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Toyota Hybrid Camry On Track

Mon, 27 Aug 2012 23:06:21 +0100

Toyota Hybrid Camry On Track and dynamically sound

Location: State Motorcycle facility at Broadford, Victoria.

I’ve got Australian Rally Guru Neal Bates riding shotgun with me (Rick Bates is here too), and my instructions for this braking test are to flatten the throttle in the Hybrid Toyota Camry from a standing start, hold it to the firewall until the car reaches 110km/h, then hit the brakes with as much force as I can possibly muster, bringing the car to a complete stop.

It’s all over in just 11.24 seconds, and that’s a full 1.55 seconds quicker than the next best performing car, the Honda Accord VTi-L, which took all of 12.79 seconds to complete the 0-100km/h-0 run.

It’s an eye opener and certainly not the result I was expecting, given the Hybrid Camry is the heaviest out of the four car test group, which also includes the Mazda6 Diesel Sports and Subaru Liberty 2.5i, all outstanding vehicles in the medium/large car segment.

This is all part of Toyota’s ongoing research and development program, which it runs across each and every model in its range, to help ensure that their vehicles measure up to what is some very stiff competition in the Australian market.

It’s also the first time that a group of motoring journalists have been permitted to get behind the wheel in what are seen as critical on-track proficiency tests, to ensure Hybrid Camry offers the best possible performance and safety for buyers.

Normally, these procedures are undertaken by experienced test drivers and in-house engineers, who’s job it is to drive the cars consistently over countless laps, which may or may not, reveal any strengths or weaknesses in a specific system or operation in the car.

The test services for this occasion were also outsourced to an independent automotive testing company called Gambold Testing Services, which is run by the highly experienced Graeme Gambold, who also does work for Mercedes-Benz and several other automotive clients besides Toyota and his role with the Southern Hemisphere Proving Grounds in New Zealand.

The timing is about right too given Hybrid Camry was launched back in February this year, and you would expect any tweaks, to any number of on board systems, to be installed towards the end of year one of a model’s five year average life-cycle.

Take the Camry’s electric power steering unit for example, it has a staggering 20,000 possible variations, so you can appreciate the job of professional test driver and the product development team, who might spend months calibrating the perfect steering set up, for any number of driver situations.

It’s also no secret that Hybrid Camry has come under fire from a number of sources that have questioned the car’s overall performance against similarly priced competitors, and the sizeable investment in the car itself, by the Australian government.

Hybrid Camry is also the only locally built car from this group of four test vehicles. The Mazda 6 and Subaru Liberty are both built in Japan, while the Honda Accord is built in Thailand.

So what better way for Toyota to set the record straight, than by including the motoring press in a number of critical performance/safety tests against the crème of the mid-size segment in Australia.

Incidentally, sales of Camry Hybrid so far this year from the car’s February launch date are around 3200 units, but Toyota PR boss Mike Breen, told us that they still expect to reach their 10,000 car target for the year. Apparently, fleet sales make up 75 percent of sales and private buyers have accounted for the remaining 25 percent.

Truth be told, up against the super smooth Honda Accord, the All-Wheel Drive Subaru Liberty, and the 400Nm torque rich Mazda 6 Diesel Sports, I don’t think any of the journalists would have rated Toyota’s Hybrid entrant ahead of any of these rival cars, at least at the start of the day’s proceedings.

The program for the day was to drive each car, back-to-back, through a series of four test procedures on track and through three rotations. This pattern would produce the most consistent results due to minimal driver-induced variance.

First up, the slalom run, which required the driver to hit the first of six closely spaced cones at 80km/h and then thread them together with no brake, and no throttle. Trust me, it’s easier said than done. 80km/h might not seem that quick on track, but turning into cone one at that speed, seems a tad too quick, given the close placement of these hats.

Predictably, there were plenty of cones down on most of the early runs, and it didn’t really seem to matter what car you were driving, the same degree of difficultly applied.

You had to work the steering wheel fast if you wanted to make it a clean run, which meant some relatively violent use of the tiller at times.

The point of this test was to measure the time is takes the car to negotiate a successful run (that’s no cones down), lateral G, exit speed and deceleration or Long G.

The surprising winner of this event, let’s call it that, was the Honda Accord VTi-L, which took the least time to complete the slalom run (6.69 seconds), and as expected, had the highest exit speed of 49.6 km/h. I would never have picked this particular Honda model to do as well as the other cars, given its skew towards luxury and a compliant suspension set up.

On the other hand, the Hybrid Camry took more time than any other car to complete the exercise (7.51 seconds) while its exit speed was also the slowest of group at 40.5km/h, most likely due to it’s regenerative braking system.

Does the electric power steering (EPS) have anything to do with why the Camry was slower through the witch’s hats than the other cars? Not sure. That’s something for the Toyota engineers to decide when they pour though all the data collected from each and every clean slalom run that the cars completed during the course of the day.

It was a different story when we got to the ‘cornering acceleration’ stage along the test course. It’s more a test of the proficiency of each manufacturer’s Traction Control System and how that system is calibrated, than outright cornering speed. It was also an area where the Camry displayed complete and utter composure.

From a standing start, through an uphill right hand bend, it required full throttle through the entire bend, which was wet through the forced apex, and in all cases, the traction control became active on the wet surface area.

While the speed through the corner on this test was considerably faster than the average driver would ever attempt on public roads, it was comforting to know that all cars completed the run without any real loss of composure.

The Camry pulled the most ‘sustained lateral G’ (0.67) followed by the Liberty (0.63) although the quickest corner exit speed was recorded by the Mazda 6 Sport Diesel, at 94.86 km/h followed by Camry at 94.21 km/h.

That said the highest actual mid-corner speed went to the Liberty at 65.95km/h, with the Accord recording 65.57 and Camry at 64.54km/h.

Composure, is what counts in these extreme-driving situations and speed merely accentuates the behaviour of the car and the various active safety systems at work.

This is where Camry differs from the rest of the pack. While all four cars are equipped with a full suite of electronic nannies including, Anti-Skid Brakes, Brake Assist, Traction Control and Vehicle Stability Control, Camry’s system is managed by VDIM (Vehicle Dynamics Integrated Management) and ‘integrated’ being the key word.

Toyota claims that VDIM is a more intelligent system than many current Electronic Stability Programs (ESP) due to the fact that it not only integrates all active safety systems including the Electric Power Steering, but also can process more information and faster. From behind the wheel, it feels almost predictive rather than adaptive.

The system also monitors the coefficient of friction or ‘mu’ number between the wheels and surface, which essentially means the system works out how much slip there is at any one time, and applies a more measured correction rather than simply an ‘on or off’ approach to the problem.

To the average driver, and as we experienced on the test track in the Hybrid Camry, the end result is that you are largely unaware that these systems have even been activated even under extreme load.

The acceleration test, which was also integrated into the braking/deceleration test, was always going to favour the Hybrid with its combined power output of 140kW (7kW more than any other car) as well as the advantage of a sizeable dose of torque available from zero rpm, via the electric power.

That said any advantage Camry Hybrid gained in power and torque would surely be lost with the car’s weight of 1645 kilograms against 1597 kilos for the Mazda 6 Diesel Sports, 1565 kg and 1439 kg for the Accord and Liberty respectively.

No such result. Hybrid Camry shot from 0-100km/h in 8.47 seconds, the fastest time by a full 1.44 seconds to the second place scoring Honda Accord.

The final stage of the test rotation involved cornering stability at full throttle as well as lift off on the exit. It’s something you wouldn’t want to try in a car without stability control, but again it was the Hybrid Camry, which easily felt the most composed and poised throughout the manoeuvre. It simply didn’t matter than you were maintaining the same turn angle on the steering wheel; the car simply went around the corner without any fuss whatsoever.

It wasn’t quite as comfortable in the Subaru or the Mazda but still, it was an excellent demonstration of how effective stability control programs can be. Lifesaving, is one word that comes to mind.

We wrapped up the day with some circle work on a saturated piece of tarmac and again, but without wanting to sound like a broken record, the Camry offered the most poise and control under full throttle and close to full lock.

While the Honda and Mazda also handled the manoeuvre with control, the surprise was the All-wheel Drive Liberty, whose stability control system did not kick in as quickly as the other systems, which maybe a result of the car’s all-wheel drive set up or simply a different calibration that allows for more driver input in particular situations.

Thankfully, car manufacturers are continually testing their cars in various environments around the globe and today was no more than a glimpse of what is an exhaustive program by an army of engineers and test drivers, who spend their working lives looking for improvements in a car’s overall performance.

In the end, it may only be a few extra kilowatts or a slight reduction in cabin noise or stopping distance, but that could translate into an important marketing edge over competitive vehicles.

Toyota Camry Review

Mon, 27 Aug 2012 23:05:15 +0100

Toyota Australia continues its local manufacturing with the seventh generation Camry launched in Melbourne this week. Prices start from $30,490 for the fleet-favourite Altise and top at $39,990 for the newly introduced Atara SL.

Sporting a new 2.5-litre four-cylinder engine mated to a six-speed automatic transmission, the new 2012 Toyota Camry is more powerful and fuel efficient than ever before.

It’s been over 24 years since the very first Toyota Camry was built in Victoria and over the last two and half decades the Japanese company has manufactured over 1.6 million Camrys in Australia alone.

Despite a great deal of competition, the Toyota Camry has remained the best selling medium-sized car in Australia for the last 18 years, by no mean an easy feat. It’s ingenuous to criticise the Camry for its conservative characteristics but it’s much harder to argue with numbers.

The locally built Camry’s success is not just an Australian story either, with Toyota Australia currently exporting more than 75 percent of its production to the Middle East. The export program, which started in 1996, has been the lifeline of the Camrys Australian production, providing the much needed scale required to make the operation worthwhile.

Now in it’s seventh generation, the Toyota Camry has grown considerably. So much so that the term medium-size is almost misleading, given it bares near identical proportions to the Toyota Aurion (classified as a large car) and offers generous head and leg room for all five passengers.

Although it’s labeled as a brand new Camry, underneath the completely reskinned exterior exists a platform very similar to the outgoing model. Nonetheless, the new Camry has gained considerable improvements in all regards.

Keiichi Yoneda, deputy chief engineer of the Toyota Camry, said the new model was designed with two goal pillars in mind: emotional and rational.

It would be almost fruitless to argue against the rational aspect since the Camry has proven itself beyond doubt as one of the most reliable and logical choices for anyone looking for a practical A-to-B vehicle in Australia. As for a vehicle that you can connect with emotionally, that’s a totally different proposition.

Toyota is not known for its flair and emotive designs, in fact it’s best regarded as the maker of soulless yet super reliable, durable and high quality vehicles. This may not sound so bad at first but with the age group of Toyota buyers on the rise, the brand needs to do more to reconnect it self with a younger (or younger at heart) audience to ensure future success. The recently unveiledToyota 86 sports car is one such move, but it needs to apply this philosophy across the model range.

It just so happens that it’s also more profitable to sell top-spec luxury models to private buyers than concentrate heavily on fleet sales. Currently almost three in every four Camrys sold in Australia are to fleets. To turn that figure around with the new model, Toyota Australia will launch Camry Atara variants, aimed directly at private buyers, with Camry Altise still taking care of the fleet segment.

Apart from the exterior and interior differentiations between the two models, the new 2.5-litre engine is available in two unique configurations for Altise and Atara with power ranging from 132-135kw supported by 231-235 Nm of torque respectively. Manual variants are no longer in existent with all models driven through the front wheels via a sequential-shifting six-speed automatic transmission, which is a vast improvement over the old five. Fuel economy has improved 11 percent, down to 7.8L/100km.

Toyota has paid a great deal of attention to improving the quality of the new Camry, so much so that it spent considerable resources reducing the vehicle’s panel gaps from 4mm to 3.5mm. This makes it one of the best in the business and even superior to Lexus vehicles. It also helps produce a quieter cabin and better aerodynamics.

Overall exterior size is almost identical to the previous model, except for the width, which has grown by 5mm thanks to the addition of chrome door handles. Interior width however, has increased by 30mm due to better and more innovative trimming.

CarAdvice headed to Melbourne to review the Toyota Camry and frankly, we weren’t expecting much in terms of an exhilarating drive. Our first test car was a Camry Atara SX, the sports model with dual exhausts, a higher power output and uniquely tuned suspension. Despite all talk of more emotional and sporty appeal for private buyers, making one of the world’s most common cars more exciting is not an easy task.

Behind the wheel the most obvious point of difference between the old and new Camry is the steering feel, having switched to electric power steering has meant Toyota engineers have been given much more freedom in the tune and feel. As a result, there is now a sense of actual engagement with the steering being noticeably more responsive and heavier than before.

With an overall 35kg weight reduction compared to the old model as well as 15 percent more power and eight percent additional torque, acceleration feel is more linear across the rev range. 0-100km/h is achieved in 9.3 seconds (same result for both Atara and Altise, regardless of power/torque difference) but overtaking on highways is not a laborious task, with in-gear acceleration more than adequate for Australian conditions.

Suspension setup for the Atara SX is stiffer than the rest to offer a sportier drive, however the Bridgestone 215/55R17 tyres wrapped around Atara’s 17-inch wheels are not exactly in tune with the harder ride. The SX can certainly do with standard 18-inch wheels wrapped in high-grip tyres if Toyota is serious about attracting a different demographic.

Interior is spacious and as with all Atara models, the SX comes standard with smart entry and push button start, reversing camera, dual-zone air-conditioning, 6.1-inch touch-screen display audio with six speakers (supporting Bluetooth phone and audio streaming), leather steering wheel and gearshift knob plus an electric driver’s seat. Specially for the SX is a unique rear bumper, lip spoiler, sports pedals, black-tinted headlamps and leather-accented interior.

To gain all that Toyota has to offer, the Camry Atara SL for $39,990 is the way to go. It features a JBL premium audio system with 10 speakers controlled via a larger and higher-resolution 7-inch touch-screen display with satellite navigation. Automatic wipers and dual electric front seats are also added. Unfortunately, fake woodgrain through the dash is also part of Toyota’s “luxury” look, which actually detracts from the stylish brushed aluminium look of the other models.

For those still listening to AM and FM stations, the up to date audio system supports digital radio and provides live traffic updates. The S and SX’s reversing camera is also upgraded with back-guide monitor (predicting where the vehicle is headed based on steering position).

Two of the more impressive features on the Camary Atara SL are the blind-spot monitor and automatic high beam assistance systems. Generally found in European luxury cars, the blind spot assistance system uses radars mounted in the rear bumper to detect any vehicles sitting in the Camry’s blind spot – it then gives a visual warning in the side mirrors which consequently flashes for attention if the driver indicates to merge. We were given a good opportunity to test the system at Ballarat airport and can report that it’s just as good as the equivalent systems found in Volvo or Mercedes-Benz vehicles.

The automatic high beam assistance is a feature we’re used to seeing in BMW vehicles. Once on, it works by automatically turning the high beam on when there is no vehicle in front or coming towards. It uses light sensors to detect either occurrence and has to be specially calibrated for Australia’s highly reflective street signs (something which BMW vehicles don’t do so well). Given our review took place during the day, this feature was not tested.

One feature we were disappointed not to see was active cruise control, a system by which the onboard computer can detect other vehicles in front and adjust cruise control to follow or slow down. Mr Yoneda told us that such a system would be very difficult to install at the Altona plant and internal research had shown that less than one percent of customers would be willing to pay for the option. Even so, we suspect that many customers are unaware of such a feature or have never used one in real life, as we’ve found it incredibly useful in cars such as the Toyota Prius and Ford Mondeo.

Our second test car was a Camry Atara S, the entry model into the Atara range that retails for $33,490. The standard suspension is a more comfortable ride over Australia’s relatively poor quality roads. Given the nature of the Toyota Camry, it’s unlikely that many would complain about the lack of stiff suspension, which is offered in the SX models. Indeed, it’s a smoother ride overall and given steering response is still top notch, it would be our pick over the SX as a daily.

Toyota has done a good job in feature packing the Atara variants to attract more private buyers, but is it enough? The question isn’t so much if the Camry is a good car, because it’s, it’s a great car. It’s more in regards to buyers wanting more flair, styling and sophistication. Despite all its styling updates, the Camry still appears conservative and without much character compared to the likes of Ford Mondeo, Kia Optima, Hyundai i45 and other rivals.

Overall though, the new Toyota Camry is a substantial improvement over the old. It’s quieter inside, offers more space, better driving dynamics and a nicer interior. It also features, for the first time, seven airbags (including knee airbag), bringing its safety credentials higher than ever. For a fleet customer it’s hard to look past the Camry Altise, but for private buyers the real question is whether or not the Camry Atara can evoke an emotional connection. We suspect that will remain a bigger challenge.

Toyota Camry Hybrid

Mon, 27 Aug 2012 23:04:12 +0100

The all-new Toyota Camry hybrid has gone on sale with a vast list of improvements and a mission to capture more of the private buyer segment.

Based on the new seventh-generation Toyota Camry, the new hybrid range is now more fuel efficient, faster and has a lower starting price than the model it replaces. Toyota is sticking to its guns with hybrid technology, claiming worldwide sales of over 3.5 million hybrid vehicles (the majority of which have been in Japan and North America), which the Japanese company says has saved the world 6.5 million litres of oil and 18 million tonnes of CO2 emissions.

But as we all know, private buyers are far less concerned with their carbon footprint than fleets and governments, so it all comes down to purchase price, fuel efficiency and running costs. On those three points, the new Toyota Camry hybrid is a winner. Starting from $34,990 for the entry-level Camry H (a $2000 or 5.4 per cent reduction compared to the previous entry model hybrid), the new Camry hybrid has a combined average fuel economy of 5.2L/100km (down from 6L/100km) and comes with Toyota’s industry leading fixed price servicing of $130 for the first 75,000km (or four years). It also helps that it’s faster (0-100km/h in eight seconds flat), more powerful (151kW) and lighter (-45kg) than before.

There are two variants, the base model Camry H and the luxury Camry HL. There’s now a wider gap in pricing between the two models, where before the prices started from $36,990 for the base model and finished at $39,990, the range now starts from $34,990 and tops out at $41,490. This works better on two levels, on the one side it makes the base model hybrid variant far more viable to everyday buyers already looking at a petrol Camry and on the other end the slightly more expensive luxury model now offers a lot more kit for the money.

Both variants are powered by the same 2.5-litre four-cylinder petrol engine (118kW of power and 213Nm of torque) which is connected to an electric traction motor (105kW of power and 270Nm of torque). In unison the hybrid system provides 151kW of power. The international standard for torque measurement doesn’t generally favour the way in which hybrid systems deliver their torque (the electric motor provides maximum torque from a near standstill whilst the petrol engine reaches peak torque at 4500rpm) so there is no official torque figure, but given the individual figures for each system, we can confirm that it’s a healthy dose.

From the outside a unique radiator grille and a “hybrid blue” Toyota badge distinguishes the Camry hybrid from a standard model. The headlights also gain blue-accented extensions while the rear-end makes do with a hybrid blue Toyota badge and the high-spec HL gains a bootlid spoiler and chrome garnish. The pearl white colour is also unique to the hybrid range but otherwise it’s not all that different in the looks department.

On the inside the new Camry has been completely reworked. Addressing one of the biggest criticisms of the old model, the interior now sports a fresh, modern and well-contrasted design. It’s by and large the best interior of a Toyota to date, we’d even go as far as to say it’s better the Lexus IS range. The top of the range model also gets some nice gadgets, such as blind spot monitor (which warns of a vehicle in your blind spot by illuminating a warning sign in the corresponding side mirror) and automatic high beam, which is very useful if you frequent country roads.

One of the key focuses for the new Camry has been its improved driving dynamics. Toyota Australia has so much faith in the Camry’s ability to negotiate corners at speed that it brought us to Launceston to drive the vehicle through roads used for the world famous Targa Tasmania rally. This was unique because when we come to Launceston to review cars, they are usually sports cars and never a “white-goods-on-wheels”, which is what many have come to know the Camry for.

But even if the new Toyota Camry hybrid was the absolute best handling car in its class (which it’s not), the stigma of driving a Camry is still ever so present. There is always that sense of “just-another-Camry” whenever you’re behind the wheel. But ultimately the main problem with the Camry hybrid is that it’s such a damn good car overall. Car enthusiasts love to hate the Camry hybrid for being boring and soulless but in all fairness, it does everything that it’s been designed to do extremely well. It accelerates and corners better than most cars in its class, sits on the road confidently, absorbs all the bumps and potholes without complaint, is impressively quiet and refined inside and better yet, it’s ridiculously fuel efficient. No matter how hard we tried to dislike it, its relentless ability to outperform whatever we throw at it eventually won us over.

After nearly two hours of driving around Launceston’s hilly and twisty mountainous roads, we glanced at the average fuel economy figure expecting something along the lines of 14L/100km, the reality? 7.6L/100km. Lets put this into perspective because we were doing our absolute best to wreck the fuel economy figure. The accelerator pedal was getting a work out and our Camry was being treated like a rally car going around the mountain (with complete respect for the road rules, of course). As much as we love diesels, it’s fair to say that no diesel mid-size vehicle we can think of would’ve returned a fuel economy figure that impressive under the same conditions.

Much like the new petrol Toyota Camry, the hybrid’s suspension and power steering were tuned locally for Australia’s unique road conditions. With a bit more weight at the rear (thanks to the nickel metal hydride batteries) the hybrid actually felt more stable around the bends and given the extra torque on tap, acceleration out of corners is more enjoyable. However, we were a little surprised as to the light steering feel. There is a sense of disconnect between steering inputs and what the wheels are doing – it steers well, but you wouldn’t know it by holding the wheel. It feels much lighter than the previous model, a partial consequence of moving the powersteering system to a different location. No doubt the majority of buyers would either never know the difference or in fact appreciate the lighter steering feel for everyday driving, but it still detracts from the “driver’s car” mentality.

Overall the Camry Hybrid’s dual power system works cohesively with the continuously variable automatic transmission (CVT), which is unlike a conventional CVT because it has to take inputs from two different power units, via a double set of planetary gears. Even though there is technically only the one forward gear (which adjusts its ratios as required), you wouldn’t know it because power delivery and acceleration is smooth and consistent throughout the rev range.

Despite the additional power and torque, better fuel economy, cheaper entry price and overall performance, there are some negatives to buying a Camry hybrid over a petrol, first of which is towing capability. Where the petrol Camry can handle 1200kg, the hybrid is rated to do no more than 300kg. The limitation is the cooling required to keep the battery and electric motor operational. Then there’s the resale value, currently the hybrid models perform worse than the petrol, but that is likely to change when more and more buyers understand hybrid technology. Lastly, the battery pack is still composed of nickel metal hydride, as oppose to the more advanced lithium ion system we’re expecting to see in the Prius V, which arrives in May.

It’s lazy to fault the new Toyota Camry hybrid for being just another lacklustre Toyota but the company’s decision to sell the model in a limited range of exterior colours, which comprise of different shades of black, white and silver, doesn’t help its cause. Nonetheless, the new hybrid makes a hell of lot of sense if you’re already buying a Camry. It may not be a car for everyone but with outstanding fuel economy, improved performance and Toyota’s low cost servicing guarantee, it’s certainly an accomplished contender in the ever crowded medium car segment.

Toyota’s Camry H and Camry HL Hybrid specifications:

Both model grades have:

151kW overall maximum power
2.5-litre hybrid-specific petrol engine
EV drive mode
ECO driving indicator
seven SRS airbags
seatbelt warnings for all five seats
alloy wheels
electric driver’s seat with lumbar support
dual-zone auto climate control air conditioning
smart entry wireless door lock
smart start
acoustic windscreen
reversing camera
Hill-start assist control
display audio
Optitron instrument cluster with multi-information display
300kg towing capacity
side indicators in the exterior mirrors, and
metallic/mica paint.

Camry H has 16-inch alloy wheels with Michelin tyres. A six-speaker display audio system with a 6.1-inch screen.

Camry HL has 17-inch alloy wheels with Bridgestone tyres, front fog lamps, rear lip spoiler, chrome door handles and chrome rear garnish. Interior leather accents and premium door trims, driver’s seat memory, power front passenger seat, premium steering wheel and gear-shift knob, electro-chromatic rear vision mirror and rear electric sunshade. JBL premium 10-speaker audio system with a seven-inch display screen, satellite navigation, live traffic updates and digital radio. The reversing camera on HL grade has a back-guide monitor. Rear parking sonar is also standard equipment on the HL model. Technology features on HL grade include blind spot monitor (BSM) and automatic high beam. A moonroof is available as an optional extra on Camry HL.

Check out the gallery for more pictures.

2013 Mazda6 spy shots

Mon, 27 Aug 2012 23:03:09 +0100

Mazda has been spotted testing a prototype of the upcoming 2013 Mazda6 under extreme winter conditions. The prototype wears a makeshift body resembling the current model.

The next-generation Mazda6 will be built on a new platform – one that also underpins the new Mazda CX-5 – and will wear a body showcasing Mazda’s new KODO design language.

The styling will be inspired by the Mazda Takeri Concept, which was unveiled at the 2011 Tokyo auto show, with modern lines and flowing panels, and increased attention to detail particularly around the front end. A flagship four-door coupe model is also set to join the line-up for the first time.

Under the bonnet, the 2013 Mazda6 will be powered by new SkyActiv engines, including a SkyActiv-D diesel. The diesel unit is expected to be similar to (if not exactly the same as) the new 2.2-litre turbo-diesel engine seen in the 2013 Mazda CX-5. In the new SUV it produces 129kW and 420Nm and offers an average fuel consumption rating of 5.7 litres per 100km.

The petrol engine will feature direct injection. It is also expected to come with Mazda’s new i-ELOOP regenerative braking system, capable of recharging batteries during deceleration, and powering accessories such as the air conditioning and stereo at other times to reduce load on the alternator and engine.

Both engines will likely come with stop-start to boost fuel efficiency, as well as a string of SkyActiv technologies all aimed at further improving efficiency. These include special construction methods using ultra-high-tensile steel – improving strength and decreasing weight – as well as a SkyActiv-Drive six-speed automatic transmission using a wide lock-up range, which is said to improve fuel efficiency by four to seven per cent.

A full unveiling is set to take place sometime this year, possibly as early as the 2012 New York auto show in April.

Opel Insignia details: new Mazda6 rival revealed

Mon, 27 Aug 2012 23:02:27 +0100

The Opel Insignia will enter the medium-car segment in September as the General Motors German brand’s flagship model.

The Insignia will sit atop a new Opel range that also includes the Corsa city car and Astra small car.

Opel is offering two body styles – sedan and wagon – and two engine choices, with all variants pitched at the more premium end of the mainstream medium-car category.

The German-built Opel Insignia range kicks off at $38,490 for a sedan version utilising a 2.0-litre turbocharged four-cylinder engine with 162kW and 350Nm. The wagon equivalent, called Sports Tourer, carries a $2000 premium, priced from $40,990.

Choosing the diesel engine lifts prices by $1500, to $39,990 for the sedan and $41,490 for the wagon.

The entry points to the Insignia range include features such as leather seating with heated front seats, leather-wrapped steering wheel, 17-inch alloy wheels, cruise control, dual-zone climate control, auto headlights, Bluetooth and iPod connectivity, humidity sensor and a seven-speaker audio system.

Two options are available: satellite navigation ($1500) and 18-inch alloy wheels ($500).

A higher-grade Select trim level costs an additional $7000, starting at $45,490 for the petrol sedan, and adds an integrated navigation system with 7-inch colour screen, LED daytime running lights, bi-xenon headlights, ventilated front seats with accreditation from a German ergonomics experts group, 19-inch alloy wheels, and sports steering wheel and alloy pedals.

Opel Insignia Select models also include as standard front lighting system called Adaptive Forward Lighting Plus that provides multiple functions, including beams that adjust to weather and driving conditions and headlights that peer around corners in the dark.

As is the norm with petrol and diesel engine choices, the former is the faster option and the latter the most efficient.

Petrol versions of the Opel Insignia sprint from 0-100km/h in 7.8 seconds, or 8.1 for the wagon. Fuel consumption is rated at 8.8 litres per 100km, with CO2 emissions of 206g/km, for the sedan, with comparative figures of 9.0L/100km and 211g/km for the Sports Tourer wagon.

Combined fuel economy drops to 5.7L/100km (sedan) and 6.0L/100km (wagon) for the turbo diesel version of the Opel Insignia.

Diesel sedan models take 9.6 seconds to reach 100km/h from standstill – half a second longer in wagon form.

The Opel Insignia wagon shares the same wheelbase as the sedan but at 4.91 metres is 8cm longer – creating a 1.91m load length and total cargo capacity of 1530 litres when the rear seats are folded.

The Opel Insignia range goes on sale in September through a network of 17 dealerships.

Opel Insignia 2.0 turbo
Price: $38,490 to $47,490
Body styles: sedan and wagon
Engine: 2.0-litre 4-cylinder turbo
Power: 162kW at 5300rpm
Torque: 350Nm at 2000-4000rpm
Transmission: 6-spd auto
0-100km/h: 7.8 seconds (8.1sec wagon)
Fuel consumption: 8.8L/100km (9.0L/100km wagon)
CO2 emissions: 206g/km (211g/km)

Opel Insignia 2.0 diesel
Price: $39,990 to $48,990
Body styles: sedan and wagon
Engine: 2.0-litre 4-cylinder turbo diesel
Power: 118kW at 4000rpm
Torque: 350Nm at 1750-2500rpm
Transmission: 6-spd auto
0-100km/h: 9.6 seconds (10.1sec wagon)
Fuel consumption: 5.7L/100km (6.0L/100km wagon)
CO2 emissions: 151g/km (157g/km)

2008 Mazda6 Review

Mon, 27 Aug 2012 22:53:26 +0100

2008 Mazda 6 Luxury Sports Hatch Review

“Sharp, sorted, willing – brilliant”

Model tested:

2008 Mazda 6 Luxury Sports Hatch 2.5l Petrol Automatic – $46,910

Stunning Looks, Drives Brilliantly, Superb Fit & Finish
Too Few Interior Changes, Needs More Punch

CarAdvice rating:

- by Matt Brogan

If it’s not broken, don’t fix it. Sometimes it’s a good philosophy to live by and the old Mazda 6 reigned within that sentiment. A great functional car that drove beautifully was well priced and was exceptionally good looking, so it could be argued it didn’t need replacing.

Sure, it was starting to look familiar, but it aged well, in fact were it eighteen, it’d still be getting asked for ID. It was a brilliant car, rightfully popular and kind of hard to beat…until now.

The new Mazda 6 is nothing short of stunning. In fact when you consider just how dull and monotone mass produced cars can be it’s refreshing to jump in to something that has actually had some thought put in to not only the aesthetic side of things, but the overall functionality of the vehicle as a whole.

But before all that, let’s take a look at things. Yes, it’s similar in shape to the old one and despite being a little longer (35mm), characteristically it has lost none of the style that made Mazda 6 so well loved.

Sleek, flowing contours, upswept headlights that flow smoothly on to bold curved arches hugging sweet eighteen inch alloys, high angular shoulder line raked upward to the rear and that unmistaken Mazda front end are a recipe for a car that could easily be mistaken for something more sports orientated than a family five door. It’s so good looking it’s almost unfair to the others.

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Inside too you’re equally as spoilt. You feel a part of the car, rather than simply sitting in it. The switch gear feels positive, the instrumentation is brilliant and the driver’s seating position is just right, low slung and sporty giving a feeling of oneness, not something usually associated with a car of these proportions.

The space is tremendous. You feel relaxed and comfortable, just enough personal space to cope with the otherwise exasperating rigours of big city traffic, your own space to enjoy and feel relaxed – something I don’t generally feel from a car and something that I must say was pleasant and hard to part with.

Now I’m well aware looks are subjective, and as such it’s time to move along to the more practical side of things. Again, nothing goes wanting here. Every option you’d could conceivably expect for the price tag has been included and to go one step further, draws no complaints in terms of its’ practicality or functionality.

What I mean to say here is – it works. Simply, as you’d expect, with no fuss and without needing a degree in thermo-nuclear physics to operate. All the controls are easily reached, simple to understand and operate and have just a touch of class to their appearance.

The line-up of included standard features of the Luxury Sport is not that out of the ordinary for a car of this standing, though it’s still enough to impress when you consider the price tag.

Leather Trimmed Seats with Memory and Heaters up front, Fog Lamps that are actually shaped to the bumper instead of looking like twenty buck add-ons from Kmart, Rear Spoiler and Sports Grille to lend a touch of Zoom Zoom to the already athletic outline.

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Xenon Headlamps for clear as day night driving, Dual Zone Climate that is quiet and very effective, Paddle Shift Activematic Gearbox that’s smooth and always poised ready for you next move, Front and Side Airbags, Bose® 240 watt six stack CD audio system with steering wheel controls and Blackout style instrument cluster lit in Mazda’s trademark Blue and Red.

Like I said, it’s a good deal. It makes you feel that you’ve spent your money wisely and returns something few other cars can for the price – a grin. But still, if it drives like you’re trying to herd cats then what’s the point.

Fortunately the new 6 has lost none of its credibility here. Based on the same underpinnings as the Mondeo you know the force is strong with this one. It’s flat, settled, secure and holds the road brilliantly – almost better than it should. I’d stop short of saying nimble but it’s certainly capable and sorted.

It rides well too, is comfortable, a lot quieter than the previous 6 and swallows all but the largest of troughs with utter confidence. The suspension is a pleasant blend of handling and comfort that too many manufacturers seem to struggle in achieving.

Braking is strong, progressive and comes with the usual run of abbreviations to make certain you’ve got some technology on-board. ABS, EBA, EBD – three things you’d almost expect as standard of any car these days.

So it handles, it stops and it’s a comfy ride… but does it go? Well, if by go you mean hammer, then no. But hey, it’s a family car and what it manages to do with the rather modest power figures is actually quite clever.

Motivated by an all new 2.5 litre four-cylinder petrol engine managing a semi respectable 125kW and 226Nm the 6’s performance, though hardly likely to tear a hole in the space-time continuum, is nonetheless capable, sinuous and free-revving thanks to precision tuned VVT.

The engine sounds spirited and healthy, no NVH up top and no messy struggling in the lower reaches. It works in perfect harmony with the Activematic five speed auto to keep things moving with silky fluidity and thanks to the little paddle shift controls behind the steering wheel, can motivate things a little more hurriedly when required.

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There’s just a little point I’d like to raise while on the topic of paddle shifts, and whilst this isn’t a bad set up, it could have been better. For a start they’re made of plastic, and the clacky plastic noise at each up shift is a let down.

The paddles move with the wheel instead of being fixed (you don’t and shouldn’t change gears mid-corner) and have thumb selectors for the downshift function, which if you are small of hand require some reach back to activate. But I’m sure for those who like the gimmick, they’ll appeal and admittedly, they do look cool.

Aside from that my only other qualms were the cheapish glove box lid and the “zoom zoom zoom” chime of the three notes from the Mazda jingle each time you stick the key in (I hope this can be switched off).

Other than the clacky plastic and tacky serenade, there’s very little to pick on, and when all is said and done if that’s the only things I could find fault with in a car then it’s got the tick.

The fuel efficiency side of things was very hard to gauge without bias. The motor was so fresh in our test car it would have been unfair to use it to determine any true-to-life figures, but ADR tests claim 8.8l / 100km. For the record, our test car averaged 11.0. It’s not bad, and with a few more k’s on the clock is sure only to improve.

The new Mazda 6 is a great deal for the money, an enjoyable drive and packed with features. It’s safe, good looking and comes with enough toys to keep you happy. Zoom Zoom!

2008 Mazda 6 Review

CarAdvice overall rating:
How does it drive:
How does it look:
How does it go:

• Engine: 2.5 litre four-cylinder petrol
• Power: 125 kW @ 6000 rpm
• Torque: 226 Nm @ 4000 rpm
• Top Speed: 207 km/h (claimed)
• 0-100km/h: N/A
• Drive: Front Wheel Drive
• Transmission: Five Speed Activematic (auto)
• Turning Circle: 11.4 metres
• Emission Rating: Euro IV
• Fuel Capacity: 64 litres
• Fuel Consumption: 8.8l / 100km (combined average)
• Fuel Type: 98 octane PULP
• Towing Capacity: 1,500 kg (braked)
• Warranty: 3 years / Unlimited kilometre
• Weight: 1,513 kg (Tare)

2008 Mazda6 Classic Wagon Review

Mon, 27 Aug 2012 22:52:38 +0100

2008 Mazda6 Classic Wagon Review & Road Test

It’s so good looking that adult supervision is needed at all times

Model Tested:

2008 Mazda Mazda6 Classic Wagon five-speed automatic – $35,490(RRP)

Options:

None fitted.

Gorgeous styling; pricing; safety features; interior room
Lack of power at times; no rear parking sensors

CarAdvice Rating: (4.25)

- by Paul Maric

When the first pictures of the new Mazda6 hit the web, motoring journalists were collectively stunned at what can only be described as a damn sexy car.

The sculpted front end, along with flowing lines really drew attention to this family trooper. With that said, the car has been a massive sales success in Australia, the previous generation sold well and the new generation is selling even better.

I adopted a Copper Red Mazda6 Classic Wagon for the week to see what all the fuss was about. Every single angle is flattering, including the rear, which is not generally the norm with stationwagons.

Mazda only sells the Mazda6 Wagon in one grade – Classic – due to the wagon only making up around 10 percent of monthly sales. This means that you can’t option up any of the fancy features inside or outside the car. It is well equipped as standard, but it would be nice to fit it out with leather and the like.

Interior build quality is very impressive. All the plastics feel rigid and well placed. The dashboard has a good feel to it and the seat trimmings are nice to look at, as well as sit on.

Rear leg room is quite good for a mid-sized wagon, so fitting kids is an easy experience. Entry into the rear is also easy, another important factor when hauling kids.

Visibility is great through the windscreen, but not so good when looking back. Parking is tricky – mainly due to the lack of rear parking sensors, a massive oversight in a family wagon. You can never be too safe when it comes to kids, parking sensors and reverse cameras are features which can’t be ignored in this sector, especially when you consider they’re not even an option on the Wagon.

The tailgate has a clever cargo blind arrangement which lifts with the tailgate, meaning that your goodies can’t be seen by would-be thieves.

What’s it like to drive then? Well it’s a mixed bag really. There are times when the engine needs to be revved out to move up hills with a full load on board, but, once things are moving it’s generally a pleasant experience.

At higher speeds, the car tends to bounce around a bit, mainly due to the comfort biased suspension setup. With that said, the steering feels good at all speeds. It is lightly weight at slow speeds, but firms up as the car picks up speed.

The five-speed automatic transmission seems to know which gear is appropriate and never needs to be pushed hard to drop down gears for hill climbs.

Under the bonnet, the Mazda6 uses a 2.5-litre, 125kW, 226Nm, four-cylidner engine. Fuel consumption, according to the ADR regulations, is a miserly 8.9-litres/100km, which I was able to match during the test. Beware of minimum 95RON petrol requirements.

When it comes to handling, this wagon will leave you pretty impressed. Turn-in is sharp and precise, it carries through a bend with confidence but will understeer if you are too heavy handed when entering the corner. Brake pedal feel is uniform and instils confidence when stretching the ‘6’s legs.

The Mazda6 range comes in Hatch, Sedan and Wagon. Pricing begins at $27,990 for the Limited Sedan and maxes out at $42,990 for the Luxury Sports Hatch. The Classic Wagon being tested retails for $35,490.

A long list of standard safety features had me impressed. These include: Electronic Stability Control; driver and front passenger airbags; driver and front passenger side airbags; front and rear passenger curtain airbags; traction control and front active head restraints.

The stability control is a bit intrusive when taking off in the wet. Uphill stretches of road leave the front wheels scampering for traction, so it becomes a bit awkward when trying to clear out of traffic in a hurry. This is of course a disadvantage most front-wheel-drive vehicles encounter.

Although it hasn’t been officially tested by the EuroNCAP body or our local ANCAP body, the Mazda6 has achieved five-stars in American crash tests.

The new Mazda6 really amazed me. Although the engine lacked in some instances, the rest of the package well and truly made up for it. I thoroughly enjoyed driving the car and it would make the perfect addition to a busy family.

A diesel engine (which is on the way) would make this the perfect family car. The extra torque and mid-range pickup will really help the Mazda6 in a big way. It will also see even better fuel consumption figures – which can only be a good thing.

The pricing, along with horde of safety features demolish the competition in a big way. A test drive will have you sold – guaranteed.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

Engine: 2488cc inline four-cylinder
Power: 125kW @ 6000rpm
Torque: 226Nm @ 4000rpm
Induction: Naturally aspirated
Transmission: Five-speed automatic
Differential/Driven Wheels: Front-wheel-drive
Brakes: ABS brakes with EBD and BA
Top Speed: N/A
0-100km/h: N/A
0-400m: N/A
CO2 Emissions: N/A
Fuel Consumption: 8.9-litres/100km
Fuel Tank Capacity: 64-litres
Fuel Type: 95RON premium unleaded
ANCAP Rating: N/A
Airbags: Eight
Safety: Dynamic stability control with traction control
Spare Wheel: Full-size alloy
Tow Capacity: 1500kg (braked), 550kg (unbraked)
Turning Circle: 11.0m
Warranty: 3-years/unlimited km
Weight: 1507kg
Wheels-Tyres: 17-inch alloy -215/50 R17 91W

2010 Mazda6 Review

Mon, 27 Aug 2012 22:51:43 +0100

Mazda faced the best kind of car company predicament when it came to re-jigging the Mazda6 for its MY10 mid-life makeover: How do you fix a car that’s not broken … without breaking it?

In fact, the Mazda6 is so ‘not broken’ that it’s one of the best practical, affordable cars you’re ever likely to drive. It’s not an M3 killer, clearly, but it’s a car that won’t cost you the farm, that will do all the conventional running around, and which is also damn satisfying to drive – much better than a family hack has any real right to be.

If you punt it hard on a twisty, demanding back road, you could easily find yourself rounding up a bloke whose just paid twice as much for his BMW or Audi. It’s that good.

Brilliant steering and chassis feedback, high grip levels and a predictable transition from grip to slip – even under extreme pressure – are the 6’s signature strengths. If you’re a real driver, that is. If not, the 6 is just an elegant car that’s extremely well put together, capable and with high levels of equipment.

Fact is, buyers are running away from large cars in droves. (Ford, for example, has seen Falcon sales cut in half in the past 10 years.) And while it seems logical to expect people in this transition to segue into medium-sized cars, they generally don’t. Many jump into SUVs instead, thereby bypassing two of the best cars in the country – the Mazda6 and the Honda Accord Euro.

This pair have been keeping each other honest since their first-generation versions kicked off in the early 21st Century, and of the two, the Mazda6 is available in a significantly wider range of configurations – sedan, hatch and wagon body styles whereas the Euro is sedan-only, and the 6 also offers a diesel engine option, something the folks at Honda have looked into in the past, but haven’t carried across the line yet … at least not Down Under.

Deciphering the Mazda6 model range is at first a little like cracking the code on the Rosetta Stone. The options are: sedan, hatch and wagon bodies in ‘Limited’, ‘Classic’, ‘Touring’, ‘Luxury’, ‘Luxury Sports’, ‘Diesel’ and ‘Diesel Sports’ specification levels. It’s enough to make your head hurt at first glance, but once you come to grips with the caveats on those combinations it’s really not too hard to grasp.

Here goes: Limited is the entry-level trim, available in sedan only. Classic is next, and you can have that in all three body styles, but the wagon is auto only. Touring is a wagon-only, auto-only deal. Luxury is a sedan-only, auto-only deal. Luxury Sports is a hatch-only affair, but you can have either the manual or auto transmissions. Diesel – it’s wagon-only and manual-only, while Diesel Sports is also manual-only, but available only in the hatch.

If you inferred from this complex lineup that there’s no auto option for the diesel, you’d be correct, and that’s a pity because a diesel auto would rock. But the diesel was mainly conceived for Europe, where diesel manual is the flavour du jour, and an auto’s not in the wings for this engine any time soon. Also, the diesel engine’s not available in the sedan – it’s a hatch- or wagon-only deal.

The powertrains are simpler: the mainstay of the range is a 2.5-litre DOHC four cylinder petrol engine that makes 125kW @ 6000rpm and 226Nm @ 4000rpm. In a body that weighs between 1400kg and 1600kg, depending on model, it’s not the speediest option in the market from a standing start, but the performance is far from inadequate. (One of the bugbears with a really well-sorted chassis like this one is that you want more power. If they gave you that, some other weak link would rear its head – torque steer perhaps. There’s always a weak link with every car, dynamically, and with this one it’s outright power delivery.)

You can have a five-speed auto or six-speed manual transmission with the petrol engine – subject to the model-range caveats above. And if you drive like a half-cut psycho on a twisty mountain road you’ll discover that there’s a bit of a gap between second and third in the auto, which a six-speed auto would also fix. It’s not on the shopping list either in the foreseeable future – probably because 99.9 per cent of owners don’t drive like that. It’s absolutely fine for normal driving.

One of the really cool things about using the auto in manual mode is that the downshifts are achieved by nudging the shifter forwards, with the upshifts accomplished by dragging it back (think: BMW). Although this is opposite to the convention used by some other Japanese and Korean entrants, it gives the car even more European flair, as well as making better ergonomic sense.

The diesel is a 2.2-litre four cylinder that makes 132kW @ 3500rpm and 400Nm from 1800-3000rpm, and it comes complete with a catalyzing exhaust filter to trap the undesirable particles. Obviously the diesel’s the pick from an output perspective, provided you’re happy to shift gears manually and search every unfamiliar servo for the lone diesel pump hidden somewhere counter-intuitive…

The best petrol combination for fuel consumption is the Limited manual, which pulls a respectable 8.3L/100km in the ADR combined-cycle test, while the worst is the Touring auto on 8.9. The diesel represents a significant improvement – 5.9L/100km – but you have to offset that against the often-higher up-front fuel cost.

Mazda has done what most car companies do as the referee blows the whistle at half time in the platform’s life. It’s tarted up the car externally with additional garnish, different (lighter) wheels, etc. And the net result in this case is a minor improvement on a car that already ticked all the style boxes. On the inside, the plastics and fabrics are better, and the fit and finish is typical of the best quality the Japanese can achieve. And since the Japanese achieve the best build quality in the world…

The equipment levels are up there, too. In the absence of curing your insomnia by detailing the matrix of which bells and whistles go with each of the seven specification levels, let’s just say the equipment levels are high, considering the price. And it’s a very comfortable car with excellent control and instrument achitecture.

The price? In as much as you can tell these days – seeing as it’s all negotiable at the dealership – the Limited notionally kicks off at $27,310 plus on-roads while the Diesel Sports hatch tops the range off at $42,815 plus on-roads. Which is pretty sharp.

There are a few quirks, however: On the plus side, metallic paint is a no-cost option. So, in terms of the auto industry’s average Dickensian mindset of slapping you with a fee – often a fee you can’t jump over – for the silver (or whatever) paint, Mazda gets a big tick there.

Then there’s the sat-nav, however, which is (Are you sitting down?) a staggering $2800 option. And okay, it includes a seven-inch touchscreen, voice activation, Bluetooth (and Bluetooth music streaming) and Whereis Sensis maps (but isn’t hooked up to a reversing camera, which isn’t available even though many other Japanese cars offer this). Mazda says the high-priced sat-nav is available because some buyers demand it. And I guess if I could sell GPS to the public at 10 times the price of a Tom Tom, I’d probably leave journalism and do that all day long. From a base in Monaco.

The bottom line: Mazda6 V Accord Euro – a pretty tough call if you’re in the market for a sedan, but a no-brainer if you want a hatch, a wagon or a diesel. Drive one, and go figure that anyone still buys a Camry.

2010 Mazda6 Pricing & Specifications

Mazda6 Limited (sedan from $27,310*)

2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
Six-speed manual or five-speed Activematic transmission
Front-wheel drive
Air-conditioning, cruise control, MP3-compatible CD-player with four speakers, aux-in jack for MP3 player, power windows and mirrors, remote central locking, tilt and telescopic adjustable steering wheel and variable intermittent wipers, 16-inch steel wheels with 205/60 tyres, chrome exhaust extensions, body kit with front and rear aero bumpers and side skirts
Anti-lock Braking System (ABS), Dynamic Stability Control (DSC), Traction Control System (TCS), Emergency Brake Assist (EBA), Emergency Brake-force Distribution (EBD), Hill Launch Assist (HLA) (manual only), front, side and curtain SRS airbags, active front head restraints

Mazda6 Classic (sedan from $31,750*; hatch from $32,750*; wagon from $35,050*)

2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
Six-speed manual (sedan and hatch) or five-speed Activematic transmissionMazda6 Limited equipment plus auto headlamps on/off, Bluetooth® phone connectivity, dual-zone climate control air-conditioning, leather wrapped steering wheel, wipers with rain sensing function, MP3 compatible six-disc in-dash CD player with six speakers, steering wheel mounted audio controls, trip computer with current and average fuel consumption, fuel range, average speed and speed alert
Newly designed 17-inch alloy wheels with 215/50 tyres and front fog lamps

Mazda6 Diesel (wagon from $36,250*)

2.2-litre in-line four-cylinder 16 valve DOHC intercooled turbodiesel engine with 132kW and 400Nm
Six-speed manual transmission
Equivalent equipment level to Mazda6 Classic

Mazda6 Touring (wagon from $38,120*)

2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
Five-speed Activematic transmission
Mazda6 Classic equipment plus leather seat trim, seats (front) with three-position memory function and eight-way power adjustment (driver) and four-way power adjustment (passenger), parking sensors (front and rear)

Mazda6 Luxury (sedan from $40,905*)

2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
Five-speed Activematic transmission
Mazda6 Touring equipment plus: sports grille, blackout instrument cluster, leather wrapped gearshift knob, paddle shift gear control, power sliding and tilt glass sun-roof, rear view mirror with auto dimming function, premium Bose® 240 watt amplifier with eight speakers, LED rear lamps, xenon headlamps

Mazda6 Luxury Sports (hatch from $41,415*)

2.5-litre in-line four cylinder 16 valve DOHC petrol engine with 125kW and 226Nm
Six-speed manual or five-speed Activematic transmission
Mazda6 Luxury equipment plus rear spoiler, aluminium pedals and footrest, bi-xenon headlamps with Adaptive Front-lighting System (AFS), updated 18-inch alloy wheels with 225/45 tyres

Mazda6 Diesel Sports (hatch from $42,815*)

2.2-litre in-line four-cylinder 16 valve DOHC intercooled turbodiesel engine with 132kW and 400Nm
Six-speed manual transmission
Equivalent equipment level to Mazda6 Luxury Sports without power sliding and tilt glass sun-roof

Satellite Navigation Option ($2800*)

Available on Luxury, Luxury Sports and Diesel Sports models only
Seven-inch touch-screen satellite navigation integrating Whereis® Sensis maps, Bluetooth (hands-free compatible), Bluetooth audio (MP3 player compatible)
Controlled by either touch-screen or voice

*Pricing is a guide as recommended to us by the manufacturer and does not include dealer delivery, on-road or statutory charges.

Kia Optima Review

Mon, 27 Aug 2012 22:47:47 +0100

When Kia launched the latest-generation Kia Optima in Australia in January 2011, it was hailed as a quantum leap in design next to its predecessor – the uninspiring Kia Magentis.

Here was an affordable medium-size sedan from Korea with clean lines and sleek styling that had the global motoring media doing double takes.

The Kia Optima followed the launch of the equally smart, Euro-styled Kia Sportage that was billed as the first complete Kia design under chief designer Peter Schreyer, of Audi TT fame.

Kia launched the new Optima with just one trim level: the Platinum edition. And as the name suggests, it came fully loaded with a host of luxury features as standard equipment for the grand total of $36,990 before on-road costs.

In January 2012, Kia added a second, watered-down trim level to the Optima range, which they called the Si – which we’ve now tested.

Features such as the sunroof, leather seats, 18-inch rims and push-button start were deleted from the Kia Optima Platinum inventory, but so too was $6500 off the price, creating the entry-level Optima Si for $30,490 before on-road costs.

That’s not to say that you’re going to get a stripped-out version of the Optima with your purchase of a Si model. On the contrary, there’s plenty to like as you settle in to this budget-priced edition.

There’s no shortage of premium grade features with leather-accented seats with contrast stitching, reverse parking sensors, reversing camera with parking guidelines, auto-dimming rear view mirror, leather wrapped steering wheel with remote controls for audio, phone and cruise control, dual-zone climate control, electric folding mirrors (heated), Bluetooth phone and music streaming and a decent six-speaker audio unit.

Other creature comforts omitted from the Kia Optima Si model include a colour TFT instrument cluster, satellite navigation (with free map upgrades for three years), front seat warmers with cooled driver’s seat, full leather trim, premium audio system – and, sadly, LED daytime running lights.

Despite the absence of full-leather trim and soft-touch materials on the dash, the Kia Optima Si still feels semi-premium inside the cockpit.

It’s a driver-centric centre stack with clearly defined switchgear and plenty of metal accents that provide a quality look and feel to the cabin.

Passenger space is well catered for, too, with plenty of rear legroom, although headroom for rear seat passengers is slightly compromised by the tapered roofline.

The seats themselves are positioned deep into the car, so it’s more a sports-style driving position up front, with just enough side bolster to hold you firmly in place during cornering, while also able to accommodate a variety of body shapes.

The same 2.4-litre four-cylinder petrol engine with direct injection and developing 148kW and 250Nm of torque to the front wheels powers the entire Kia Optima range.

In terms of performance that’s significantly more grunt than the Optima’s main rivals, including the Toyota Camry (135kW/235Nm), Honda Accord (133kW/222Nm) and Mazda6 (125kW/226Nm).

So there’s plenty of punch from a standing start and enough mid-range torque to maintain a solid pace when overtaking slower moving vehicles on the freeway.

The problem is that at the mid-to-high rev range this engine can be unpleasantly noisy when hard on the throttle. It’s an issue that’s accentuated by harsh kick-downs by the standard fit six-speed automatic transmission as it strives to maintain the required torque output.

Unfortunately, Kia does not offer a diesel option in the Optima range, which could have gone a long way to addressing the above gripes.

However, there are no such issues with the Kia Optima at slower or cruising speeds, where the transmission is keen to move into top gear in the interest of lower fuel consumption and CO2 emissions.

For those drivers wanting greater driver involvement there’s a Sport mode that allows sequential manual shifts via steering wheel-mounted paddle shifters or the standard shift lever itself.

The Optima’s transmission is relatively quick shifting, making the paddle shifters the preferred option for this reviewer, when conditions permit. The plastic levers feel cheap, however.

The Kia Optima has been tuned for Australian roads and it rewards with a satisfying ride that favours an authentically sporty character over sheer comfort.

However, the ride is always pliant even over poor surfaces, despite an underlying firmness to the Optima’s suspension that begs you to exploit what is a very composed chassis.

There’s minimal body roll for what is a medium-to-large family sedan, along with loads of grip in the corners despite the Si model’s smaller 17-inch wheels and narrower 215/55 series tyres (down from 18-inch wheels and 225/45 series on the Platinum model).

Thankfully, Kia has chosen to stick with a traditional hydraulic power steering system for the Optima, which in this case provides reasonable feel and communication through the steering wheel. It’s also quick to respond to steering inputs, too. Our only issue is that the steering weight can be inconsistent and there is some kickback over medium to large bumps.

The five-star ANCAP rated Kia Optima Si ticks all the boxes when it comes to active and passive safety, too.

Standard fitment across the Optima range includes six airbags (dual front, dual front side and full-length curtain), active head restraints, electronic stability control with traction control, anti-locking brakes with electronic brakeforce distribution and brake assist rounding out the safety features.

Kia Australia recently introduced capped-price servicing and free 24-hour roadside assistance across a five-year, unlimited kilometre warranty period along with annual service intervals across their model range.

The Kia Optima Si is undeniably one of the best value buys in the medium car segment. It offers European styling, an unrivalled level of standard features, strong four-cylinder performance with decent handling and ride.

2014 Kia Soul: fresh styling for quirky Korean box

Mon, 27 Aug 2012 22:46:59 +0100

The second-generation Kia Soul has been captured undergoing testing in Europe by CarAdvice’s spy photographers, giving us our first look at the updated design of the funky box-shaped small car.

Kia is expected to unveil the all-new Soul by the second half of next year before the quirky hatchback rolls out across the US, Europe and Asia, and then Australia in 2014.

The anticipated launch timing of the next-generation Kia Soul suggests the current model will have a shorter than average lifespan, having entered production in South Korea fewer than five years ago in 2008.

The new Soul has been restyled under the watchful eye of the brand’s revolutionary designer, Peter Schreyer, who has had something akin to the Midas touch since joining the company in 2006.

The spy shots reveal the basic shape of the current Soul will be retained but the details will be overhauled in line with Kia’s new design direction.

The two-piece headlight and indicator assemblies will be integrated into a cleaner, more conventional arrangement, while the ‘tiger nose’ grille will be wider and narrower and the gaping lower intake will adopt a new mesh grille and sit more flush with the bumper.

The new model also looks wider than the current Soul, potentially with a lower roofline, while the bulbous bonnet has been toned down, creating a more masculine appearance.

The rear-end redesign will also be evolutionary rather than revolutionary, with upgrades to the vertical tail-light towers and a reshaped bumper with repositioned reflectors.

Earlier spy shots of the car’s cabin have revealed the new Soul will get a complete interior makeover, with a cleaner and more modern dashboard and centre console layout than the current model’s basic, plasticy design.

A convertible version of the Soul, based on the 2009 Kia Soul’ster concept, was originally on Kia’s long-term production plan, but a company spokesman has since confirmed with US publication Car and Driver that those plans have been dropped.

CarAdvice also understands there are no firm plans at this stage to produce a sports version of the new Soul in the vein of the 184kW 2012 Kia Track’ster concept.