to a choice of petrol or diesel engines that deliver excellent performance with country-friendly low emissions levels.

or all those who have yearned after a Range Rover in the past but have never had the space to keep it, nor the funds to buy it, help is at hand.

Iconic brands abound in the auto industry, but for those who like tradition, leather, walnut dashboards and a go-anywhere ability, one of the truly iconic badges would have to be that of Range Rover.

It makes little difference that the traditional green gumboot wearing Range Rover devotees now must pay homage to the new ownership of Tata Industries of India. If it’s good enough for the Queen to be seen in one, it must secretly remain very British.

Previewed at the Australian International Motors Show in Sydney, in 2010, the Evoque moves Range Rover into an entirely new area. For starters, the Evoque is way smaller than its big brother. But the appeal comes not from the size, but from the way that Range Rover presents itself to the buyer with an interior that smells of upmarket cows and looks like the waiting room of a Harley Street specialist.

The Range Rover Evoque will be manufactured in the multi-award winning plant at Halewood in Merseyside, UK. The car has been engineered for all global markets, and will go on sale in more than 160 countries worldwide from summer 2011.

The final design resulted from an extensive team of engineers dedicated to prototype development and testing, with travel to over 20 countries worldwide to test in extremes of climates over a variety of road surfaces and altitudes. From

ENTER THE EVOQUE

ECOCAR ISSUE 10 39

Power comes from two derivatives of the 2.2-litre turbodiesel (110 kW TD4 and 140 kW SD4) and returns fuel consumption alternatives that run from 5.6 l/100 km with emissions levels of 145 g/km CO2. For lovers of petrol engines, the choice comes down to a new 177 kW 2.0-litre Si4 petrol engine.

According to Murray Dietsch, director of Land Rover programmes, “We’ve tuned the Evoque’s chassis and electric power-assisted steering (EPAS) to deliver precise and responsive steering at lower speeds, making the car nimble and fun to drive in the city.

“As the Evoque is lighter, with a compact footprint, it reacts quickly and positively to driver inputs at higher speeds, ensuring that enthusiastic drivers are offered the agility they want from a car,” he added.

As a true Range Rover, the Evoque delivers the all-weather, all-surface capability that is a hallmark of the brand. In common with its larger siblings, the new model is claimed to provide the expected level of formidable all-terrain potential, enhanced by the latest version of the company’s signature Terrain ResponseTM system.

The Evoque will be the first Range Rover to offer customers a choice between the standard full-time intelligent four-wheel-drive system, which delivers outstanding performance and traction on all surfaces, and a low-carbon, two-wheel-drive option for further enhanced fuel economy.

An all-turbocharged powertrain line-up offers smooth and responsive performance. Customers can choose from the comprehensively updated 2.2-litre turbodiesel with 140 kW and 110 kW derivatives, or the new state-of-the-art 177 kW 2.0-litre Si4 petrol engine, which combines direct fuel injection, turbocharging and twin variable valve timing for exceptional driveability and fuel efficiency.

In order to maximise fuel economy, the drivetrain incorporates stop-start technology on all diesel manual derivatives.

Both diesel and petrol engines are offered with an updated six-speed auto transmission with drive select and paddleshift. The extensive selection of Range Rover technologies includes the latest Park Assist function, dual-view display for the eight-inch touch-screen, Bluetooth audio streaming and Surround Camera System.

Murray Dietsch continued, “The state-of-the-art four-cylinder, turbocharged engines combine six-cylinder refinement and performance with fuel economy figures of up to 5.6 l/100 km and emissions of sub 145 g/km CO2. These impressive figures have been achieved by the commitment of the product development team to deliver a compact and weight efficient product, with no compromise on durability and robustness.”

Lighting plays a big part in the Evoque’s distinctive appeal. First to catch the eye is the powerful signature graphic in the front running lights, created by innovative LED light-blade technology. A similar graphic is repeated in the LED rear lights, with their jewel-like three-dimensional petal design.

42 ECOCAR ISSUE 10

LAUNCH

AN INSIGHT

Honda has one of the finest reputations for producing great engines. In everything from Formula One to stationary water pumps, the Honda brand has long stood for fine engineering, high performance, reliability and

ease of operation. Since the launch of the original Honda Civic in the early seventies, Honda has also achieved a less well-known, but similarly enviable, record in fuel efficiency and low emissions.

In both 1993 and 1996, Honda won the World Solar Car Challenge, and currently has the world’s first zero emission, hydrogen fuel cell, production vehicle, the FCX Clarity, on lease in the United States and Japan. Honda has even been researching efficient food production, identifying genes which result in a 23 percent increase in crop yields of Koshihikari rice.

The new Honda Insight, a petrol-electric hybrid, five-door hatchback, showcases much of the technology for which Honda is famous, but this time with a focus on affordability, stemming from its long-term, hybrid experience since launching the first Insight, in 1999. The latest Insight carries a price tag of just $29,990 for the VTi model, rising to $33,490 for the VTi-L. Significantly, the battery pack carries a warranty of eight years and unlimited

42 ECOCAR ISSUE 10

LAUNCH

AN INSIGHT

Honda has one of the finest reputations for producing great engines. In everything from Formula One to stationary water pumps, the Honda brand has long stood for fine engineering, high performance, reliability and

ease of operation. Since the launch of the original Honda Civic in the early seventies, Honda has also achieved a less well-known, but similarly enviable, record in fuel efficiency and low emissions.

In both 1993 and 1996, Honda won the World Solar Car Challenge, and currently has the world’s first zero emission, hydrogen fuel cell, production vehicle, the FCX Clarity, on lease in the United States and Japan. Honda has even been researching efficient food production, identifying genes which result in a 23 percent increase in crop yields of Koshihikari rice.

The new Honda Insight, a petrol-electric hybrid, five-door hatchback, showcases much of the technology for which Honda is famous, but this time with a focus on affordability, stemming from its long-term, hybrid experience since launching the first Insight, in 1999. The latest Insight carries a price tag of just $29,990 for the VTi model, rising to $33,490 for the VTi-L. Significantly, the battery pack carries a warranty of eight years and unlimited

AN INSIGHT TO HONDA

ECOCAR ISSUE 10 43

AN INSIGHTTO HONDA

kilometres, is claimed to be 98 percent recyclable, and has a replacement price of around $1,750. Sharing the basic platform with the Honda Jazz, including the MacPherson strut front and torsion beam rear suspension, the engine compartment and bulkhead, facilitates this value-for-money equation for a made-in-Japan hybrid. The wheelbase is stretched by 50 mm, to 2550 mm, to accommodate the battery and various hybrid components, which are down low at the rear of the vehicle.

Perhaps the greatest contributor to low cost is Honda’s commitment to a parallel, hybrid system, which is much simpler and cheaper to produce than the combined series and parallel system, in say, the Toyota Prius. Honda’s system, called IMA, for Integrated Motor Assist, uses the petrol engine as the main source of power, adding the electric motor to assist the petrol for improved

performance and efficiency. The more complex Prius system can use an additional electric motor to power the vehicle, generating the electricity from the petrol engine, or it can operate like the Honda.

On the road, the Honda always uses its petrol engine under acceleration, and, in particular, when starting off. This means that much of the unique appeal of the silent, glide-away in hybrid Toyotas, is missing. However, the Honda is more than $10,000 cheaper than Prius.

Interestingly, the Insight also undercuts Honda’s other hybrid, the Civic, by more than $4,000. According to Honda, the Civic offers premium, luxury features. However, the base model VTi Insight is not at all underdone, and includes climate control air conditioning, cruise control, keyless entry, reversing proximity sensors, 15” alloy wheels, six-speaker audio system with MP3 compatibility, USB port, auxiliary jack and Bluetooth. The VTi-L adds automatic wipers and headlights, 16” alloy wheels, leather steering wheel, fog lights and an integrated satnav system with DVD player and reversing camera. Rear drum brakes on both models appears to be the main item where cost reduction is apparent.

Can Honda’s new Insight see the wood for the trees? Ed Ordynski takes the wheel

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AlfaExcitementvc

The all-new Giulietta brings fun back to the medium sector

B Although a diesel engine is heading our way for the Giulietta before the end of this year, right now the power choice is centred on two turbocharged petrol four-cylinder engines. Both are delightful and really very surprising, considering the smallest engine is just 1.4 litres and its larger brother only 1,750 cc.

Buying the smaller engine version will not make you feel like a poor relation in terms of power and performance. Admittedly, the Giulietta QV, with its green cloverleaf on the wings, does have the edge over the 1.4-litre, with 173 kW against 147kW and a peak torque rating of 340 Nm against that

uying an Italian car is a little like buying an Italian suit. It’s hard to define just why it feels or looks sharper, but it just does. It

feels special and it makes you feel special.

So, if you swap the idea of wearing the results of an Italian tailor in favour of a move into the country’s home-grown automobiles, you’ll find this new Alfa all the more exciting because of the character that comes with the specification.

54 ECOCAR ISSUE 10

LAUNCH

AlfaExcitementvc

The all-new Giulietta brings fun back to the medium sector

B Although a diesel engine is heading our way for the Giulietta before the end of this year, right now the power choice is centred on two turbocharged petrol four-cylinder engines. Both are delightful and really very surprising, considering the smallest engine is just 1.4 litres and its larger brother only 1,750 cc.

Buying the smaller engine version will not make you feel like a poor relation in terms of power and performance. Admittedly, the Giulietta QV, with its green cloverleaf on the wings, does have the edge over the 1.4-litre, with 173 kW against 147kW and a peak torque rating of 340 Nm against that

uying an Italian car is a little like buying an Italian suit. It’s hard to define just why it feels or looks sharper, but it just does. It

feels special and it makes you feel special.

So, if you swap the idea of wearing the results of an Italian tailor in favour of a move into the country’s home-grown automobiles, you’ll find this new Alfa all the more exciting because of the character that comes with the specification.

ALFA EXCITEMENT

ECOCAR ISSUE 10 55

Alfavc

of 320 Nm. The bigger engine hauls the car to 100 km/h in 6.8 seconds, almost a full second earlier than the 1.4-litre can manage, but you have to admit, the 7.7 seconds taken by the smaller engine isn’t exactly sedentary itself. Both engines run on premium unleaded by choice, although they will accept lower octane ratings if necessary. To some the quest for higher octane figures may seem annoying, but look on it like adding balsamic vinegar to your olive oil. A little bit of extra effort brings its own reward in terms of added enjoyment.

Both Giulietta’s have similar trim, but the QV settles for lower suspension, bigger rims at 18-inch versus 17-inch, lower aspect ratio tyres at 225/40R18 versus 225/45R17. The steering has rack and pinion mechanicals with electro- mechanical power assistance, and both run with MacPherson strut front suspension and a multi-link system with auxiliary sub-frame, aluminium wishbones and anti-roll bar at the rear. Paying tribute to the fact that this is a medium sized car that longs to be driven and enjoyed, the first buyers don’t have to agonise over whether to choose the six-speed manual or go for an auto. At least for the first six months, all drivers will be swapping cogs at the behest of their left hand.

The leather trim of the QV adds that extra luxury element over the sports cloth of the 1.4, but both are equally comfortable. There are a couple of mechanical differences, but generally both models are pretty similar. Each comes with dual-zone, automatic climate control, power windows and mirrors, rain sensing wipers, rear parking sensors, hands-fee Bluetooth with voice recognition, steering wheel audio volume

controls and both feature a hill holder to prevent roll back. Only the 1.4-litre offers an automatic start/stop inclusion to cut fuel consumption down even further at traffic lights. And while on the topic of fuel consumption, the 1.4 combined fuel figure is 5.8 l/100 km against that of the QV at 7.6 l/100km.

But right now let’s just get back to the actual, tactile fun of driving both versions of the new Giulietta. The QV and 1.4 both bring selectable ride control and variable engine tuning and damper settings to the driver, so that when sitting in the driving seat you have a choice. If you are in snow, ice, or otherwise generally slippery stuff, you hit the nasty weather button and everything calms down, promotes extra adhesion and does its best to keep you on your chosen path. Choose Normal for those moments when your mind is wandering onto other things, and then, when you are ready to give your best, just hit D for Dynamic, sit back and go for the big “F” of Fun. Like the Spider, the name Giulietta is uniquely the domain of Alfa Romeo. And make no mistake about the importance of the Alfa heritage. This is the car on which Alfa will be pinning its hopes as the dealer group aims to sell 500 units this year, almost half that of the total sales estimate that comprise the Mito, 159, Spider and Brera. The old adage of Italian cars being designed for those with short legs and long arms doesn’t hold true in this case. Interior ride comfort and space is generous for a mid-sized performance car, but there is a bit of a compromise happening down the end of the footwell on both sides.

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on a RollIt may hint of gumboots and Labradors, but

there are still plenty of reasons why a wagon can be just what the gardener ordered

70 ECOCAR ISSUE 10

TESTED

on a RollIt may hint of gumboots and Labradors, but

there are still plenty of reasons why a wagon can be just what the gardener ordered

WAGON ON A ROLL

ECOCAR ISSUE 10 71

Roll ’ve nothing against hatches, but with some of the latest designs there are definitely some hatches that can’t decide if they want to be coupes, they lack the interior space to make it over the next hurdle to become a fully-fledged wagon.

No such problem exists with the Skoda Octavia, which comes to our market with plenty of space for a bevy of Labradors while offering a choice between two frugal fuel economy, turbocharged, four-cylinder engines, one petrol and the other diesel. Both engines are fitted transversely across the front of the car and drive the front wheels through a six-speed manual gearbox or a six-speed DSG automated manual, both borrowed from parent company Volkswagen. The petrol just eclipses the diesel engine when it comes to acceleration, knocking off the 0-100 km/h charge in 7.5 seconds, one second ahead of the diesel. But try as it might, the petrol engine is beaten on fuel economy for a combined figure of 7.7 l/100 km by the diesel, which achieves 5.9 l/100 km. Around town you’ll be seeing 10.4 versus 7.9 l/100 km, but out on the open road these figures improve yet further to 6.1 l/100 km for the petrol and 4.8 l/100 km for the diesel. For those checking on emissions, the figure is 179 g/km of CO2, again for petrol, with 155 g/km achieved by the diesel engine. All these figures relate to the six-speed manual gearbox, the DSG automated manual actually producing a slightly worse return of between 0.2 and 0.3 l/100 km with the petrol engine and around 0.1 l/100 km when matched with the diesel.

Having discussed the economy aspects, a quick look at the performance of each engine shows the 147TSi produces 147 kW at 5,100-6,000 rpm with a rated torque output of 280 Nm

from 1,800 through to 5,000 rpm. The figures for the 125 TDI diesel are 125 kW at 4,200 rpm and 350 Nm rated from 1,750 through to 2,500 rpm.

Although the Skoda does use mechanical bits and pieces common to other models in the Volkswagen group, it’s certainly not a case of badge engineering as Skoda manufacturing remains firmly centred in Czechoslovakia. This is a company that has a tremendous history for making interesting cars through its developing years. The origins of Skoda actually date back to the late 1850s when Skoda Works was established as an arms manufacturer. Skoda Auto followed in the early 1890s, starting with bicycle repairs before it ventured into making motorcycles, and subsequently cars by 1905. The association with Volkswagen was a relatively late development as a joint venture partnership agreement back in 1991. Our Skoda experience for ECOcar was centred on the Octavia RS wagon with the 125 TDI diesel engine and six-speed DSG transmission. RS actually stands for Rally Sport, and within the Skoda history books it’s a badge that has appeared on Skoda models since the early 1970s, with the 180 RS, and the 200 RS. There’s no shortage of safety focus, and this model comes with just about all the aids we’ve come to expect. Six airbags cover off the dual front, front side and curtain airbag positions and the electronics include ABS, EBD, ASR and hill holder. One item not regularly offered is a tyre pressure monitoring function, which can prove to extend tyre life by highlighting any pressure problems well before they are felt or noticed by the driver.

I

FEATURE

84 ECOCAR ISSUE 10

I The acceleration is a G-force inducing 0-100 km/h in 3.4 seconds, and 80-145km/h in just 2.3 seconds, and it achieves these figures using a 580 kW propulsion system that combines powerful 145 kW (195 bhp) electric motors, at each wheel, for outstanding performance.

At the centre of the car sit state-of-the-art, mid-mounted micro gas turbines. These can either generate 140 kW (188 bhp) to charge the batteries and extend the range of the car to a remarkable 900 km, enough to drive from Sydney to Melbourne on a single tank, or, when in Track mode, provide supplementary power directly to the electric motors to allow the car to top 330 km/h. The four electric motors provide torque-vectored, all-wheel drive traction and grip, essential in a car that produces 580 kW (778 bhp) and 1600 Nm (1180 lb ft) of torque.

The car’s interior is equally impressive, with the driver and passenger seated ahead of a sealed airbox that houses the micro gas turbines. The seats are fixed to the bulkhead as in a single-seater racing car, and air to feed the turbines passes smoothly around them via channels in the structure of the

t took 75 years of history, and that indefinable talent of the English, to turn walnut and high-grade leather, normally found in a Gentlemen’s Club, into a highly desirable form of transport, with the creation of the C-X75.

The result doesn’t scream its power through multiple exhaust pipes as it extracts every kilowatt of performance from double overhead camshafts, superchargers or

turbochargers. In fact, it doesn’t make a sound. This new, stunningly beautiful Jaguar is electric!

The car demonstrates that it is possible to retain Jaguar’s core values of performance, design and luxury, while using technology that will make environmentally responsible performance and electric vehicles a practical proposition.

Designed as a range-extended electric two-seater supercar, it explores the outer limits of both performance and sustainability. With plug-in capability, the car can achieve a zero tailpipe emissions range of 110 km, on a six-hour charge, when running under battery power alone, plus a potential top speed of 330 km/h.

FEATURE

84 ECOCAR ISSUE 10

I The acceleration is a G-force inducing 0-100 km/h in 3.4 seconds, and 80-145km/h in just 2.3 seconds, and it achieves these figures using a 580 kW propulsion system that combines powerful 145 kW (195 bhp) electric motors, at each wheel, for outstanding performance.

At the centre of the car sit state-of-the-art, mid-mounted micro gas turbines. These can either generate 140 kW (188 bhp) to charge the batteries and extend the range of the car to a remarkable 900 km, enough to drive from Sydney to Melbourne on a single tank, or, when in Track mode, provide supplementary power directly to the electric motors to allow the car to top 330 km/h. The four electric motors provide torque-vectored, all-wheel drive traction and grip, essential in a car that produces 580 kW (778 bhp) and 1600 Nm (1180 lb ft) of torque.

The car’s interior is equally impressive, with the driver and passenger seated ahead of a sealed airbox that houses the micro gas turbines. The seats are fixed to the bulkhead as in a single-seater racing car, and air to feed the turbines passes smoothly around them via channels in the structure of the

t took 75 years of history, and that indefinable talent of the English, to turn walnut and high-grade leather, normally found in a Gentlemen’s Club, into a highly desirable form of transport, with the creation of the C-X75.

The result doesn’t scream its power through multiple exhaust pipes as it extracts every kilowatt of performance from double overhead camshafts, superchargers or

turbochargers. In fact, it doesn’t make a sound. This new, stunningly beautiful Jaguar is electric!

The car demonstrates that it is possible to retain Jaguar’s core values of performance, design and luxury, while using technology that will make environmentally responsible performance and electric vehicles a practical proposition.

Designed as a range-extended electric two-seater supercar, it explores the outer limits of both performance and sustainability. With plug-in capability, the car can achieve a zero tailpipe emissions range of 110 km, on a six-hour charge, when running under battery power alone, plus a potential top speed of 330 km/h.

PREDATOR

ECOCAR ISSUE 10 85

body. With the seats anchored in place, the steering wheel, controls, main binnacle and pedal box all adjust towards the driver.

Dramatic theatre lighting is activated as the driver approaches the car; phosphor blue electro-luminescent wire lights illuminate the perimeter of the cabin and the turbines. When the car is started, additional blue LED lighting gently floods the door and bulkhead speaker cavities, highlighting the car’s lightweight construction. Bespoke interior materials include cream and grey leathers, polished and vapour-blasted aluminium and a soft-feel textured neoprene.

A new interface for the driver has also been created for the C-X75 using high-resolution TFT screens. Building on Jaguar’s 10-year expertise in touchscreen technology, the Jaguar Co-Pilot display in the centre console supports the driver in extracting the full potential of the C-X75 by seamlessly managing information.

Jaguar has an award-winning portfolio of designs in its current range of XK, XF and XJ models, and the C-X75 reinforces the marque’s design-led approach to product development.

Created under the guidance of Design Director, Ian Callum, and Assistant Design Director, Julian Thomson, the concept points the way towards an even more emotive design language, which combines beautiful contemporary styling with world-class research and engineering.

The C-X75’s designers stayed true to the long-held Jaguar design philosophy of natural, flowing lines and simple, elegant forms. Where inspiration from the past was found, is in the innovative engineering and functional design elements of cars like the 1950s C-Type and D-Type racers and unique 1966 XJ13 Le Mans prototype – a car described by Callum as, “possibly the most beautiful Jaguar ever made”.

Just as the XJ13 acted as a test-bed for a new engine, the C-X75 offers similarly positive and inspiring potential solutions to the challenges posed by environmental concerns. Performance cars have always aimed for efficiencies in terms of weight, agility and dynamics, all of which also benefit economy. Using previously unseen combinations of technology, the C-X75 supercar provides a glimpse into the future of Jaguar and its commitment to producing beautiful, fast cars powered by sustainable means.

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