AUSTRAL IA ’S GU I DE TO ECO FR I ENDLY , FUEL EFF I C I ENT CARS

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15 AP

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Issue 15 Ap

ril / May 2012

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Z $8.95

KIA RIO - SUZUKI SWIFT SPORTHYUNDAI VELOSTER - FIAT 500AUDI A1 SPORT & MORE

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SWIFT& SURE

LAUNCH

22 ECOCAR ISSUE 15

he current model Suzuki Swift is one of the best small cars around. It has an outstanding

ride, great handling, high levels of safety, and is quiet, smooth and very fuel efficient.

When a manufacturer interferes with that DNA to make a ‘sports version’, it’s usual to start cringing. Sport often means garish interiors, look-at-me colours, tacked-on, plastic body parts, and an undetectable change in engine performance. The truly abysmal sports versions include rock-hard suspension,

absurdly low-profile tyres or an automatic transmission, all of which make the car about as far removed from a genuine sports vehicle as you can get.

Suzuki has a long reputation of making highly-regarded, performance versions of its basic models. The Swift GTi, originally released twenty-five years ago, amassed a global cult following and is still revered nowadays. The chief engineer for the current model Swift was the suspension engineer for the original GTi all those years ago. The big question is, when Suzuki decides to call a model ‘Sport,’ is it going to be a cynical, marketing special that ruins the basic car, or a genuine, high-performance, refined and improved model that reflects an understanding of clever, motorsports engineering?

The hero colour on the new 2012 Swift Sport is Champion Yellow, which is definitely in the ‘look-at-me’ category. However, those who know Suzuki quickly realise that this is the factory, motorsport colour, encompassing a long history – a bit like ‘Prodrive Blue’ with Subarus. Yes, it sears the eyeballs, but at least it has a proper pedigree and, thankfully, the remaining colours, Snow White, Premium Silver, Super Black, Ablaze Red and the obscurely-named, Boost Blue, are rather more golden retriever than pit bull.

There’s a body kit too, which Suzuki describes as a ‘harmoniously integrated roof spoiler’ and ‘sideskirts, which visually help to lower the car.’ They probably fulfil no purpose whatsoever. Ditto the rear diffuser and twin tailpipes. Thankfully, the front end features a functional, large grille, admitting much more air into the engine bay and neatly includes fog lamps and bi-xenon headlamps, a most rally-worthy, motorsport inspired fitment.

The interior has also had the sports makeover, but is pleasingly restrained and quite classy in a dark, charcoal grey with red stitching on the seats, gear lever boot and beautifully sized leather steering wheel. The stainless steel pedals are about the only item that looks like marketing won over practicality and taste.

The steering column is tilt and telescopic-adjustable, and, combined with the well-shaped and supportive seats, allows a great driving position that can be as low and far back as you like, while maintaining the steering wheel in the ideal position. The steering wheel also contains controls for the audio system and standard cruise control.

There’s Bluetooth compatibility, iPod connectivity, a USB port and climate control air-conditioning, all included in the standard equipment along with keyless entry and a multi-function trip computer.

The heart of a sports version should be improved performance, and Suzuki has not held back. The standard Swift’s 70 kW, 1.4-litre powerplant, already an admirable unit returning great performance and 5.5 l/100 km economy, has been replaced with a 100 kW, 16-valve, 1.6-litre engine featuring variable valve timing and high-lift camshafts.

Low-revving performance has been retained by using a variable length intake manifold, as often seen in motorsport

Ed Ordynski drives the latest Swift Sport and finds it’s all really rather good

T

SWIFT& SURE

LAUNCH

22 ECOCAR ISSUE 15

he current model Suzuki Swift is one of the best small cars around. It has an outstanding

ride, great handling, high levels of safety, and is quiet, smooth and very fuel efficient.

When a manufacturer interferes with that DNA to make a ‘sports version’, it’s usual to start cringing. Sport often means garish interiors, look-at-me colours, tacked-on, plastic body parts, and an undetectable change in engine performance. The truly abysmal sports versions include rock-hard suspension,

absurdly low-profile tyres or an automatic transmission, all of which make the car about as far removed from a genuine sports vehicle as you can get.

Suzuki has a long reputation of making highly-regarded, performance versions of its basic models. The Swift GTi, originally released twenty-five years ago, amassed a global cult following and is still revered nowadays. The chief engineer for the current model Swift was the suspension engineer for the original GTi all those years ago. The big question is, when Suzuki decides to call a model ‘Sport,’ is it going to be a cynical, marketing special that ruins the basic car, or a genuine, high-performance, refined and improved model that reflects an understanding of clever, motorsports engineering?

The hero colour on the new 2012 Swift Sport is Champion Yellow, which is definitely in the ‘look-at-me’ category. However, those who know Suzuki quickly realise that this is the factory, motorsport colour, encompassing a long history – a bit like ‘Prodrive Blue’ with Subarus. Yes, it sears the eyeballs, but at least it has a proper pedigree and, thankfully, the remaining colours, Snow White, Premium Silver, Super Black, Ablaze Red and the obscurely-named, Boost Blue, are rather more golden retriever than pit bull.

There’s a body kit too, which Suzuki describes as a ‘harmoniously integrated roof spoiler’ and ‘sideskirts, which visually help to lower the car.’ They probably fulfil no purpose whatsoever. Ditto the rear diffuser and twin tailpipes. Thankfully, the front end features a functional, large grille, admitting much more air into the engine bay and neatly includes fog lamps and bi-xenon headlamps, a most rally-worthy, motorsport inspired fitment.

The interior has also had the sports makeover, but is pleasingly restrained and quite classy in a dark, charcoal grey with red stitching on the seats, gear lever boot and beautifully sized leather steering wheel. The stainless steel pedals are about the only item that looks like marketing won over practicality and taste.

The steering column is tilt and telescopic-adjustable, and, combined with the well-shaped and supportive seats, allows a great driving position that can be as low and far back as you like, while maintaining the steering wheel in the ideal position. The steering wheel also contains controls for the audio system and standard cruise control.

There’s Bluetooth compatibility, iPod connectivity, a USB port and climate control air-conditioning, all included in the standard equipment along with keyless entry and a multi-function trip computer.

The heart of a sports version should be improved performance, and Suzuki has not held back. The standard Swift’s 70 kW, 1.4-litre powerplant, already an admirable unit returning great performance and 5.5 l/100 km economy, has been replaced with a 100 kW, 16-valve, 1.6-litre engine featuring variable valve timing and high-lift camshafts.

Low-revving performance has been retained by using a variable length intake manifold, as often seen in motorsport

Ed Ordynski drives the latest Swift Sport and finds it’s all really rather good

& SURE

SWIFT AND SURE

ECOCAR ISSUE 15 23

engines to improve torque across the rpm range. The torque figure has increased from 130 Nm @ 4,000 rpm in the standard Swift, to 160 Nm @ 4,400 rpm in the Sport.

The standard Swift’s five-speed, manual gearbox has been replaced with a six-speed version featuring triple-cone synchronisers on first and second gears. Fuel consumption with this gearbox is rated at 6.5 l/100 km combined.

There is an automatic transmission available for the Sport, which seems to be at odds with all the good work on the engine and manual gearbox. It is a continuously variable (CVT) unit with seven steps, or simulated gears and paddle shifts on the steering column. It is supposedly ‘Formula 1 inspired’ but it’s hard to imagine this style of CVT being used in any form of competition. No cars with CVT were available to drive at the launch of the new Sport.

The CVT version has a fuel consumption rating of just 6.1 l/100 km. However, it will be interesting to see if this is mirrored in the real world, as CVTs are clever at achieving

good laboratory figures because of their ability to have very tall gearing. With all automatics, regardless of type, if you use wide throttle openings, they drop down gears and rev like crazy, gulping the fuel down.

With a petrol engine, manual transmission allows full throttle at low revs, encouraging spirited performance and superior fuel efficiency, especially in traffic and hilly country. Advocates of automatics will advise using the manual shift function, to allow full throttle in tall gears, but this somewhat defeats the purpose of paying all that extra money for an automatic, only to shift it yourself. Most people just leave autos in Drive, ignoring the gimmicky paddles and paying the penalty in heavier fuel consumption.

The Sport’s suspension has been stiffened by 15 percent at the front and 30 percent at the rear, and there’s 17” alloy wheels with 195/45 Bridgestone RE050 tyres, a high performance, premium item.

On the road, the six-speed, manual transmission Swift Sports, available on the launch program, appeared to be remarkably fuel efficient while being driven quite hard. Between 6.0 and 7.0 l/100 km was readily achievable on the trip computer, while zipping through hilly, twisty roads.

30 ECOCAR ISSUE 15

In the world of off-roading, there’s a huge difference between the go-

anywhere, climb-anything devotee with high ground clearance, winches and recovery gear, and the all-wheel-drive option to a conventional two-wheel-drive sedan or hatch.

The Tiguan is no mountain top rock hopper. Instead, it offers a sensibly sized, hatch package that, with the addition of 4MOTION all-wheel-drive technology, can take most normal people to most normal places that they want to visit.

Adding all-wheel-drive ability, to what is usually assumed to be a conventional sedan or hatch, comes down to the benefit of providing additional traction, and the provision of power to all four wheels means that each tyre is working on your behalf. It’s establishing grip, it’s developing traction, and the car is both pulling you around a corner in addition to pushing you around the corner.

Just who benefits the most from this additional technology comes down to how the car is going to be used. If you

spend much of your time in the high country where snow comes every year, the advantages of this VW with 4MOTION technology are huge. However, don’t be mislead into thinking you can go anywhere your fancy takes you. In this example, you gain safety and improved traction on roads that are travelled by ordinary cars.

The choice for a Tiguan buyer covers 2WD and all-wheel-drive power systems, with three petrol and one diesel-fuelled alternative. The choice starts with a twin turbocharged,

1.4-litre TSI, with 118 kW, and moves through a 2.0-litre TSI with 132 kW and a 2.0-litre TSI with 155 kW. The 2.0-litre diesel-fuelled TDI provides 103 kW of power.

Those looking at all-wheel-drive 4MOTION technology get to choose three out of the four engines – losing the entry-level 1.4-litre TSI from the available choice, and the benefit of the increased safety and stability of all-wheel-drive as part of the standard package.

Our test and evaluation for the Tiguan covered the entry-level petrol and diesel models, the first with 2WD and the second with the full 4MOTION all-wheel-drive system.

First up, was the 2.0-litre diesel TDI engine that includes VW’s BlueMotion technology and adds an engine idle stop/start system, brake energy recuperation, and a coasting function to further provide fuel saving benefits.

Our second Tiguan experience came in the form of the petrol-engined, 1.4-litre 118 kW TSI.

Running on 16-inch alloy wheels, the Tiguan diesel comes complete with anti-lock braking system, front, front/side and curtain airbags and safety optimized head restraints, hill hold for easy starting, brakes assist and electronic brake-force distribution, anti-slip regulation, an electronic differential lock, electronic stabilisation programme and engine braking control.

Volkswagen calls the Tiguan an SUV or Sports Utility Vehicle. That suggests more of a rock hopping ability than we at ECOcar would agree with, and prompts us to add the

Tiguan

TESTED

30 ECOCAR ISSUE 15

In the world of off-roading, there’s a huge difference between the go-

anywhere, climb-anything devotee with high ground clearance, winches and recovery gear, and the all-wheel-drive option to a conventional two-wheel-drive sedan or hatch.

The Tiguan is no mountain top rock hopper. Instead, it offers a sensibly sized, hatch package that, with the addition of 4MOTION all-wheel-drive technology, can take most normal people to most normal places that they want to visit.

Adding all-wheel-drive ability, to what is usually assumed to be a conventional sedan or hatch, comes down to the benefit of providing additional traction, and the provision of power to all four wheels means that each tyre is working on your behalf. It’s establishing grip, it’s developing traction, and the car is both pulling you around a corner in addition to pushing you around the corner.

Just who benefits the most from this additional technology comes down to how the car is going to be used. If you

spend much of your time in the high country where snow comes every year, the advantages of this VW with 4MOTION technology are huge. However, don’t be mislead into thinking you can go anywhere your fancy takes you. In this example, you gain safety and improved traction on roads that are travelled by ordinary cars.

The choice for a Tiguan buyer covers 2WD and all-wheel-drive power systems, with three petrol and one diesel-fuelled alternative. The choice starts with a twin turbocharged,

1.4-litre TSI, with 118 kW, and moves through a 2.0-litre TSI with 132 kW and a 2.0-litre TSI with 155 kW. The 2.0-litre diesel-fuelled TDI provides 103 kW of power.

Those looking at all-wheel-drive 4MOTION technology get to choose three out of the four engines – losing the entry-level 1.4-litre TSI from the available choice, and the benefit of the increased safety and stability of all-wheel-drive as part of the standard package.

Our test and evaluation for the Tiguan covered the entry-level petrol and diesel models, the first with 2WD and the second with the full 4MOTION all-wheel-drive system.

First up, was the 2.0-litre diesel TDI engine that includes VW’s BlueMotion technology and adds an engine idle stop/start system, brake energy recuperation, and a coasting function to further provide fuel saving benefits.

Our second Tiguan experience came in the form of the petrol-engined, 1.4-litre 118 kW TSI.

Running on 16-inch alloy wheels, the Tiguan diesel comes complete with anti-lock braking system, front, front/side and curtain airbags and safety optimized head restraints, hill hold for easy starting, brakes assist and electronic brake-force distribution, anti-slip regulation, an electronic differential lock, electronic stabilisation programme and engine braking control.

Volkswagen calls the Tiguan an SUV or Sports Utility Vehicle. That suggests more of a rock hopping ability than we at ECOcar would agree with, and prompts us to add the

Tiguan

TESTED

ECOCAR ISSUE 15 31

MISS TIGGY

TIGGYMiss

Volkswagen’s Tiguan adds 4MOTION for those slippery moments in life

As mentioned, our drive programme of the Tiguan enabled us to compare both a petrol and a diesel engine in both configurations of 2WD and 4WD.

Both are four-cylinder, in-line units that sit transversely across the front of the car. In our case, the diesel came mated to the seven-speed DSG twin-clutch automated manual, while the 1.4-litre petrol engine came with a conventional six-speed manual, also an option on the 103TDI.

Interestingly, there’s not a major benefit in fuel economy between the two alternatives, especially when considering purchase price increases with the diesel and the 4MOTION drive system. The official combined fuel economy figures are 6.9 l/100 km for the 1.4-litre, and 6.0 l/100 km for the 2.0 litre diesel, when comparing both as six-speed manuals. The comparative exhaust emissions levels are 162 and 156 g/km of CO2 respectively.

While the petrol engine drives only the front wheels, the 4MOTION drive system powers all wheels through an electronic Haldex clutch that responds to traction losses at the front and rear axles, and directs torque to the axle with the best traction.

There’s an immediately noticeable difference in performance, with the petrol 1.4-litre running the 0-100 km/h acceleration test in 8.9 seconds, as opposed to the 10.2 seconds of the 103TDI in either manual or DSG options. Maximum power for the 118TSI is 118 kW at 5,800 rpm, with the 103TDI achieving its 103 kW at 4,200 rpm. Peak torque ratings differ accordingly, from 240 Nm between 1,500-4,000 rpm for the petrol, and 320 Nm between 1,750-2,500 rpm for the diesel.

While the petrol engine spins more freely than the diesel 103TDI, the six-speed manual gearbox is slightly stiff and notchy, rather than being slick and light under your left hand.

proviso that its ability to resist underbody component damage on anything other that graded roads is limited. Whether or not the Tiguan is actually more capable than expected in its off-roading ability is not going to be something the average owner should test.

In its standard guise, the normal tyre fitment is designed to let the car perform admirably on bitumen, graded roads, snow and gravel. It’s not designed for sharp-stoned tracks with rocks, or where high ground-clearance determines the completion of a route.

Whilst we are always cautious about tyre fitment, the VW Tiguan buyer does actually have a choice in what they can order. The standard tyre fitment is 215/65 R16 for the 103TDI. This is a good all-rounder aspect ratio and provides sufficient “give” in the tyre to absorb shocks while still maintaining relatively high levels of cornering ability, without the onset of tyre squirm that affects stability.

For those looking for pose power, there is an optional 18-inch alloy rim shod with 235/50R18 tyres. Our warning with these bigger rims and lower aspect ratio tyres is that this fitment tends to make the Tiguan totally unsuitable for off-road or snow travel.

This fixation by marketing executives to have the largest alloy rim available for the sake, usually of just looking good in their eyes, is compounded by the inclusion of either a smaller space-saver tyre, or, worse still, a can of goo and a tyre inflation pump.

For the Tiguan, the underfloor boot space contains a standard space-saver tyre. This effectively limits your

speed and the distance you can travel, making a total mockery of the whole idea of buying a 4MOTION car

to travel extensively outside the city confines.

JAPANESEVERSUS

TESTED

36 ECOCAR ISSUE 15

EUROPEANEFFICIENCY

TINNOVATIONPaul Maric compares German diesels with Japanese hybrids for VW’s Golf and Toyota’s Prius

Arguably the most famous hybrid on the market, Toyota has worked hard to cement the Prius as a reliable, efficient and eco-friendly car. With over a decade of research and development, the Prius is now in its third generation. While the petrol engine, aerodynamics and electronics have all benefited from research and development, battery technology hasn’t, and is the Prius’ Achilles heel.

Volkswagen, on the other hand, has been producing fuel-efficient diesels since 1976, and the BlueMotion nameplate has seen an even closer emphasis placed on increasing fuel economy. The Volkswagen Golf

hese days, green motoring is front of mind for many car manufacturers, and with the majority of

focus being placed on vehicles with hybrid drivetrains, ECOcar Magazine set out to investigate whether a

more conventional diesel drivetrain could stand a chance against a sophisticated hybrid competitor.

The two vehicles chosen for this test were the Volkswagen Golf BlueMotion and the Toyota Prius i-Tech. Both vehicles offer tremendous fuel consumption claims (3.8 l/100 km and 3.9 l/100 km respectively), carry five passengers, and limit carbon dioxide emissions to less than 100 g/km.

JAPANESEVERSUS

TESTED

36 ECOCAR ISSUE 15

EUROPEANEFFICIENCY

TINNOVATIONPaul Maric compares German diesels with Japanese hybrids for VW’s Golf and Toyota’s Prius

Arguably the most famous hybrid on the market, Toyota has worked hard to cement the Prius as a reliable, efficient and eco-friendly car. With over a decade of research and development, the Prius is now in its third generation. While the petrol engine, aerodynamics and electronics have all benefited from research and development, battery technology hasn’t, and is the Prius’ Achilles heel.

Volkswagen, on the other hand, has been producing fuel-efficient diesels since 1976, and the BlueMotion nameplate has seen an even closer emphasis placed on increasing fuel economy. The Volkswagen Golf

hese days, green motoring is front of mind for many car manufacturers, and with the majority of

focus being placed on vehicles with hybrid drivetrains, ECOcar Magazine set out to investigate whether a

more conventional diesel drivetrain could stand a chance against a sophisticated hybrid competitor.

The two vehicles chosen for this test were the Volkswagen Golf BlueMotion and the Toyota Prius i-Tech. Both vehicles offer tremendous fuel consumption claims (3.8 l/100 km and 3.9 l/100 km respectively), carry five passengers, and limit carbon dioxide emissions to less than 100 g/km.

JAPANESEVERSUS

EUROPEAN EFFICIENCY VS JAPANESE INNOVATION

ECOCAR ISSUE 15 37

BlueMotion benefits from a fuel-efficient diesel engine, along with streamlined aerodynamics and low rolling-resistance tyres.

Instead of just trying to determine which vehicle uses less fuel in a controlled environment, ECOcar Magazine chose to put the Volkswagen Golf BlueMotion and Toyota Prius i-Tech through a 1000 km ‘regular’ drive cycle. This meant testing the cars on the highway, in the city, and, most importantly, with passengers. Part of the test included a controlled 100 km circuit to test the cars back-to-back.

As the benchmark in this segment, we started with the Toyota Prius. The Prius range starts from $34,990 for the entry-level Prius and finishes at $45,990 for the Prius i-Tech. Under the bonnet, the Prius features a conventional 1.8-litre, four-cylinder, naturally-aspirated petrol engine that produces 73 kW and 142 Nm of torque. The petrol engine is assisted by a 60 kW electric motor, which is capable of providing 207 Nm

of torque from zero rpm. Power is sent through a Continuously Variable Transmission

(CVT).

Inside the cabin, the Prius

offers an impressive amount of space, and

a futuristic dashboard design that combines form and functionality. The

dashboard’s injection-moulded plastic is the world’s first to be derived from plants, and follows a total of 5.7 kg of recycled materials used in the construction of the Prius’ interior.

Front and rear leg and headroom is excellent, offering a spacious layout for five passengers. The roomy cabin is complimented with an equally roomy boot (440 litres), which is surprising considering

the additional space taken up by the car’s battery system.

Interior fit and finish is good, but doesn’t feel as prestigious as the Golf. Harsh plastics are used in part around the cabin, along with a retro (and not in the good way) looking speedometer and trip computer cluster. Following a push of the starter button, the eerily silent Prius start programme signals that the car is ready to be driven. Unless the driver demands more than 50-60 percent throttle, the Prius always moves off the line in Electric Vehicle (EV) mode. The petrol engine then kicks in and provides additional support until the car is at speed.

In theory, this system is a great idea, but in practice it leaves a lot to be desired. The impatient nature of other motorists means that if you take off in EV mode, drivers tailgate and become frustrated with the time taken for the Prius to get up to speed. This results in often overzealous throttle applications to get up to speed, negating the benefits of the electric motor.

Equally, brake pedal feel is very wooden and non-uniform. The brake pedal is firm and requires consistently hard applications that are stuttered by the regular braking system taking over from the regenerative braking unit.

Aside from the initial power delivery and brake pedal feel, the Prius is a pleasant car to drive, both in the city and on the open road. Soft and forgiving suspension allows the car to soak up all that Australian roads can throw at it, while electric steering makes parking a breeze in the inner city domain.

The genius behind the Prius drivetrain is the constant reuse of energy that would otherwise be wasted. For example, instead of expelling friction from the brakes as heat, the Prius electric motors are able to operate in reverse to slow the vehicle and in turn store potential energy that can later be used to move the car from stationary or assist with overtaking.

Other clever technology available includes climate controls on the steering wheel, solar-powered ventilation and LED headlamps.

TESTED

40 ECOCAR ISSUE 15

improved fuel economy and, consequently, an overall lowering of their motoring costs.

“The small car has become a more versatile vehicle, and in many cases is no longer the second car in the family,” said Steve.

“In 2002, sales of three-door hatches totaled 5.7 percent of the market. By 2011 this had grown to 8 percent. The five-door hatch market grew in the same period from 36 percent to 83 percent,” he added.

When fellow South Korean manufacturer, Hyundai, won the ECOcar of the Year awards for its i30 and, subsequently, the i20 hatch, it did so because it broke new ground in providing affordable, economical and enjoyable vehicles that had a strong element of providing driving pleasure. With the launch of the Kia Rio, the benchmark has been lifted further, and it’s the buyer who benefits.

ast year we saw the introduction of the Rio five-door hatch, and, hot on its heels this year, this impressive small car has been joined by a three-door hatch and four-door sedan.

Rather than just cater for private buyers, Kia is keen to attract the business fleet operator. By offering

a four-door sedan with larger boot space than the average hatch, it hopes to lure new buyers to this rapidly expanding market

segment.

The statistics on vehicle sales give an insight into the changing buyer profiles, and, with the Australian market, much of the new moves are coming from the light car market, at the expense of the large car segment.

According to Kia national sales manager, Steve Watt, Australians are buying smaller, more fuel efficient cars, but are travelling further distances, enjoying a newfound freedom of

TESTED

40 ECOCAR ISSUE 15

improved fuel economy and, consequently, an overall lowering of their motoring costs.

“The small car has become a more versatile vehicle, and in many cases is no longer the second car in the family,” said Steve.

“In 2002, sales of three-door hatches totaled 5.7 percent of the market. By 2011 this had grown to 8 percent. The five-door hatch market grew in the same period from 36 percent to 83 percent,” he added.

When fellow South Korean manufacturer, Hyundai, won the ECOcar of the Year awards for its i30 and, subsequently, the i20 hatch, it did so because it broke new ground in providing affordable, economical and enjoyable vehicles that had a strong element of providing driving pleasure. With the launch of the Kia Rio, the benchmark has been lifted further, and it’s the buyer who benefits.

ast year we saw the introduction of the Rio five-door hatch, and, hot on its heels this year, this impressive small car has been joined by a three-door hatch and four-door sedan.

Rather than just cater for private buyers, Kia is keen to attract the business fleet operator. By offering

a four-door sedan with larger boot space than the average hatch, it hopes to lure new buyers to this rapidly expanding market

segment.

The statistics on vehicle sales give an insight into the changing buyer profiles, and, with the Australian market, much of the new moves are coming from the light car market, at the expense of the large car segment.

According to Kia national sales manager, Steve Watt, Australians are buying smaller, more fuel efficient cars, but are travelling further distances, enjoying a newfound freedom of

MOVING FORWARD

ECOCAR ISSUE 15 41

We’ll look firstly at the range. The price leader is the 1.4-litre, four-cylinder petrol Rio S hatch, and it hits our market at a starting price of $15,290. With a six-speed manual gearbox, but only a four-speed automatic transmission, our pick is to stay with the manual and enjoy the $2,000 cost saving. Those wanting an automatic should save their dollars for a few further months and option up to the 1.6-litre petrol where the automatic is a full six-speed and infinitely more delightful to drive.

The 1.6-litre GDI engine (Gasoline Direct Injection) is particularly impressive, revving freely and matching its power and torque outputs perfectly to the ratios of the six-speed gearboxes on offer. The 1.6-litre is available in both the mid-range Si and top of the range SLS three-door, and the Si and SLi five-door versions.

We talk of driving pleasure, and it’s an expectation in new vehicles that the ride and handling will set new levels of ability and competency. This is where the Kia Rio, in any of its versions, really delivers.

Kia engineers in Australia have worked on early prototypes to develop a suspension package that is capable of providing better comfort and higher levels of precision than buyers in the light car section have experienced before. Just how well the engineering team, led by Graham Gambold, has achieved this aim is immediately evident from the moment you take the wheel.

Our test drive took in a variety of road surfaces through the inner city of Sydney and northwards out through to the Hunter Valley. Sweeping bends, tight corners, adverse cambers and roads full of potholes, after recent heavy rains, were all handled to a level one would expect from a car costing way above the pricing structure of the Kia. The Rio, in any of its variations, points into each bend with confidence and stays that way through the corner.

The steering uses a motor driven power system (MDPS) that links an electric motor to the steering wheel, rather than hydraulic power assistance. What these new systems provide is a highly variable selection of steering feel and response that can be programmed into the control systems by the development engineers. In the Rio, the steering ability is particularly impressive in all aspects, from inner city driving to high-speed country motoring.

It’s a car that can be driven far more energetically than one would expect from a light car, and it performs to a level that would be the envy of many higher-priced European imports. The six-speed manual gearbox is also particularly sweet, with light and positive shifts from a short lever that easily falls to hand. The ratios compliment the 103 kW of power produced at 6,300 rpm and 167Nm of torque available at 4,850 rpm.

BabyGroovyHyundai’s new temperature sensitive descriptor for its latest addition looks like it has a great future

NEW RELEASE

44 ECOCAR ISSUE 15

T So, whether you are now contemplating chicken for lunch or getting your chainsaw, may I just add that in automotive terms, all this word concern relates to the launch of the Hyundai Veloster.

The Hyundai executives launching the new car into Australia wanted to start a debate as to whether the Veloster was a “Cool Coupe” (they pronounced koop), or whether it ranked as a “Hot Hatch”, seemingly starting an internet-based competition to judge public perception.

The last time we looked at the result, it seemed that the Cool Coupe description was holding the lead. That actually makes sense right now, as the standard engine is a pleasant, but not terrifyingly sporty, 1.6-litre GDI petrol four-cylinder. That

he Dutch have a word for it, and, for Flemish language speakers, when you mention a velo, they’ll immediately think of a

bicycle. For those who learnt Latin at school, they’ll think of velo as meaning fast. But, in Australia, the Veloster could just stand for budget-priced coupe, as Hyundai launches yet another new product into the market.

If you are wondering about the significance of word derivation, I can lay the blame on Hyundai, where, for some reason, a coupe (for which the pronunciation is traditionally koo-pay) has been bastardised to the American pronunciation of koop, as in somewhere to keep chooks, or, part of a forest.

BabyGroovyHyundai’s new temperature sensitive descriptor for its latest addition looks like it has a great future

NEW RELEASE

44 ECOCAR ISSUE 15

T So, whether you are now contemplating chicken for lunch or getting your chainsaw, may I just add that in automotive terms, all this word concern relates to the launch of the Hyundai Veloster.

The Hyundai executives launching the new car into Australia wanted to start a debate as to whether the Veloster was a “Cool Coupe” (they pronounced koop), or whether it ranked as a “Hot Hatch”, seemingly starting an internet-based competition to judge public perception.

The last time we looked at the result, it seemed that the Cool Coupe description was holding the lead. That actually makes sense right now, as the standard engine is a pleasant, but not terrifyingly sporty, 1.6-litre GDI petrol four-cylinder. That

he Dutch have a word for it, and, for Flemish language speakers, when you mention a velo, they’ll immediately think of a

bicycle. For those who learnt Latin at school, they’ll think of velo as meaning fast. But, in Australia, the Veloster could just stand for budget-priced coupe, as Hyundai launches yet another new product into the market.

If you are wondering about the significance of word derivation, I can lay the blame on Hyundai, where, for some reason, a coupe (for which the pronunciation is traditionally koo-pay) has been bastardised to the American pronunciation of koop, as in somewhere to keep chooks, or, part of a forest.

BabyGroovyGROOVY BABY

ECOCAR ISSUE 15 45

appreciation may well change towards the end of the year when a second engine option is added to the range and the Veloster Turbo makes its entrance.

Heading into the Aussie marketplace and setting a stunningly good price level for its styling appeal, the Veloster is ticking most of the boxes for the Generation Y buyer who wants good looks, great economy, acceptable performance and a relatively green attitude to life from their car.

An obvious competitor for the Honda CR-Z, this time out it’s price that sets the gamechanger. Veloster starts at an entry level of $23,990 for the 1.6-litre, Gamma, four-cylinder petrol engine matched to a delightful six-speed manual shift. If you don’t like changing gears personally, there’s an all-new Hyundai-made six-speed dual clutch transmission that will do the job for you at an additional cost of $ 2,000.

The two trim levels come in as the Veloster and Veloster +, with the upper-level version adding a full-length glass panoramic sunroof with powered, sliding interior sun visor. The sun roof is a nice, bright and airy feeling addition, but the appeal here is for those Gen Y members who are less height endowed than say a typical basketball player. Headroom here is an issue, and the loftier members of the family might prefer the base-level Veloster for added headspace.

The same bodyshell is shared between both models, and what stands out, immediately, is that there are two doors on the left hand side but only one on the right, plus the hatch on the back.

Admittedly, Mini beat the Veloster to market with the offer of an additional door on one side, but, in the Veloster, it only becomes obvious for those actually opening the door, as the

If the dual clutch transmissions of competitors such as VW and its DSG have soured the appeal, we’d suggest keeping an open mind, as, in our view, this Hyundai DCT completely improves upon the VW DSG in all areas other than having more than six-ratios.

It’s a top little engine, and, with direct injection, this petrol-only fuelled four-cylinder produces 103 kW at 6,300 rpm and 166 Nm of torque rated at 4,850 rpm. It’s common throughout the Veloster range, and until the introduction of the Turbo version later this year, it’s the only powerplant available.

With an emissions level starting at 151 g/km of CO2, and a fuel economy as low as 6.4 l/100 km, this five-star ANCAP safety rated hatch offers all the promise of a sports coupe, at a highly affordable price.

All the safety features you would be hoping for are included, with six airbags, vehicle stability management, electronic stability control, electronic brakeforce distribution and traction control being joined by an onboard tyre pressure monitoring system. A further added enhancement is the inclusion of hill start assistance with the DCT twin cutch transmission.

There’s a colour range available that includes some really Gen Y favourites in bright, no-nonsense shades, including a strong red, a vibrant electric blue and a really attractive mustard yellow. There’s also a lime green metallic for the more environmentally focused.

ELISE

P

THE ELECTRIC

FEATURE

56 ECOCAR ISSUE 15

aul Hunter badly wanted a Tesla Roadster, the ultra high-performance, electric-powered, sports car based on a Lotus Elise. He didn’t have the $250,000 to buy one, so he built

his own version in the back shed for about a quarter of the price. He is neither engineer nor mechanic,

but a well-groomed sales manager for a solar panel retailer, who looks like he’d need roadside assist to change a flat tyre.

You would expect Mr. Hunter to have a long history in electric vehicles, but his interest only began in 2008 after watching the DVD, “Who Killed the Electric Car”, a must-see documentary about the General Motors EV1. Perhaps it would be good to say he has that fine tradition of Aussie ingenuity, except that Paul only moved to Australia from the UK in 2001. You can but hope he slaved away, month after month, year after year, designing and engineering his own electric sports car, but no, he took less than six months while still working full time, albeit with a bit of help from a couple of mates.

Where electric vehicles are concerned, Paul Hunter is simply a great example of the line of thought, “If one bloke can do this in his shed in six months, what could manufacturers do if they really put their minds to it.”

Having watched the DVD on the EV1’s demise, he joined the Australian Electric Vehicle Association in Adelaide, stumbling across a whole bunch of like-minded boffins who love electric cars because of their performance and capabilities, not simply the green credentials. Many were already driving their own creations, like early Daihatsu Charades, Barinas, Fiat X1/9, Subaru Sherpa and even a Suzuki Mighty Boy.

Motivated by the EV Association, Paul launched into building a practice car first. He converted a Suzuki Swift GTi, taking seven months to roll it out of his shed and career up the road, wheelspinning in third gear from the massive torque that always startles you in an electric vehicle. Although a relatively rudimentary conversion, the Suzuki inspired Paul because the car was vastly superior to the standard vehicle.

Most importantly, like anyone building an EV for road use, he had to ensure the Suzi was overseen by an engineer and put through a roadworthiness inspection, learning valuable lessons about proper legal compliance.

After that experience, the Lotus project began under the maxim that it had to look and feel like it just came out of the factory, with no effort spared in finish and engineering. He found an immaculate Lotus Elise on the Gold Coast, and, by sheer coincidence, his father had just located a rare, Ford Sierra Cosworth RS500, a car he’d always wanted, in the same area. So father and son headed off to Queensland to buy two cars, one destined to use no petrol at all, and the other deliberately designed as one of the most polluting, gas-guzzling, race cars on the planet.

Paul had also discovered ‘EV Works’, in Western Australia, a company that is a one-stop shop for those wishing to do conversions. And yes, there are people all over Australia using its services. The company specialises in everything from motors to heating, cooling, batteries and the various controllers required, dramatically speeding up build time compared to self-sourcing the items individually. Paul estimates he spent around $30,000 buying all the top-shelf parts he needed.

Listening to Paul, it actually doesn’t sound too complicated. Strip donor car. Buy electric motor. Make adaptor plate and coupler to join motor to original gearbox. Choose location for batteries and make battery box. Source controllers and switches. Fit all back into car and wire up. I’m sure it’s harder than that, but maybe his view explains why it got done in six months of beer time.

There is plenty of clever thought by Paul. By cutting the top off the original fuel tank, he fitted ten TS 100 Ah batteries inside the tank, keeping the weight down low and equivalent

ELISE

P

THE ELECTRIC

FEATURE

56 ECOCAR ISSUE 15

aul Hunter badly wanted a Tesla Roadster, the ultra high-performance, electric-powered, sports car based on a Lotus Elise. He didn’t have the $250,000 to buy one, so he built

his own version in the back shed for about a quarter of the price. He is neither engineer nor mechanic,

but a well-groomed sales manager for a solar panel retailer, who looks like he’d need roadside assist to change a flat tyre.

You would expect Mr. Hunter to have a long history in electric vehicles, but his interest only began in 2008 after watching the DVD, “Who Killed the Electric Car”, a must-see documentary about the General Motors EV1. Perhaps it would be good to say he has that fine tradition of Aussie ingenuity, except that Paul only moved to Australia from the UK in 2001. You can but hope he slaved away, month after month, year after year, designing and engineering his own electric sports car, but no, he took less than six months while still working full time, albeit with a bit of help from a couple of mates.

Where electric vehicles are concerned, Paul Hunter is simply a great example of the line of thought, “If one bloke can do this in his shed in six months, what could manufacturers do if they really put their minds to it.”

Having watched the DVD on the EV1’s demise, he joined the Australian Electric Vehicle Association in Adelaide, stumbling across a whole bunch of like-minded boffins who love electric cars because of their performance and capabilities, not simply the green credentials. Many were already driving their own creations, like early Daihatsu Charades, Barinas, Fiat X1/9, Subaru Sherpa and even a Suzuki Mighty Boy.

Motivated by the EV Association, Paul launched into building a practice car first. He converted a Suzuki Swift GTi, taking seven months to roll it out of his shed and career up the road, wheelspinning in third gear from the massive torque that always startles you in an electric vehicle. Although a relatively rudimentary conversion, the Suzuki inspired Paul because the car was vastly superior to the standard vehicle.

Most importantly, like anyone building an EV for road use, he had to ensure the Suzi was overseen by an engineer and put through a roadworthiness inspection, learning valuable lessons about proper legal compliance.

After that experience, the Lotus project began under the maxim that it had to look and feel like it just came out of the factory, with no effort spared in finish and engineering. He found an immaculate Lotus Elise on the Gold Coast, and, by sheer coincidence, his father had just located a rare, Ford Sierra Cosworth RS500, a car he’d always wanted, in the same area. So father and son headed off to Queensland to buy two cars, one destined to use no petrol at all, and the other deliberately designed as one of the most polluting, gas-guzzling, race cars on the planet.

Paul had also discovered ‘EV Works’, in Western Australia, a company that is a one-stop shop for those wishing to do conversions. And yes, there are people all over Australia using its services. The company specialises in everything from motors to heating, cooling, batteries and the various controllers required, dramatically speeding up build time compared to self-sourcing the items individually. Paul estimates he spent around $30,000 buying all the top-shelf parts he needed.

Listening to Paul, it actually doesn’t sound too complicated. Strip donor car. Buy electric motor. Make adaptor plate and coupler to join motor to original gearbox. Choose location for batteries and make battery box. Source controllers and switches. Fit all back into car and wire up. I’m sure it’s harder than that, but maybe his view explains why it got done in six months of beer time.

There is plenty of clever thought by Paul. By cutting the top off the original fuel tank, he fitted ten TS 100 Ah batteries inside the tank, keeping the weight down low and equivalent

ELISETHE ELECTRIC

THE ELECTRIC ELISE

ECOCAR ISSUE 15 57

Ed Ordynski finds that electrically powered sports cars can be within your reach

to a full tank of petrol. Directly above the fuel tank structure, sit another twenty-five batteries, all fitted without any alterations to the body of the original Lotus.

An independent engineer oversaw the project throughout its build, and the little Lotus EV passed roadworthy inspection, first time.

On the weighbridge, the original Elise weighed 780 kg. A Tesla Roadster, based on the same car, weighs 1350 kg. Paul’s converted Elise is 875 kg. Paul is the first to admit that describing the Tesla as a converted Lotus is a huge understatement, as it is totally re-engineered, has far more battery power and an array of luxury items. Nevertheless, the low weight of his conversion is quite remarkable.

While the Tesla’s range is more than 300 km, and as far as 500 km if driven carefully, Paul’s home-made version has a range of 100 – 120 km, having the same power to battery ratio as a Mitsubishi i-MiEV. For Paul, range is simply not an issue, as he averages 12 km per day to work and back – it’s his city sports car. In reality, this is not unlike most of Australia’s population who generally make short journeys each day in traffic. With electric vehicles, you plug them in when you’re not using them, like a mobile phone, maximising the range available.

Having been the first writer to drive a Tesla in Australia, and completely convinced of its great attributes, I wasn’t expecting Paul’s car to be in its league, and of course, it isn’t. But it is a terrific drive, nonetheless.

Unusual to say the least, this is not the normally accepted fuel input for Lotus Elise.

TESTED

64 ECOCAR ISSUE 15

MANAGEMENTMIDDLE

If you are neighbour friendly with the Joneses and they have just finished chewing your ear off about the petrol-powered luxury European sedan they’ve purchased, here’s your chance to get one up on them.

The two latest luxury sedans from Audi (the C7 A6) and BMW (the F10 5 Series) are both very different cars aside from one similarity – the diesel engines. To sort out which vehicle offers the best engine and most relevant driving experience, ECOcar Magazine put the Audi A6 TDI up against the BMW 535d.

In previous years, you would be considered crazy if you bought a diesel car over its petrol sibling, unless

you were looking only for excellent fuel economy. Today, the Audi A6 TDI and BMW 535d are perfect examples of how this perception has been reversed. Sporty performance is no longer compromised because of the fuel type chosen by the buyer.

Both the A6 and 535d are fitted with 3.0-litre turbocharged V6 diesel engines, but couldn’t be any more different on the road.

The new Audi A6 range starts from $77,900, with the tested V6 TDI version retailing for $116,500. A steel-aluminium composite was used in the A6 to achieve a 30 kg weight loss over the outgoing model. Immediately obvious from the exterior are the sleek lines and attention to detail. Blended LED running lights and chrome highlights surrounding the grille give the A6 an unmatched presence on the road.

The interior is similarly impressive. Fitted with textured wood inlays, soft-touch surfaces and a Jaguar XJ-esque wrap

TESTED

64 ECOCAR ISSUE 15

MANAGEMENTMIDDLE

If you are neighbour friendly with the Joneses and they have just finished chewing your ear off about the petrol-powered luxury European sedan they’ve purchased, here’s your chance to get one up on them.

The two latest luxury sedans from Audi (the C7 A6) and BMW (the F10 5 Series) are both very different cars aside from one similarity – the diesel engines. To sort out which vehicle offers the best engine and most relevant driving experience, ECOcar Magazine put the Audi A6 TDI up against the BMW 535d.

In previous years, you would be considered crazy if you bought a diesel car over its petrol sibling, unless

you were looking only for excellent fuel economy. Today, the Audi A6 TDI and BMW 535d are perfect examples of how this perception has been reversed. Sporty performance is no longer compromised because of the fuel type chosen by the buyer.

Both the A6 and 535d are fitted with 3.0-litre turbocharged V6 diesel engines, but couldn’t be any more different on the road.

The new Audi A6 range starts from $77,900, with the tested V6 TDI version retailing for $116,500. A steel-aluminium composite was used in the A6 to achieve a 30 kg weight loss over the outgoing model. Immediately obvious from the exterior are the sleek lines and attention to detail. Blended LED running lights and chrome highlights surrounding the grille give the A6 an unmatched presence on the road.

The interior is similarly impressive. Fitted with textured wood inlays, soft-touch surfaces and a Jaguar XJ-esque wrap

MIDDLE MANAGEMENT

ECOCAR ISSUE 15 65

MANAGEMENTMIDDLE

It’s the battle of the mid-range sector, with BMW’s 535d

against the Audi A6 TDI. Words by Paul Maric

around dashboard finish, it was a pleasant place to be. Interior leg and head room for front and rear passengers is superb. A small cut-out in the rear headliner offers taller passengers added room. Boot capacity is rated at 530 litres.

As you would expect from a car retailing at over $110,000, there are plenty of features to keep buyers happy. Some of these include a hard-disk driven satellite navigation system, LCD screen in the speedometer cluster, an excellent 14-speaker BOSE sound system and Bluetooth audio and telephone pairing.

Fitted with $18,610 worth of extras, there was a great chance to play with some of the technology that has filtered down from the A8. One of the most standout of the extras was the night vision package (a $4,270 option). When selected, the speedometer cluster LCD screen presents a night vision display of the road, highlighting all objects that are warmer than their surroundings.

This is particularly handy on the open road at night when animals can be hard to spot. The system presents a visual and audio warning if a warm object is spotted in the camera’s periphery. Also impressive was the touch-driven number pad that allows the driver or front passenger to write out letters with their finger for navigation destination entries.

Under the bonnet is a 3.0-litre turbocharged V6 diesel engine. Mated to a seven-speed automatic gearbox, the engine produces 180 kW and 500 Nm of torque. Audi claims a fuel consumption figure of 6.0 l/100 km and a 0-100 km/h dash of 6.1 seconds. The engine uses stop-start technology to switch off the engine when stationary. The system is fairly seamless, but can be a bit rough at times.

Behind the wheel, the A6 feels very planted and smooth. As you would expect from a luxury car, the suspension is soft and forgiving and doesn’t feel compromised with a full load of passengers. The Drive Select system allows the driver to

TESTED

70 ECOCAR ISSUE 15

BUDGET

E

Sydney to Melbourne for less than 60 bucks – Allan Whiting tells the story

It’s often said in the general media that Australia has too small a population to justify a home-grown motor industry, but the Ford EcoLPi development is an economy-with-performance package we’d never have been able to import. Our local need for a largish car, wagon and ute range, with good towing performance, in a country with relatively cheap LPG, is not internationally common.

Mercedes-Benz’ Global Approach Over in Stuttgart the focus is entirely global, because most of the products bearing the three-pointed star are exported, or produced in overseas factories. The relative cheapness of diesel fuel in most international markets – Australia is a standout exception – has directed Mercedes-Benz into diesel-based economy solutions. The engine that powers the E220 sedan is a case in point.

COcar’s test crews have done some east coast tripping in Ford’s G6E Falcon EcoLPi sedan and Mercedes-Benz’s E220 CDI. The Sydney-Melbourne-Sydney and Sydney-Brisbane-Sydney runs achieved outstandingly low fuel costs.

Our two long-term eco-test vehicles are proof that there’s more than one way to reduce vehicle running costs: Ford has a newly-developed EcoLPi system and Mercedes-Benz has raised the bar –

literally – on diesel fuel injection and inlet air management.

Ford’s Home-grown Solution Ford’s ‘grandad’s axe’ approach to the Falcon powertrain (three new heads and four new handles) has seen evolutionary developments to the four-litre, spark-ignition, six-cylinder concept since its introduction here 50 years ago. As the successive 245-250 cubic-inch engines acquired updated technologies, their outputs and torque figures went up, while fuel consumption went down. This pursuit of efficiency with economy peaked with the 2011introduction of the EcoLPi engine.

Ford had sold some 100,000 E-Gas, LPG-fuelled vehicles by 2011, and the old vaporiser induction system was showing its age. Alongside direct into-cylinder petrol fuel injection, the premixed LPG/air E-Gas induction method lacked combustion efficiency. Enter EcoLPi’s liquid-phase injection LPG method, with a high-pressure fuel rail and individual injectors, delivering liquid-state LPG directly into the engine intake ports.

There’s a double-whammy in this system, because fuel metering is more precise, and the sudden cooling effect of the post-injection, liquid-to-gas process increases combustion efficiency.

We’re used to LPG engines having less performance than their petrol-fuelled counterparts, but the Falcon EcoLPi has a claimed 198 kW of power at 5000 rpm and 409 Nm of torque at 3250 rpm, which is identical to the petrol engine’s figures when operating on high-octane 95 RON unleaded fuel. Remarkably, claimed fuel consumption for the EcoLPi Falcon is 12.5 l/100 km.

The old E-Gas engine managed quite respectable figures of 156 kW and 371 Nm, but used around 14.9 l/100 km in the process.

TESTED

70 ECOCAR ISSUE 15

BUDGET

E

Sydney to Melbourne for less than 60 bucks – Allan Whiting tells the story

It’s often said in the general media that Australia has too small a population to justify a home-grown motor industry, but the Ford EcoLPi development is an economy-with-performance package we’d never have been able to import. Our local need for a largish car, wagon and ute range, with good towing performance, in a country with relatively cheap LPG, is not internationally common.

Mercedes-Benz’ Global Approach Over in Stuttgart the focus is entirely global, because most of the products bearing the three-pointed star are exported, or produced in overseas factories. The relative cheapness of diesel fuel in most international markets – Australia is a standout exception – has directed Mercedes-Benz into diesel-based economy solutions. The engine that powers the E220 sedan is a case in point.

COcar’s test crews have done some east coast tripping in Ford’s G6E Falcon EcoLPi sedan and Mercedes-Benz’s E220 CDI. The Sydney-Melbourne-Sydney and Sydney-Brisbane-Sydney runs achieved outstandingly low fuel costs.

Our two long-term eco-test vehicles are proof that there’s more than one way to reduce vehicle running costs: Ford has a newly-developed EcoLPi system and Mercedes-Benz has raised the bar –

literally – on diesel fuel injection and inlet air management.

Ford’s Home-grown Solution Ford’s ‘grandad’s axe’ approach to the Falcon powertrain (three new heads and four new handles) has seen evolutionary developments to the four-litre, spark-ignition, six-cylinder concept since its introduction here 50 years ago. As the successive 245-250 cubic-inch engines acquired updated technologies, their outputs and torque figures went up, while fuel consumption went down. This pursuit of efficiency with economy peaked with the 2011introduction of the EcoLPi engine.

Ford had sold some 100,000 E-Gas, LPG-fuelled vehicles by 2011, and the old vaporiser induction system was showing its age. Alongside direct into-cylinder petrol fuel injection, the premixed LPG/air E-Gas induction method lacked combustion efficiency. Enter EcoLPi’s liquid-phase injection LPG method, with a high-pressure fuel rail and individual injectors, delivering liquid-state LPG directly into the engine intake ports.

There’s a double-whammy in this system, because fuel metering is more precise, and the sudden cooling effect of the post-injection, liquid-to-gas process increases combustion efficiency.

We’re used to LPG engines having less performance than their petrol-fuelled counterparts, but the Falcon EcoLPi has a claimed 198 kW of power at 5000 rpm and 409 Nm of torque at 3250 rpm, which is identical to the petrol engine’s figures when operating on high-octane 95 RON unleaded fuel. Remarkably, claimed fuel consumption for the EcoLPi Falcon is 12.5 l/100 km.

The old E-Gas engine managed quite respectable figures of 156 kW and 371 Nm, but used around 14.9 l/100 km in the process.

BUDGET TRAVEL

ECOCAR ISSUE 15 71

BUDGET TRAVEL

This 2143 cc, four-cylinder, common-rail, electronic-injection diesel was first seen Down Under in late-2006, as a new powerplant for the market-leading Sprinter light commercial range. In the Sprinter lineup, the relatively small-displacement engine had its effective capacity seriously boosted by turbocharging: a single turbo on the 82 kW version, and twin turbos in series on the 112 kW model. The same turbo formula is preserved in this engine’s Mercedes-Benz passenger car vocations, with the E220 having a single-turbo version and the E250 a series-turbo twinset.

For a role in the fast lane, the engine has significantly different fuel mapping to alter its characteristics, but the truck-tough heritage augurs well for a long service life. Outputs are substantially increased for car-powering duties, and the E220’s 125 kW/400 Nm figures ensure sparkling performance. The E250 has even more grunt, with figures of 150 kW/500 Nm.

High-pressure injection ensures frugal diesel sipping, but economy is enhanced by an ECO stop/start system that shuts down the engine when the vehicle comes to a stop, with the driver’s foot on the brake pedal and the transmission in ‘D’. The engine restarts as soon as the driver’s brake-foot pressure is released, so it’s already idling by the time the foot presses on the accelerator.

Mercedes-Benz claims combined-cycle fuel consumption of 5.2 l/100 km for the E220 and 5.1 l/100 km for the E250.

Theory and Practice Our Falcon GE6 EcoLPi is a standard machine, other than, for our insistence, with a full-sized spare wheel. Because twin LPG tanks reside under the boot floor, the spare has to go inside the boot, considerably reducing its capacity.

LAUNCH

74 ECOCAR ISSUE 15

ALLGLAMOURT

ANDGO

Ed Ordynski tests the SKYACTIV technology that

forms the backbone

of the Mazda CX-5

he medium-sized SUV category is dominated by the Toyota RAV4,

Subaru Forester and Nissan X-Trail, and is one of the vibrant areas of new car sales. Mazda has not been a major player in this division, with it’s CX-7 being larger than the norm, more expensive and, in the petrol-

engined version, heavy on fuel.

All that may change with the recent launch of the Mazda CX-5, replacing the CX-7, and starting with a base price of just $27,900, around $6,000 cheaper than the basic, outgoing CX-7. Fuel efficiency from the two-litre petrol engine is rated at 6.4 l/100 km (combined) in the two-wheel-drive version and 6.9 l/100 km in the all-wheel-drive, compared to 9.4 l/100 km in the CX-7.

The CX-5 is the first Mazda in Australia to feature the full suite of ‘SKYACTIV Technology’, the moniker applied by Mazda to vehicles featuring a range of engine and transmission developments and various enhancements, such as idle stop-start, aimed at improving fuel-efficiency while retaining strong performance. There is a Mazda 3 SP20 SKYACTIV already on sale with a first generation of

LAUNCH

74 ECOCAR ISSUE 15

ALLGLAMOURT

ANDGO

Ed Ordynski tests the SKYACTIV technology that

forms the backbone

of the Mazda CX-5

he medium-sized SUV category is dominated by the Toyota RAV4,

Subaru Forester and Nissan X-Trail, and is one of the vibrant areas of new car sales. Mazda has not been a major player in this division, with it’s CX-7 being larger than the norm, more expensive and, in the petrol-

engined version, heavy on fuel.

All that may change with the recent launch of the Mazda CX-5, replacing the CX-7, and starting with a base price of just $27,900, around $6,000 cheaper than the basic, outgoing CX-7. Fuel efficiency from the two-litre petrol engine is rated at 6.4 l/100 km (combined) in the two-wheel-drive version and 6.9 l/100 km in the all-wheel-drive, compared to 9.4 l/100 km in the CX-7.

The CX-5 is the first Mazda in Australia to feature the full suite of ‘SKYACTIV Technology’, the moniker applied by Mazda to vehicles featuring a range of engine and transmission developments and various enhancements, such as idle stop-start, aimed at improving fuel-efficiency while retaining strong performance. There is a Mazda 3 SP20 SKYACTIV already on sale with a first generation of

ALL GLAMOUR AND GO

ECOCAR ISSUE 15 75

the technology, but it’s fair to say it misses out on many of the features of the CX-5’s integration of all elements of the package.

‘SKYACTIV’ has been hyped as game-changing technology, but when you first see a CX-5, it’s the styling and packaging of the vehicle itself, which is immediately impressive. It’s good-looking, compact, yet spacious inside, and exceptionally well finished with a high quality feel, even in the base model.

The entry-level, 2WD CX-5 Maxx may externally look a little spartan on its steel wheels, but they are a meaty, 17” size with 225/65 tyres. It’s the only version with a manual transmission, the auto being an additional $2,000, but no manuals were available for evaluation on the launch drive program.

The Maxx is well kitted-out in its base form, with air-conditioning, Bluetooth connectivity, cruise control, steering wheel audio controls, USB input, power windows and mirrors, keyless push-button start, tilt and telescopic steering column, trip computer, and a tyre pressure monitoring system.

On the safety side, there’s ABS, traction control, stability control, emergency brake assist / brake-force distribution, hill-start assistance, front, side and curtain airbags, and a reversing camera.

There’s an all-wheel-drive version for $32,300.

Pricing jumps to $33,540 for the Maxx Sport 2WD ($36,040 AWD), which gains six-speed automatic transmission, 17” alloy wheels, auto headlamps, dual-zone climate control air-conditioning, audio system with six speakers, leather gear knob, handbrake and steering wheel, rain sensing wipers, front fog lamps, satellite navigation, and rear seats with a clever, 40/20/40 split-fold function.

The top-of-the-range Grand Touring, at $43,200, is AWD only and includes bi-xenon, adaptive headlights, daytime running lamps, power sliding and tilt glass sunroof, rear view mirror with auto dimming, leather seats (electric on driver’s side), front seat heating, parking sensors front and rear, and a premium Bose sound system with nine speakers.

The Grand Touring sits on 19” alloy wheels with 225/55 tyres, which, sensibly, are quite a high profile and greatly enhance the stance of the vehicle. Available only on this model is a Tech-Pack Option for $1,990, which includes a lane departure warning system, blind spot monitoring, and automatic dipping headlights. These are the latest safety items, well worthy of inclusion, at least as an option, on all models.

The SKYACTIV story is consistent across all models and begins with the two-litre engine which features direct-injection and a very high 13:1 compression ratio, while still managing to run on regular, unleaded fuel.

The stop/start system works flawlessly and is a great feature when driving in suburban conditions with lengthy, traffic light delays.

Both manual and automatic transmissions have also received the SKYACTIV treatment, meaning close attention to reducing weight and, in the case of the automatic, fast locking on the torque converter to improve efficiency.

The theme continues to weight reduction throughout the vehicle, predominantly by the use of ultra-high tensile steel in the bodyshell, and that attention to detail in minimising weight even extends to items like the seats. The 2WD petrol CX-5 manual tips the scales at 1443 kg; automatic transmission adds 35 kg; AWD raises the total to 1535 kg; and the top of the range Grand Touring being auto and AWD, weighs 1593 kg.

The drive program for the launch of the CX-5 was a long drive on some of Australia’s best roads, starting in Albury and heading through the Snowy Mountains to Canberra, including some gravel surfaces.

First impressions were that the CX-5 is commendably quiet and slips through the air very well considering its size and shape – the SKYACTIV attention to aerodynamics obviously working well. Like most Mazdas, the ride and handling are both very well sorted, the suspension being supple, well-damped and nicely insulated from road imperfections. Even on the 19” wheels fitted to the Grand Touring, the ride is remarkably well composed, and as capable as the 17” models.

With the driver’s seat able to be positioned quite low for an SUV, it’s possible to find a great driving position; however the passenger seat, even in the Grand Touring, is set quite high and not adjustable for height, so, consequently, the CX-5 feels quite different to ride in, depending on whether you’re

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