Sex-o-Cars

Mitsubishi i-MiEV

November 26th, 2010 Comments Off

Mitsubishi has been on tour with its two full-production i-MiEV's, taking the vehicles around the country to showcase the latest in electric car technology.

I had the pleasure of driving one of these small fully electric cars around Albert Park and I must say it's just like driving any ordinary small car, with one exception it doesn't make a sound.

Sitting in the i-MiEV is like any standard car, you are confronted with all the usual controls. But, looking at the dash you will notice a few differences. 1. The traditional rev meter is replaced by a Charge and Power meter 2. Instead of a fuel gauge there is a battery meter.

The i-MiEV uses a 'smart key' system like most cars these days, which you can keep in your pocket or place in the centre console.

On the ignition there is a plastic switch, which you turn like a key, now this is the weird / new part, the car simply makes a beeping noise and flashes a light to let you know the motor has been engaged. There is no vibration from the motor, no noise and most importantly no fumes. You would assume that the car isn't running at all.

The i-MiEV has three driving modes to choose from which are marked accordingly on the gear lever. Drive, Eco and Brake. While in Drive mode the car is in full power mode and drives normally. Eco mode conserves power by only using half the throttle while Brake mode offers high regenerative braking that absorbs kinetic energy.

Unlike a standard car the i-MiEV is powered by a 47kW full electric motor that resides under the rear seats. The motor has the advantage of producing 180Nm that is available instantaneously.

The electric motor sends power directly to the rear wheels, there is no transmission. So the i-MiEV, in effect, has one gear, and the speed is regulated by how fast the electric motor is spinning. Top speed has been restricted to 130km/h.
The i-MiEV weighs in at around 1080kg, which puts the i-MiEV in the lighter part of the small car segment.

The 16kWh lithium-ion battery pack (which weighs 230kg) is mounted low, under the floor of the passenger compartment giving the i-MiEV a better centre of gravity.

Tokyo Motor Show

November 24th, 2010 Comments Off

I’m not going to lie to you. The 2009 Tokyo Motor Show was a pretty big letdown punctuated by pockets of expectation and amazement.

Without doubt everyone was expectantly anticipating the arrival of cars like the Lexus LFA and the Toyota FT86 but there was no denying the fact that the Makuhari Messe was empty, especially by TMS standards. The Makuhari Messe is a massive venue and became even more cavernous with the absence of almost every European and American automotive manufacturer.

Not wanting to sound too critical, this was the smallest Tokyo Motor Show (TMS) I’ve been to by a long way and with the current economic climate in the state its in, this is cause for concern on a number of levels. I have it on good faith through a certain contact that the European arm of the automotive world gave the Japanese event the thumbs down due to the economic crisis. Make of that what you will but keep in mind all those absent from the TMS were present at the Shanghai Motor Show. If there was a single action that would bring about the most consternation within the TMS, this was it. My contact tells me that China’s market for one particular manufacturer is a massive 10 times that of Japan and this went some of the way towards the decision not to attend. Amazingly, it was conveyed to me that when one of the manufacturers baulked at staging a display at this years TMS, the majority followed suit. Quite extraordinary and with costs for staging an event like this reaching astronomical figures, quite understandable. Despite these setbacks, the TMS proved to be a success in other ways, underscored by the continued and more urgent push toward alternative fuels, bringing with it scores of journalists hanging on the every word of Japan’s automotive top brass.

One thing that was immediately noticeable was the army of Chinese and Korean visitors to this years event, scores flocking to the stands of each major manufacturer to pick, pry and poke at each design, no doubt taking in vital aesthetic and engineering based intel to transfer to their own product lines back home. Japan is going to have to really get a move on if it wants to stay in the race. Another thing that is equally apparent is that China is still playing catch up in this game and needs as much information as it can get. How the Japanese giants will respond to this is unknown but what is clear is that they are market leaders in this field with the technology and resources to back up the products. Japan is at the forefront on the development of alternative fuels and has been for many years. Making this technology cost effective is proving to be the major stumbling block. For example, it is reported that replacement battery prices for the Toyota “Plug in” Hybrid concept showcased this year at the TMS top out at a jaw dropping 650,000 yen. With a base cost of more than 3 million yen for the vehicle, neither these batteries nor the vehicle itself make sense financially.

Holden Commodore SV6

November 20th, 2010 Comments Off

With petrol prices soaring and the emphasis on preserving the environment, more and more people are becoming eco-friendly. From the influx of hybrid cars, energy-saving appliances and even more efficient light bulbs, Holden has also taken note with its latest Spark Ignition Direct Injection or SIDI engines.

Holden's latest technology promises better fuel economy than any current V6 in its class and, surprisingly, even some 4-cylinder engines.

The 3.6-litre direct injection V6 engine has significant advances over the old, not only in technology but also in refinement. The 210kW's produced by the 3.6-litre show that efficiency and lowered emissions do not constrict overall performance and enjoyment at the wheel.

Make: Holden
Model: Commodore SV6 Sedan
Price: $42,790*
Transmission: Six-speed Manual
Engine: 3.6-litre, six-cylinder DOHC, Spark Ignition Direct Injection (SIDI), petrol
Drivetrain: front-engine, Rear-wheel-drive
Fuel consumption: 10.2L/100km
CO2 Emissions: 241g/km
Max Power: 210kW @ 6400rpm
Max Torque: 350Nm @ 2900rpm
0-100km/h: N/A
Seats: Five
Safety: Six airbags as standard (driver/front passenger front (x2), front side (x2), curtain airbags (x2), ABS with EBD, BA, Traction control, Electronic Stability Control, Five star ANCAP.

Jumping into the leather wrapped seats for the first time the SV6 feels massive. It is the kind of car that you would want to take the family on a long road trip.

The SV6 is a very comfortable drive, the suspension soaked up pot holes and rutted roads, which led me to believe that the SV6's sport suspension could have been stiffer and the ride height a bit lower. This was evident when taking the SV6 on a spirited country blast, yeah sure it was a bit of fun with plenty of power and usable torque, but the suspension really let the vehicle down, body roll was noticeable and the spring rate just felt a little to cushy. The SV6 could be more sport rather than family cruiser.

Brake feel wasn't to bad, the brake pedal was responsive but requires plenty of boot. But after a few corners of heavy braking they begin to fade, which doesn't fill me with a lot of confidence while driving hard.

Renault Megane RS 225

November 18th, 2010 Comments Off

The modern day hot hatch is a neat and tidy solution to a number of problems that today's demanding drivers face. Parking: they're small. Petrol: they're frugal. Performance: they're quick off the line. Price: They're relatively affordable.

About the only thing the modern day hot hatch doesn't have going for it is acres of interior space, but even in this area these sorts of cars are steadily growing in size, and when technology and manufacturing improvements require less packaging, this results in more interior room.

So, the hot hatch is destined to be a winner, surely a license to print money. Sales will go through the roof and everyone will be happy. Unfortunately it's not quite that simple.

Even for the dynamic Renault M?gane Sport 225, which has proven to be a real whipper-snapper in the handling department, it's success is far from guaranteed. The reason? Competition.

In the last decade there's been an explosion of hot hatches and as well as being great fun to drive, these cars also play an important part in propping up the rest of their respective ranges from an image standpoint. The halo models, if you will. Therefore, when there's already a large range of hot performance hatchbacks on the market, such as the Holden Astra SRi Turbo, the venerable Golf GTI, and the Ford Focus XR5 Turbo (aka Ford Focus ST), can another vehicle - and a French one at that - tempt buyers to veer away from the current champions?

Things don't start well for the Renault. It's not only more expensive than the Holden and the Ford hot hatches, it also costs more than the Golf GTI. So what can the M?gane Sport 225 rely upon to wrest sales from its rivals? Where do it's strengths lie? It does have a number of luxury features, like 8 airbags and rain sensing wipers, but these surely won't be the deal makers.

How about the exterior design? Nope. What about the interior? Maybe. The performance? Okay, let's take a closer look.

Make: Renault
Model: M?gane Sport 225
Price: $42,490
Transmission: 6-speed manual
Engine: 2.0-litre, inline 4-cylinder, turbo, petrol
Seats: 5
Safety: 8 airbags (front driver/passenger, front sides, rear sides, curtains), ABS, ESP

I've never liked the look of the M?gane. It's got that funky-looking rear end that juts out like a cash register and, sure, it attracts attention, but usually in the form of insults. We tested the standard M?gane as well as this sporty model and it's a rather strange thing to behold, but I must say the Sport 225 version looks a lot tougher with its lower ride height, and the twin exhaust pipes at the rear mollify the bulging rear somewhat.

Step into the shiny silver M?gane RS 225 - named so for the amount of (metric) horsepower it generates - and you are greeted with a fairly modern looking interior, but no key barrel. Instead, the M?gane uses a 'keycard' system. About the size of a credit card, only thicker, the keycard is slotted into the centre console and then you hit the starter button. There is no key.

Road Test – Volkswagen Golf GTI Mk VI

November 16th, 2010 Comments Off

PASSING a crown of power from father to son does not guarantee that leadership will remain in the lineage.

Great families throughout history have proven this to be true – some father an enduring legacy, while the sons can destroy all that has been so hard fought and won.

The tale of the iconic Gran Turismo Injection Golf is no different. Rising from meagre beginnings, the first 1976 GTI stood out as a fresh concept of big performance in a little package, despite growing up in a world ruled by V8 performance.

Credited with kickstarting the hot hatch genre, the Golf soon lost its crown. The third and fourth generations grew heavy and dull, floundering in much stronger company.

But the 2004 Mk V version abolished the sins of the past. Neither the fastest nor most powerful in its class, the GTI’s brilliance as a hard-working weekday drive and exciting weekend performer brought thousands of new and old followers to its badge. Over 1.7 million GTIs have been sold in its 33-year history, and in 2005 the top-shelf hot hatch became VW’s biggest selling Golf on our shores.

Given this peppered past, GTI fans had reason to be nervous about the sixth generation of this remarkable genealogy.

More power, more accessible torque, less fuel consumption, less weight and fantastic gearboxes – what’s not to like?

And like the previous iteration, the Mk VI proves itself as the consummate all-round performance hatch, more than able to nip around the most challenging roads with five people in the cabin and a kitchen sink in the boot.

Holden Captiva 5

November 13th, 2010 Comments Off

The Captiva 5 sits 200mm off the ground which gives drivers a better view of the road thanks to the high riding position. Holden has desigined this vechicle with active duties in mind - going to the supermarket, commuting to work, picking up the kids from school or sports, gathering up the family and heading away for the weekend.

For these activities, the car holds up very well. It's got plenty of storage space and numerous pockets and holders for putting items large and small. The spacious boot offers 430 litres of cargo capacity with the rear seats upright.

Rearward visibility isn't great, and you can't see what's going on below the rear window line, but the reversing proximity sensors warn you of any hidden objects which is very handy. In general it's a very relaxed vehicle to drive once you get used to the cars large dimensions.

The brakes aren't going to win any awards but they do a solid job of decelerating the sizable Captiva, and with ABS and ESP there's not much to worry about in terms of driving safety.

By SUV standards the Captiva isn't the best drive. Steering response is vague and the two-wheel-drive set up only offers moderate levels of front-end grip before you begin to feel uneasy. The ride is a bit soft and it becomes more noticeable when the car is on a corrugated road with small pot holes and ruts.

The model we test drove featured the 2.4-litre four-cylinder petrol engine which produes 103kW of power at 5200rpm and 220Nm of torque at 2400rpm.

Mitsubishi Lancer Ralliart Sedan

November 11th, 2010 Comments Off

Lancer Evolution and Mitsubishi are two names that have been synonymous with World Rally Championships for years now.

The latest Evolution benefits from new technologies that create massive power figures, better performance and precision handling.

So, the big question, how does the Mitsubishi Lancer Ralliart fair with such an elite heritage of rally driving?

Well let me just say it does a pretty good job of bringing rally car performance to the every day driver and it even puts a smile on your face while doing it.

The Lancer Ralliart uses the same 2.0-litre engine found in the Lancer Evolution, but this version is slightly detuned for easier day-to-day driving.

Priced similar too the Subaru Impreza WRX, the Lancer Ralliart fits in nicely between the Lancer VR-X and Lancer Evolution. Featuring an all-wheel-drive system, a turbocharged four-cylinder engine and enough power to make you sit upright in your seat.

Something that struck me as a little odd, is that the Lancer Ralliart is only available in a six-speed automatic. The dual-clutch SST gearbox seemed sluggish while left in Normal automatic mode, driving under city conditions was a task for the transmission.

Moving off from standing start causes a jolt, once moving the car gets to around 50km/h where it instantly jumps from second gear to fifth gear. Listening to the engines tone you would swear that the car was in the wrong gear, but no, in fact the ratios in normal mode are set for fuel economy.

Sport Mode on the dual-clutch SST gearbox is where it's at, changing gears via the paddles on the steering wheel column or hitting up or down on the gear shifter.

Switch the gearbox into Sport mode changes the characteristics of the Ralliart dramatically and putting it into full manual changes it even further.

Honda Civic Sport

November 8th, 2010 Comments Off

Driving the Civic Sport around town, on the highway and just generally cruising along, was a joy. As with every Honda I've driven, gear changes were smooth and made effortless with it's great gearbox design.

The Civic Sport is also remarkably agile when you're manoeuvring in tight spaces, making sharp turns or parking.

The bigger brother of the VTi and VTi-L is also a great commuter vehicle, the Civic Sport features a cruise control feature, making longer journeys easier when cruising along. All controls are easy to use and reside on the steering wheel.

MacPherson struts at the front and a double wishbone layout at the rear give the Civic Sport a supple ride that is grippy enough for the demanding driver, and soft enough for bumpy roads. However, the suspension is set more for comfort rather than sport, but does do a good job in delivering a well balanced ride.Steering responds swiftly and obediently to the drivers input and remains compliant through turns.

The model we test drove was the top-of-the-range Civic Sport which features a 2.0-litre DOHC i-VTEC, four cylinder, petrol.

The 2.0 litre motor found in the Honda Civic Sport pumps out 114kW of power at 6200rpm and 188Nm of torque. Having driven the 1.8-litre VTi-L which produces 103kW, I must say that the extra 11kW and 14Nm is noticeable. But, for flat out performance the Honda Civic Type R is the way to go.

Lexus IS350: New Look, New Engines

November 4th, 2010 Comments Off

Setting new class standards in driving dynamics, on-board luxury and ergonomic excellence, the new IS - the next generation of Lexus’ compact sports sedan - made its world debut at the 2005 Geneva Motor Show.

Building on the success of the first IS (reviewed here), the new model range offers an exclusive, highly sophisticated experience within the compact luxury segment, and forgoes the inline 6-cylinder engine in favour of a bent six and a 4-cylinder diesel.

With standard features like 10 airbags and the option of a V6 petrol engine, the new IS range will provide a massive boost for the Japanese luxury car maker, and the next generation IS also marks the introduction of the first ever Lexus diesel engine.

The most powerful unit in its displacement category, the new, all aluminium, 2.2-litre powerplant fulfils the most exacting standards of Lexus performance and refinement.

It combines exceptionally quiet, ultra-smooth operating characteristics with class-leading torque availability and power. The 2.2-litre four-cylinder diesel unit is the most powerful in its class according to Lexus, producing 129kW (175bhp), and has class-leading torque output, 400Nm from just 2000 to 2400rpm.

The introduction of a diesel engine within the Lexus model range will have a fundamental impact on the strength of the brand throughout Europe.

2011 Passat

November 2nd, 2010 Comments Off

A safety system that gently steers the new Volkswagen Passat back into the centre of its lane when it senses the car is veering off-road is being claimed as a world first, but it is unlikely to come to Australia.

A development of the lane assist feature offered in Europe with the current Passat - but not offered in Australia - the camera-based system autonomously counter-steers when it senses the car might be leaving its lane unintentionally.

VW says the uprated lane assist can play an important role in reducing the 14 per cent of road accidents with personal injury caused by cars leaving the driving lane.

The system is not yet available in any other Volkswagen Group models including the Phaeton luxury saloon, VW engineer Ingo Meinke told Drive at this week's launch in Barcelona, Spain.

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