Isuzu Ute first introduced its luxury specification seven-seat MU-X SUV to the New Zealand market just in time for the National Fieldays, and the one-size-fits all variant is available from dealerships for $65,990. Continue reading “Isuzu: 2014 MU-X and D-Max 4×4 LS-T review” »
For a while there it looked like the days of that most practical and stoic of motoring beasts, the station wagon, were numbered. Yet to paraphrase a famous Mark Twain quote; ‘reports of (their) death (would appear to) have been greatly exaggerated.’
Take the latest wagon version of Volkswagen’s Passat.
Local importer Volkswagen New Zealand has big plans for Passat, particularly the wagon model/s which – with help both from head office and the exchange rate – offer the sort of bang for your buck hitherto the preserve of more prosaic models. Continue reading “Volkswagen: 2014 Passat R-Line wagon review” »
From humble beginnings as the robust, reliable, farmer’s friend, the Toyota’s double-cab Hilux is now a bona fide 5-ANCAP star sophisticate, as much at home in the suburbs as it is ‘on the range!’ Continue reading “Toyota Hilux 3.0TD 4×4 Double Cab 2014 review” »
Our previous Malibu CDX arrived at Car and SUV test headquarters last August. Eight months on we’re revisiting it to see if we’re still as impressed.
The Malibu is a large car masquerading as a medium-sized car in that it’s not as big as a Commodore therefore Holden doesn’t call it a large car. But it is roomy and comfortable enough for five adults. Continue reading “Holden Malibu CDX 2014 second review” »
Buy a Volvo with City Safety and in some countries you get a discount off your car insurance because insurance companies know that it has reduced crashes in XC60s by 22%. Insurers in New Zealand are lagging behind (probably trying to maintain their profits), but there might come a time soon when systems such as Volvo’s, or Subaru’s EyeSight attract a nice discount as they virtually eliminate at-fault minor fender benders.
This technology will ultimate also improve our traffic flow because there’ll be less opportunity to rubberneck. At the moment, though, not every manufacturer has a system like City Safety which brakes automatically for you at speeds up to 50kph if it detects you’re about to trade paint with another vehicle, or worse, squish a pedestrian.
Safety features aside (because it’s kind of a given when you talk about Volvos), the V60 is a station wagon that sits between the S series sedans and the XC series SUVs. You can get into one for a shade under $67,000, and the top of the line is the $87,000 R-Design. Our test car is the diesel D4 which is $69,990, plus it has the most popular options package. This bumps the price up to $77,210 with heated front seats, bi-xenon active bending lights, 18-inch alloys, electric passenger seat, alarm, navigation and some trim upgrades.
The driving experience is smooth with a pleasant wave of 400Nm of torque that is good at highway speeds on overtaking duty, but a little sluggish off the line followed by a burst of torque steer. The 120kW engine gets you too 100kph in 9.4 seconds which is a little tardy and would be improved dramatically if it was more spritely from rest. The five-cylinder, two-litre diesel has a grunty tone when pressed. Fuel economy is 6l/100km combined and that’s OK for a car this size.
The V60 excels at touring. Put it on the smooth expanses of motorway (that are still, unfortunately fairly rare in New Zealand), and it will devour the miles while delivering entertainment from a number of sources including Bluetooth streaming from your phone. It’s no slouch on the backroads, either, but it’s definitely exudes more of a plushness than a swift sportiness. Around town it performs well once you learn the correct throttle control – the large amount of available torque can mean it gathers momentum quicker than you’d expect with small throttle movements. Continue reading “Volvo V60 D4 Luxury 2013 Review” »
We had an ASX Sport almost two years ago now, albeit a petrol one (read the review here). On the face of it, there’s not a huge amount of difference, except that it doesn’t seem as comfortable (more about that later). The reversing camera image has moved from the rear view mirror to the large screen in the centre of the dashboard. The central console area has been redesigned and utilises the space much better. The steering wheel has a slightly better feel and the buttons that control the cruise control and stereo are arranged to be marginally easier to use without looking at the wheel.
You still get paddle-shifters behind the wheel which control the six-speed automatic gearbox that is hooked up to the 112kW, 366Nm 2.2-litre turbodiesel. That is plenty of torque and it results in competent overtaking performance and reasonably constant cruise control speeds (engines lacking in torque struggle under cruise control in hillier terrain). However, it sometimes feels like it holds a high gear too long as you slow down and you get that low frequency vibration that, if you were in a manual car, would signal that you should change down a gear. You can use the paddles to quickly flick it down or up a gear if you need to.
Fuel economy is quoted at 5.8l/100km combined. Our primary journey was four people and light luggage to Mount Maunganui in which it achieved low a 5l/100km figure.
There are seven airbags (including a driver’s knee airbag) plus four-wheel ABS, electronic brakeforce distribution and active stability control – pretty much the same as the previous model.
Rural owners will appreciate the scratch resistant bumpers. Ironically, someone backed into our test ASX while it was parked and definitely left a scratch on the bumper – perhaps it could have been worse. Continue reading “Mitsubishi ASX Sport 2.2D diesel 4WD Review” »
A few weeks ago we tested the Toyota RAV4 GXL petrol. We commented that it was good, but definitely not class-leading. Now we’re dealing with the top-of-the-line RAV4 Limited diesel. It carries a substantial price tag at $62,790 (over $11,000 more than the GXL petrol), so is it worth it?
If you want to compare, read the GXL review here (opens in a new window). The Limited adds a lot more fruit, as well as the diesel engine, which I’ll get to in a minute.
The RAV4 is pitched into a crowded marketplace that includes the Mazda CX-5, Holden Captiva, Hyundai Santa Fe, Subaru Forester, Kia Sorento R and more. While the level of gear you get for the money compared to the price of the RAV4 Diesel Limited is variable, they’re all going to provide you fairly spacious and well-equipped motoring.
Satellite navigation is included in the Limited and displays in the 6.1-inch colour touchscreen. Its operation is reasonably intuitive.
A Blind Spot Monitor (BSM) warns you in your wing mirror if a vehicle is travelling in your blind spot by using radar sensors.
For the truly weak (and the very short), the powered rear door is handy. Actually, it’s handy even if you’re a basketball player and strong because you can easily close the tailgate while carrying things to and from the boot. One thing I would improve is how quick it closes because you can’t lock the RAV4 until it is fully closed, and by the time that lethargically happens I can walk almost out of range of the remote central locking.
The driver’s seat gets a few more motors in it to help with the electric adjustment of height, cushion tilt and lumbar support, plus both driver and passenger seats are heated. The seats are also leather, and you can get optional terracotta trims, as shown in our photos.
The cabin’s spaciousness is enhanced by opening the moon roof to let more light in.
On the exterior the headlights are HID (high intensity discharge) to accompany the LED park/daytime running lights and the Limited comes with 18-inch wheels vs. the GXL’s 17-inch alloys.
Towing capacity is 300kg better than the petrol, at 1800kg on a braked trailer as there’s more torque from the diesel engine (you can get the diesel version in GX, GXL and Limited models, not just the limited). The engine produces 110kW and 340Nm and Toyota reckons that’s good for 6.5l/100km (if you’re using the eco mode).
It’s connected to the same 6-speed automatic gearbox with SIEC (Super Intelligent Electronic Control), AI (Artificial Intelligence) and sequential S mode, as well as Flex Lock Up control.
The engine is the main problem with the RAV4. It’s noisy; agriculturally noisy and harsh sounding. There’s a nautical saying: to spoil the ship for ha’porth o’ tar. It means that you have a good product then you compromise it by omitting one simple thing (i.e. you’re compromising the ship by not putting a half-penny’s worth of tar on it, which means it’ll leak in that spot). This is what I feel has happened with the RAV4. Now, I’m not saying that it’s class-leading even if it had a better motor, or that a motor is a ‘simple thing’. The RAV4 is an SUV which will undoubtedly perform, but it doesn’t lead the way even with the petrol version, and with the diesel I just couldn’t see myself putting up with the motor.
So, as I mentioned in the review of the GXL, there are some nice features such as the cargo hammock in the boot; it’s extremely comfortable and spacious, and of course you’ve got some four-wheel drive smarts with the lockable differential so it’ll be useful for light off-roading and areas that see snow. In general, I like diesels, and some manufacturers do them very well, but I’m not sure about this engine. Add into the mix the fact it’s still a little wallowy and unwieldy feeling on the road, and I think I’d be looking hard at the competitors like the 2.2-litre diesel Hyundai Santa Fe, and more so the diesel Mazda CX-5. The engines in Holden’s Captiva and Kia’s Sorento R and Sportage aren’t really any better and the Captiva’s seats are well outclassed by the RAV4, so unless you want to save $15,000, I wouldn’t go there. You could even consider a Subaru Forester as a competent all-rounder.
- Noisy engine
- Needs to up its game
Words and photos: Darren Cottingham
Pleasantly surprised is what I was when I finally got in the Malibu. I had just been too busy to refresh myself with what the Malibu is all about and in my mind I was thinking is was (but hoping it wouldn’t be) a direct replacement for the decidedly average Epica. The Epica was quite a dreary car that we tested back in 2008 and the Malibu is anything but.
Taking a walk around the outside, there are some long lines that make this car look sleek. A rebadged Chevrolet Malibu, Holden bills it as a mid-sized car, but it gives the impression of being a large car. It’s also got that slight nose forward stance that delivers a bit of a sporty aura, and you can add those square afterburner taillights (á la Camaro) in to the design mix and you’ve got a rear end that’s visually distinct. There’s even a hint of BMW at the rear if you look from the side.
On the inside, the 7-inch MyLink touchscreen dominates the dashboard. The MyLink system comes with Bluetooth connectivity and built-in app technology – think streaming radio, for example – and the screen doubles as the display for the reversing camera and general vehicle controls. The screen itself conceals a convenient cubby hole for a bit of extra dashboard storage.
Storage in the boot is 545l. The boot is long and not that deep, and perhaps slightly compromised by the 73-litre fuel tank (usually you’d get 60-65 litres in a mid-sized car). The long boot eats into the rear legroom. Rear legroom is not cramped, but it’s not as good as, say, a Honda Accord.