Toyota Aurion Sportivo ZR6 2013 – Review

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The Aurion is the car that almost bridges the gap between Toyota and Lexus. You get the same 200kW, 336Nm, …full story

Mazda Mazda6 GSX 2013 – Review

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When you want one of the best-looking station wagons out there to have a little more pep than the base …full story

Blogs: Currently ethanol won’t solve the petrol problem – it’s a green myth. Coal could be used to make diesel.

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February 15th, 2008 by darren

I came across a great piece by Stansberry Research a couple of days ago about ethanol. I’ve usually found the Stansberry crew to be right on the money when it comes to research about commodities, so here’s a snippet regarding ethanol and whether it’ll solve the petrol problem, and whether we should convert coal to diesel.

Q: How does ethanol refining offset the need for crude oil refining? — N.R.

A: It doesn’t. In 2006, we used 17% of the U.S. corn crop to make just 2% of the fuel supply.

In fact, we can’t produce enough ethanol to meet the goal of 35 billion gallons set by Bush. We can produce about 15 billion gallons of ethanol per year using current technology — we produce about 20 billion gallons of gasoline per year.

However, gasoline is only 50% of what refineries produce. Ethanol can’t replace jet fuel or diesel fuel or fuel oil.

The other problem with ethanol is getting it from the refineries to your car. Ethanol is highly corrosive, so pipes and tanks must be made of stainless steel. That’s expensive. Ethanol’s also hydrophilic (it loves water), so it requires special handling to keep it from absorbing water.

There is a great article debunking some of the “green” myths about ethanol in the February 2008 issue of Technology Review. Here are some highlights:

¢ 54% of the energy in ethanol is offset by the fossil fuel used to process it.
¢ Another 24% is offset by the energy used to grow the corn.
¢ Ethanol’s actual greenhouse gas emissions are only 15% to 20% less than gasoline.

Once cellulosic ethanol can be brought to commercial production, we’ll see significant (82% to 85%) reduction in greenhouse gas emissions. However, it’s not commercially viable yet. As I mentioned last week, the only real impact the U.S. can immediately have on crude oil usage is to cut gasoline usage by driving less, and driving smaller cars with much higher fuel economy.

However, we like our hulking vehicles too much for this to happen.

Q: I’ve heard that the technology for the conversion of coal to oil is already in use profitably in other countries… and that the U.S. has a near-limitless supply of coal. Why do we not focus on this source of energy? — D.E.

A: The Germans pioneered the Fischer-Tropsch process (to convert coal to diesel fuel) during World War II. The country had abundant coal reserves, but little oil. Sasol — a $30 billion South African company — has used the process to produce fuel for years.

The process is not difficult. However, oil was so cheap for so long that there was no need to convert coal to liquids. Now that oil prices are in the stratosphere, Fischer-Tropsch might get some extra attention.

Modern chemical engineers have succeeded in adapting it to produce clean fuels — not just diesel. The Air Force test flew B-52 Bombers and a C-17 Globemaster on a blended synthetic fuel of liquid coal and natural gas last year. And scientists at my alma mater, Penn State University, tested a helicopter using a blended fuel that was 50% liquid coal in March 2006.

I think liquid coal is probably a better fit for our current infrastructure than ethanol (see below). That’s because it’s essentially “plug and play” technology. We can make it using existing refining infrastructure — with some retrofitting. And we don’t need a lot of new construction to use it.

The big question is: Will we be driving on it in the near future? It doesn’t look that way right now… None of the big oil refiners — Chevron, ExxonMobil, Sunoco, or Valero — has plans to retrofit their refineries.

However, the military sees strategic merit in having and using a domestic fuel supply, so I expect it to make an appearance on military bases within the next couple of years.

Source: Stansberry and Associates

Posted by on February 15th, 2008 in Blogs

Blogs: The perfect car for Valentine’s Day

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February 14th, 2008 by darren

The obvious choice for Valentine’s Day is chocolates and flowers. But, with the right car you can have a quick different Valentine’s evening.

Take, for example, the Dodge Avenger with MyGIG. It uses the screen in the centre of the dash to display DVDs. You could sit in the front seat and watch a romantic comedy.

But one better is the Subaru Tribeca with its fold-down DVD screen in the back. This means you can have the back seat. No annoying handbrake or gearstick to get in the way of canoodling. Find a quiet look-out point, take a copy of When Harry Met Sally, a bottle of wine for the passenger (and non-alcoholic drink) for the driver, and see if you can steam up the windows.

Posted by on February 14th, 2008 in Blogs

Blogs: Audi S5 – could I live with it?

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February 13th, 2008 by darren

I’ve had the S5 for 3 days now. It’s a quattro (4WD) V8 with a coupe body. Kind of a competitor to the BMW M3, but $30,000 cheaper, and four-wheel drive. The question is, could I live with it. The power and noise I could live with. The looks are all sleekness and muscles, and that’s great. But how can engineers place a cup holder right in front of the gear stick? Anywhere else would have been fine – a pop-out thing from the dash like Holden/Saab, in the doors like many manufacturers do, etc. Just because I drive a coupe doesn’t mean I have a bodily reservoir like a camel. Perhaps I’m wrong – perhaps people ignore these things when they buy, then come to resent them over time. Having the luxury of driving lots of new cars, its surprising how common little foibles like this are, and how much they can be irritating even after just a few days.

Posted by on February 13th, 2008 in Blogs

Blogs: Is the classic car bubble about to burst?

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February 11th, 2008 by darren

We’ve had an enormous run of strong sales in classic and historic cars of all types, and especially muscle cars. Like any market, it can’t keep going up forever, so is it about to burst? While Barrett-Jackson and Retromobile continue to pull in the high bids, Swann Insurance’s classic car sale last Friday night failed to attract even one bid for any of the cars offered, including (reportedly a Ford Mustang and a mint Lamborghini Urraco. Barrett-Jackson sold 100 less cars than it did last year, but the total money taken was higher. Perhaps recent news in the Herald about the housing market slowing down and general financial unrest worldwide is causing some jitters and only the really premium examples are selling It may not have run its course yet, but what goes up must come down (even if just a little way). Now is definitely the time to exercise caution if you’re looking for a collectible car.

Posted by on February 11th, 2008 in Blogs

Mitsubishi: Mitsubishi Lancer VRX manual (2008) – Road Test

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February 9th, 2008 by Car and SUV

Mitsubishi Lancer VRX 2008 fq

New Life is the new Lancer’s catchphrase. In fact, the Lancer has been reborn numerous times since the world first laid eyes on it in 1973. In 1973 I was the New Life that my parents were practising creating (they eventually got good enough to succeed), Pink Floyd released The Dark Side of the Moon, the Endangered Species Act was passed, and there was the Arab Oil Embargo which triggered the Energy Crisis.

While my conception (so far) has had minimal effect on Mitsubishi, the Arab Oil Embargo was very important for the Lancer. The shortage of petrol meant you couldn’t give away the big muscle cars that are (ironically) now worth hundreds of thousands of dollars to collectors. It started getting people out of big V8s and into smaller-engined frugal Japanese cars.

Pulling this new Lancer along by the front wheels is the World Engine developed jointly with Chrysler and Hyundai — the Global Engine Manufacturing Alliance (GEMA). Its model number is 4B11, a departure from the usual 4G6X engine associated with Lancers, and it’s a 2-litre MIVEC mill producing 115kW at 6,000rpm, and 201Nm of torque at 4,250rpm. It gives the VRX adequate performance for everyday motoring, but it’s the platform that is the star. Mitsubishi shares the GS platform with Chrysler and, along with the shared engine obviously contributes to the Lancer’s sharp pricing and sharp handling. Drawing on decades of rally experience, the VRX simultaneously feels light and agile on the road, but with an undertone of sturdiness. The VRX is what you buy if you want something sporty that’s as manoeuvrable as a hummingbird, but you can’t justify or afford the Evo. Our test car was a manual, and with a light clutch and relatively short-throw gearbox action it encouraged spirited driving. A CVT automatic with paddle shift is also available for those who contend with rush hour regularly.

The body styling looks coherent again, something in my opinion that hasn’t happened since Evo II/III of 1994-1996. The forward-sloping shoulder line points towards the shark-like nose capped by the slightly bulging bonnet. There’s a hint that the raked grille can barely contain the engine, visually strapped in as it is by a design line that runs horizontally through the middle of it.

From the back, the large spoiler forms a mono-brow across the glaring rear lights — it’s even slightly intimidating while you’re following it and that might deter tailgaters.

Inside it’s the usual Lancer fare: a safe and slightly boring interior that will not polarise opinion, cause offence or otherwise inspire emotion. Best just to leave the chassis to do that, and you can experience it in the palms of your hands through the steering wheel as the MacPherson struts, coil springs and stabilisers encourage the 215/45R18 wheels and tyres to bite hard into the corners. They conceal 16-inch disc brakes which, in conjunction with ABS, EBD and Active Stability Control, extend your ability to reach the edge of the Lancer’s capabilities.

Other safety features include the cornering headlamps that angle the light in the direction you are steering, seven airbags (including a driver’s knee airbag that works in unison with seatbelt pretensioners) and the Reinforced Impact Safety Evolution (RISE) bodyshell design that consists of a super-strength cabin surrounded by crushable zones to absorb impacts.

While the Lancer’s interior is not that inspiring, it is certainly functional. A 6-CD MP3-compatible stereo, climate control air conditioning and a fancy Bluetooth hands-free telephone system make commuting far more pleasant. Privacy glass in the rear reduces glare for back seat passengers, and contributes to the sleek look of the exterior.

Cars can sometimes lose their way only to be reborn in a flash of brilliance and confidence. The Golf GTI is one of them, and the Lancer may prove to be another. Its 35-year history has seen the highs and lows of rally success, and a mediocre previous model (not including the Evo). If this shows the way forward for the Lancer it will inject New Life and new enthusiasm into potential customers.

Price: from $33,990 (manual, as tested), or $35,490 for CVT

We like:

  • That Mitsubishi can make a car this good for this price
  • Handling
  • Exterior styling
  • Seat comfort

We don’t like

  • Air vents are in the wrong place — impossible to chill your face without frostbite to the hands.
  • Interior a bit drab in places
  • A slightly fatter steering wheel is my preference

Words and photos Darren Cottingham

VRX Manual

VRX CVT
Model code LA3VRX41 LA4VRX41
Seating capacity – persons 5 5
Dual stage air bags (driver, passenger, side, curtain, driver knee)
Immobiliser
Active Stability Control
2.0 litre MIVEC (4B11)
Fuel octane – unleaded 91
Exhaust emission regulation: EU-STEP4
Gearbox 5 speed manual 6 speed CVT with sports mode and paddle shift
Traction control
Shift knob leather leather
Front Macpherson strut with coil spring & stabiliser
Rear suspension multi link with stabiliser
Sport-tuned suspension
Front strut tower bar
Park brake lever type with leather with leather
ABS with EBD
Front brake – disc (ventilated) 16″ 16″
Rear brake – disc (drum in) 16″ 16″
Alloy pedals
Steering wheel – 3 spoke leather leather
Cruise control
Hands free Bluetooth telephone system with voice recognition
Audio controls on steering wheel
Alloy wheels 18″ 18″
Front and rear tyres: 215/45R18 89W
Spare wheel: space saver type
Simple tool & jack set
KOS – keyless operating system with 2 transmitters
Power windows front and rear with key off timer
Outer door handle body colour body colour
Door inside handle bright bright
Windscreen glass laminated
Privacy glass
Back screen with hot wire and timer
Front and rear seats: VR-X sports type
Front and rear leather seats option option
Driver’s seat: slide, recline & height adjusters
Front passenger seat: slide and recline adjusters
Rear seat: low back 3/2 split with 3 headrest
Rear centre arm rest with cup holder
Front seat belt: 3 point with ELR x 2
Front seat belt pretensioner with force limiter & adjustable anchor
Rear seat belt: 3 point with ELR & ALR x 2 and 3 point belt with ELR x 1
Instrument panel garnish – Geometric check print
Instrument panel ash tray
Floor console standard type with cloth lid
Assist strap retractable type x 4 x 4
Coat hanger x 1 RH side
Sunvisor driver with mirror, lid and ticket holder
Sunvisor passenger with mirror, lid and ticket holder
Outside door mirror power type body colour
Drivers foot rest
Front mud flap
Rear mud flap
Front air dam extension
Side air dam
Rear spoiler
ISO fix child-restraint
Tether anchor x 3 x 3
Air conditioning auto auto
Auto lighting control
Headlamp type discharge discharge
Headlamp levelling device
Cornering lamp
Auto lights off system
Front fog lamp
Room lamp with map lamp
Rear room lamp
Windscreen wiper: 2-speed with variable auto intermittent and rain sensor
Headlamp washer
6 disc CD with MP3 and AM/FM radio
Speakers 6 6
Clock digital quartz
Accessory socket on console
Accessory socket in console box
Model code LA3VRX41 LA4VRX41
Displacement (cc) 1,998 1,998
Max power (DIN) kW @ rpm 115 @ 6,000 115 @ 6,000
Max torque (DIN) Nm @ rpm 201 @ 4,250 201 @ 4,250
Bore and stroke (mm) 86.0 x 86.0 86.0 x 86.0
Compression ratio 10.0:1 10.0:1
Fuel consumption – l/100km 8.1 8.5
C02 g/km 192 203
Fuel tank capacity (litres) 59 59
Overall length (mm) 4,570 4,570
Overall width (mm) 1,760 1,760
Overall height (mm) 1,490 1,490
Wheelbase (mm) 2,635 2,635
Track front (mm) 1,530 1,530
Track rear (mm) 1,530 1,530
Turning circle (m) 10.0 10.0
Kerb weight (kg) 1,355 1,385
GVW (kg) 1,850 1,850
Head room – front (mm) 950 950
Head room – rear (mm) 895 895
Trunk volume by VDA (litres) 400 400
Towing capacity with brakes (kg) 1,000 1,000
Towing capacity without brakes (kg) 550 550
Type 5-speed manual 6-speed CVT
Gear ratios 3.538 ~ 0.820 2.349 ~ 0.394
1st 3.538 2.349
2nd 1.913 1.397
3rd 1.333 1.074
4th 1.028 0.832
5th 0.820 0.631
6th —- 0.518
rev 3.583 1.750
final 4.235 6.120
Posted by on February 9th, 2008 in Mitsubishi, Road Tests / Car Reviews | Tags: , ,

Blogs: Why are classic and muscle car prices so high?

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February 7th, 2008 by darren

Excluding brand new cars like the Veyron, over 60 second hand cars sold for more than US$1 million dollars in 2007. The highest price paid was over US$9m, approaching the US$9.8m paid in 1987 for a Bugatti (though, not if you adjust for inflation).

What’s causing this rise? Markets go through phases. Savvy investors put their money where the big returns are. The property market worldwide has looked overcooked for 3 years, and in America it’s all tumbling down with the subprime mortgage crisis, and mortgagee foreclosures at record highs. It’s no better in the stock market. We’ve entered a bear market, and even blue chip stocks are volatile. Even investing your money in relatively safe debentures and high interest vehicles has come unstuck with finance companies collapsing left, right and centre.

So you’d think that all things automotive might be buoyed by the halo effect of classic cars, but it’s not the case. As an example, Harley Davidson shares (NYSE: HOG) are down 50% from their high – a product which people buy as a luxury item, like a collector car.

And petrol is an increasing concern. The oil companies’ shares are holding up very well globally, as are mining and precious metals stocks. Back in the ’70s when the oil crisis hit you couldn’t give away muscle cars that are today worth 7 figures, but that’s not the case today. Typically when people are panicking about global markets there’s a rush to items with rarity, be they art, classic cars, or classic guitars. This time it’s the turn of the car. Their image has been bolstered by several movie remakes (Gone in 60 Seconds for ‘Eleanor’, The Dukes of Hazzard for the Dodge Charger, etc), and baby boomers with disposable income are hitting retirement and want a toy.

Can this market go on? Probably not. It’ll reach a peak like Angora goats, internet domain names and personalised plates, then will drop back. The savvy investors will have taken the easy money and moved onto the next thing.

Posted by on February 7th, 2008 in Blogs

Nissan: Nissan X-Trail Ti-L (2007) – Road Test

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February 7th, 2008 by Car and SUV

Nissan X-Trail 2007 fq

It’s a suitably rugged name to imply the outdoors. Whether you read it X-Trail or Cross-Trail doesn’t matter; the fact is that it is competent on most on- and off-road trails (except those where the mud is up to your knees because the ground clearance is only 200mm).

This new top-of-the-line X-Trail superficially doesn’t seem much different to the old one. Because it’s not — it was really just a case of Nissan listening to the suggestions of its customers. It still needs a bit of a hand on the looks department, but the old X-Trail was pretty much perfect for its intended audience, so this one puts a bit more icing on the cake.

Exceptionally roomy on the inside, while maintaining sensible exterior dimensions, Nissan’s designers have done a good job of maximising interior space, from the unusual location of the front heated/cooled cup holders (above the air vents to heat/cool drinks), through to the innovative drawer system underneath the boot that allows you to store thievable items out of sight.

If you need extra space in the back, the drawers can be removed, and cargo hooks and tie-down points in the boot allow you to secure large loads. With the rear seats up, 603 litres of holiday paraphernalia can be loaded in the back. And, if you’re spared the trials and tribulations of children asking you whether you’re there yet, you can fold the rear seats flat and fit an even more impressive 1773 litres. The washable luggage board and 12-volt power outlet in the boot are convenient for holiday motoring.

In the front there’s a new dashboard storage box, the glovebox is of a reasonable size, and there are other cubby holes and trays for the bits and bobs that always end up on trips.

The front suspension is mounted on a sub-frame that has compliant rubber mounts to isolate road noise and vibrations from the chassis. A front anti-roll bar, attached directly to the strut assembly, reduces body roll when cornering. While the X-Trail isn’t quite as comfortable as Nissan’s Murano, this suspension setup makes driving it at road speed like sitting in comfy chair in a small earthquake — pleasant with a hint that the ground might be moving beneath you. This chair is power-adjustable on the driver’s side and when fully up (aided by the X-Trail’s height) has the visibility of a grassy knoll at a presidential parade, which will appeal to shorter drivers.

The Nissan uses a 2.5-litre DOHC engine putting out 125kW and 226Nm, mated to a CVT auto gearbox. It’s also available in 6-speed manual, though remarkably the CVT is fractionally more fuel efficient.

There’s ample towing capacity for a medium-large caravan or a fairly large boat (2000kg on a braked trailer). Of course, pulling your accommodation behind you won’t let you get anywhere near the 9.3l/100km quoted, but that figure is acceptable for general motoring in a car this size.

Riding on 215/65R17 tyres on 17-inch rims the X-Trail will cope with most terrain admirably. Sharp changes of direction are not its forte, but it does have an intelligent 4WD system that monitors which wheel needs more power. This is coupled to the traction control, electronic stability program, ABS, brake assist and electronic brakeforce distribution. Other helpful electronics include the Hill Descent Control (it keeps the car at a steady 8kph downhill using the ABS) and Hill Start Assist, which holds the brake on until you press the accelerator when starting on an incline. Add that to the six airbags and you get a 4-star ANCAP crash rating and 2-star pedestrian protection rating.

Take a look around the outside and you’ll see a thick rear quarter pillar. This would be a significant blind spot were the mirrors not so large. It gives the X-Trail’s rear a slightly unbalanced look compared to the front — Nissan may have got the overall driving formula right, but function wins over form in this case. The front corners of the car are more visible when manoeuvring, but reversing with that thick rear pillar is a different story.

In the medium SUV market the X-Trail really holds its own. The innovative features and interior planning make the X-Trail versatile, and the ride comfort and driving position make the X-Trail a pleasant machine for long journeys.

Price as tested: from $43,895

What we like

  • Very comfortable
  • Good versatility of load space/storage — makes you want to go on holiday
  • Change from 2WD to 4WD and it’s good enough for most of the off-road driving you’re likely to do
  • Feels like it’s screwed together well

What we don’t like

  • Still a hint of ugly
  • Despite anti-roll bar, soft suspension means you won’t be attacking the corners like Senna. Would benefit greatly from magnetically adjustable suspension, or some other way of stiffening it up

Words Darren Cottingham, photos Dan Wakelin

Engine

  • 2.5 Litre Petrol, 16 Valve
  • Capacity – 2488 cc
  • Power – 125kW@6000rpm
  • Torque – 226Nm@4400rpm

Transmission

  • 6 Speed Manual or CVT
  • All Mode 4×4 System

Suspension

  • Front – Independent MacPherson Struts
  • Rear – Parallel Link Struts
  • Front & Rear Stabiliser Bars

Brakes

  • Ventilated Front and Rear disc brakes
  • ABS Anti-Lock Braking System
  • Electronic Brake Distribution System (EBD)
  • Brake Assist System
  • Park Brake

Wheels / Tyres

  • Steel Wheels with Covers
  • Tyres – 215/65R16
  • Spare Wheel – Full Size Steel

Dimensions

  • Overall Length – 4630 mm
  • Overall Width – 1785 mm
  • Overall Height – 1685 mm
  • Wheelbase – 2630 mm
  • Track – Front – 1530 mm
  • Track – Rear – 1535 mm
  • Turning Circle – 10.6 m
  • Ground Clearance – 200 mm
  • Approach Angle – 26 degrees
  • Departure Angle – 22 Degrees

Exterior

  • Body Coloured Bumpers
  • Body Coloured Front Grille
  • Chrome Rear Door Finisher
  • Door Handles – Black
  • Front & Rear Mudflaps
  • Power Door Mirrors – Body Colour
  • Roof Rails

Interior

  • Seating Capacity – 5
  • Cloth Seat Trim
  • Front Bucket Seats with Recline
  • Driver Seat Height Adjustment
  • Active Headrests
  • Adjustable Front & Rear Headrests
  • 60/40 Split Folding Rear Seat
  • Fold Flat Rear Seat
  • Rear Seat Armrest
  • Tilt Adjustable Steering
  • Day / Night Rear View Mirror
  • Tonneau Cover

Weights / Capacities

  • Tare Weight – Manual – 1525 kg
  • Tare Weight – CVT-M6 – 1554 kg
  • GVM – 2100 kg
  • Luggage Capacity VDA – 603 L
  • Luggage Capacity VDA – Rear Seats Folded Flat – 1773 L
  • Towing Capacity (unbraked) – 750 kg
  • Towing Capacity (braked)- 2000 kg

Comfort & Convenience

  • 12 Volt Power Outlet – Cargo Area
  • Air Conditioning with Rear Duct
  • Driver Foot Rest
  • Door Map Pockets
  • Centre Console Box with Lid
  • Cigarette Lighter and Ash Tray
  • Cruise Control
  • Cup Holders – Front – 4
  • Cup Holders – Rear – 2
  • Keyless Entry
  • Interior Courtesy Light
  • Intermittent Front Wipers
  • Intermittent Rear Wiper with Washer
  • Lockable Glove Box
  • Map Lights – 2
  • Passenger Assist Grips
  • Power Door Mirrors
  • Power Windows with Automatic Up/Down
  • Rear Luggage Area Tie Down Hooks
  • Rear Luggage Area Light
  • Rear Window Demister
  • Remote Central Locking
  • Seat Back Pocket
  • Underfloor Storage System
  • Sunvisor Mirror – Driver & Passenger

Audio

  • AM/FM Stereo
  • Single Disc CD Player
  • 4 Speakers
  • Roof Mounted Antenna

Instrumentation

  • All Mode 4×4 Indicator Lamp
  • Dash Illumination Control
  • Digital Clock – in Trip Meter
  • Door Ajar Warning Lamp
  • Drive Computer – Average Speed, Average Fuel Consumption, Distance to Empty and Trip Time
  • Exterior Temperature Gauge
  • Fuel and Temperature Gauge
  • Headlights-on and Key-in Warning Chime
  • Instrument Panel Dimmer
  • Low Fuel Light
  • Oil and Voltage Warning light
  • Speedo with Dual Trip Meter
  • Tachometer

Safety

  • Active Front Headrests
  • Anti-Lock Braking Systen (ABS)
  • Brake Assist (BA)
  • Childproof Rear Door Locks
  • Curtain SRS Airbags
  • Driver & Passenger Side SRS Airbags
  • Driver and Passenger SRS Airbags
  • Driver’s Window Interruption Detection
  • Electronic Brake Force Distribution (EBD)
  • Engine Immobiliser
  • Front Seatbelts with Pretensioners
  • Halogen Headlights
  • Height Adjustable Front Seatbelts
  • High Mount Stop Light
  • Impact Absorbing Steering Column
  • Laminated Tinted Windscreen
  • Side Intrusion Bars

Fuel

  • Recommended Fuel Type – Unleaded 91 RON or higher
  • Fuel Tank Capacity – 65 Litres
  • Fuel Consumption (Litres/100km) – 9.5 ADR
  • CO2 Emission (g/km) – 217
Posted by on February 7th, 2008 in Nissan, Road Tests / Car Reviews | Tags: ,

Ford: Ford Mondeo 2-litre station wagon (2008) – Road Test

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February 7th, 2008 by Car and SUV

Ford Mondeo station wagon 2008 fq

The Mondeo’s looks are a blend of Mazda6 meets Audi A4 meets Mitsubishi Lancer, a kind of Transformer robot in disguise that couldn’t quite decide which form to clone, so it did all three simultaneously. It does look sleek, from its fared front lights, along the forward-sloping shoulder line to the honeycomb rear lights.

In the UK, where I come from it’s considered a large car and often ends up having to earn its living, carrying that ball and chain of a moniker, the ‘rep-mobile’. Therefore the Mondeo is charged with a host of duties, responsibilities and some serious expectations not levelled at many other vehicles.

Being the backbone of many company fleets, it is pre-destined to receive a mountain of abuse. This can and often does include chemical spills, payload overload, the obligatory ‘damn good thrashing’, garden refuse disposal, as well as doubling as the mobile office/bedroom/kitchen/toilet (delete as applicable).

Donning my most heavily creased suit I prepare for the task ahead. Breath-freshener – check, cologne – check, pens in the shirt pocket — check, hands-free phone/fax/Blackberry — check, energy drink – check and finally, glovebox snacks — check.

Placing my jacket on coat hanger and stowing it on the passenger hook/handle, and tuning the radio into Classic Hits, I sit in the ‘big chair’ and immediately notice the slightly unconventional dash arrangement. For me at least, it only reinforces the ‘transformer’ theme as the area housing all the main controls smacks of robotic overtones, both in shape and finish (bright silver). Yes it’s very easy to use, but you’ve still got to look at it.

Trying to use the driver door mounted electric window controls may be an issue however, unless you are double jointed, as the handle partly obscures them. The steering wheel, also with shiny inserts, does feature SWATS (Steering Wheel Audio Toggle Switches) but it takes no less than six buttons to manage cruise control, while others manage with three.

Okay, so you may not be sold on the Mondeo so far, given my comments, but I haven’t yet made my final delivery, set to seal the deal. With its Duratec 2.0-litre 16v fuel injected engine, mustering just 107 kW @ 6000rpm and 185 Nm @ 4500rpm, you might think it a combination of underpowered yet thirsty, but no. Throughout its trials it dealt a truly remarkable 8.2 litres/100km (Ford quotes 7.9l/100km), causing me stop and check there wasn’t a diesel under the hood.

Around town and on the more challenging roads the chassis always delighted. Combined with excellent steering feel it truly tempted you to ‘play’ along and drive more. All the time, no matter what distances you put in, you never got out feeling like you needed to see a chiropractor. One thing to be aware of on our test car was how keen the brakes were to bite. To avoid your face becoming intimate with the steering wheel at velocity requires a more gentle braking action than many other cars.

I’ve made a big fuss about how the Mondeo would be a sensible decision for a sales rep’s car, and all these features actually make it a sensible decision for a family car. With a large boot and plenty of legroom in the rear, the spouse and brats can be transported in comfort and frugality, while being serenaded by the more-than-competent audio system.

So in summary, it’s a significant improvement over the popular previous model. It delivers a fun, comfortable, economical and safe drive, delivering you to your appointments easily, and at the same time carrying a substantial and easily accessible payload (494 or 1,685 litres, rear seats up/down respectively) ready for you to unleash on some poor suspecting customer.

P.S. Probably best not to trade acronyms with your colleagues in the company carpark though, as PATS = Passive Anti-Theft System can often be confused with PANTS = Passive ANti-Theft System).

Price: from $37,490

What we like:

  • Fuel economy
  • Driver engagement
  • Steering wheel height and reach adjustable
  • Load height and capacity
  • Stereo sound & i-pod/MP3 (in glove box) capability

What we don’t like:

  • Location of electric window controls behind door handle
  • Brakes a little sharp
  • Some cheap interior plastics

Words Phil Clark, photos Darren Cottingham

ENGINE & TRANSMISSION (WITH SPORTS PACK)

2.0L Duratec Petrol with 5 speed manual
4 cylinders in line
DOHC
16 valves
Alloy cylinder head and block
Electronic multipoint fuel injection
Dual-mass flywheel
1999 cc
107 kW @ 6000rpm
185 Nm @ 4500rpm
Combined Fuel Economy: 7.9 L/100km
Combined CO2 Emissions: 189 g/km
Euro IV emissions level

SAFETY AND SECURITY

5-Star Euro NCAP Safety Rating
Anti-lock Braking System with Electronic Brakeforce Distribution
Dynamic Stability Control (including Traction Assist and Emergency Brake Assist)
Front airbags (x2)
Front row side airbags (x2)
Driver’s knee airbag
1st and 2nd row side curtain airbags
Side impact door beams (front and rear)
4 wheel disc brakes (ventilated front / solid rear)
Remote power central / double locking
Locks — Anti-burst, high-security, shielded with child-locks on rear doors
Emergency brake light (Hazard warning light)
Follow-me-home lighting
Front seatbelt pre-tensioners
Seatbelt reminder system – driver’s and front passenger’s seat
Height adjustable mounts on front seatbelts
Decoupling safety pedals
Advanced collapsible steering column
Immobiliser – Passive Anti-Theft System (PATS)
Perimeter Alarm
‘ISOFIX’ child seat attachments (rear outboard seats only)

INTERIOR

Power front & rear windows
Leather steering wheel with cruise control
Manual air-conditioning with pollen filter
Single CD player
MP3 / ipod® AUX input in glove box
Steering wheel audio toggle switches
Instruments — Speedometer, odometer, tripmeter, tachometer, fuel gauge, water temperature gauge
Trip computer including average fuel consumption, average speed,
outside air temperature, trip reset, distance to empty (fuel)
Warning indicators for low fuel, oil pressure, direction indicators,
driver’s and front passenger’s seat belts, main beam, foglamps, ignition/alternator,
brake system/handbrake on, airbags, 0 degrees and 4 degrees Celcius frost warning,
maximum engine speed, message indicator, audible warning for ‘lights on’, key in ignition, door ajar.
Illuminated heater controls — 4-speed fan, temperature and direction control,
two dedicated side window demists and rear compartment floor ducts
Control stalks — Column-mounted for indicators, main beam, dip and flash, wash/wipe functions
Silver metallic-finish instrument cluster rings
Steering column — Reach and rake adjustable
Illuminated glove box
Centre console with hinged armrest
2 moulded cup holders in centre console
Centre armrest in rear
Driver’s footrest
Clock — Digital in instrument cluster and audio display
Mirror — Dipping rear-view, manual
Driver & passenger sunvisors with vanity mirrors
Driver manual lumbar adjust
Manual 2-way driver height adjust
Height adjustable front head restraints
Height adjustible rear head restraints (3)
60/40 split rear seats
Illuminated entry & theatre dimming
Infinity cloth trim
Courtesy lights — Front light (header mounted) & rear light
Luggage compartment light (Sedan and Hatch only)
Front & rear ashtrays
Front and rear doors — Release levers in satin chrome,
door pulls with satin chrome inserts, door stowage bins
Front & 2nd row 12V power socket
12V power socket in rear

EXTERIOR (WITH SPORTS PACK)

Capless refueling
16″ Steel wheels
Full size spare wheel
Halogen, polycarbonate stone impact resistant headlights, side lights,
rear fog lights, reversing lights, high-mounted rear brake light
Headlight levelling — Manual
Orange fender side indicators
Body colour, power and heated mirrors
Heated rear window
Tinted Glass
Wipers — Front, 2-speed with variable interval intermittent wipe with drip wipe
Rear wiper

DIMENSIONS (MM) EXTERIOR

Overall length 4830
Overall height 1548
Overall width (without mirrors) 1886
Overall width (with mirrors) 2078
Wheelbase 2850
Front track 1589
Rear track 1605
Ground clearance (minimum) 102

DIMENSIONS (MM) INTERIOR

Front headroom 996
Front legroom (maximum) 1126
Front shoulder room 1448
Rear headroom 1004
Rear legroom (nominal 95% driver position) 950
Rear shoulder room 1433

WEIGHTS AND MEASUREMENTS

Kerb weight (kg) 1496
Fuel tank capacity (litres) 70
Luggage capacity (litres)
Rear seat upright 494
Rear seat folded 1685
Tow ratings
Braked 1500
Unbraked 700

TRANSMISSION & RATIOS

1st gear ratio 3.667
2nd gear ratio 2.136
3rd gear ratio 1.483
4th gear ratio 1.114
5th gear ratio 0.854
Reverse ratio 3.700
Final drive ratio 4.067

FUEL CONSUMPTION DATA (WITH SPORTS PACK)

Combined fuel economy (L/100km) 7.9
Combined CO2 emissions (g/km) 189
Euro IV emissions level

BRAKES

Anti-lock Braking System with Electronic Brakeforce Distribution
Dynamic Stability Control (including Traction Assist & Emergency Brake Assist)
4 wheel disc brakes (ventilated front / solid rear)
Front (mm) ventilated 300 x 28
Rear (mm) solid 302 x 11
Emergency brake light (Hazard warning light)

STEERING

Hydraulic power-assisted steering
Minimum turning circle (m) (kerb to kerb) 11.45

SUSPENSION

Front — Independent with MacPherson struts, lower control arms
with hydro-bushing, isolated subframe, anti-roll bar
Rear — Independent Control Blade multi-link system, isolated subframe, anti-roll bar

WHEELS & TYRES

6.5 x 16″ steel with 7-spoke wheelcovers and 215/55 R 16 tyres
Full size spare wheel

ACCESSORIES

20″ Alloy Wheels
18″ Alloy Wheels
Carpet mats
Carry Bars
Towbar
Body kit
Weathershields
Scuff Plates
Cargo Nets

Posted by on February 7th, 2008 in Ford, Road Tests / Car Reviews | Tags: ,
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