Articles by Chris Riley

Honda launched its first diesel this week, the aptly named Civic Hatch DTi-S. Like other manufacturers before it the Civic diesel is available with a manual transmission only, at least for the time being there is no auto, we're told.That's going to weigh heavily against the car's longterm chances of success, but you've got to start somewhere. Of note, Honda is one of the few makes to offer both diesel and hybrid versions of the same model (in the same market). Other players, notably Toyota, have placed all of their economy eggs in the one hybrid basket.The Civic Hatch DTi-S is priced from $26,990 plus on road costs. It's better equipped than the VTi-S petrol model, with features such as Magic seats, fog lights, daytime LEDs, 17-inch alloys, cruise control/speed limiter, auto lights and wipers, dual zone climate air, tyre pressure monitoring, auto start/stop, Hill Start Assist, ECON Mode and a Multi-Information Display.Bluetooth with phone and audio streaming is also standard, but satnav is not included and not available as an option.The Civic scores a maximum five-star safety rating from the ANCAP organisation, with six airbags and a full complement of safety systems including vehicle stability assist, hill holder, rear park sensors and a reversing camera.The 1.6-litre i-DTEC turbo diesel engine is the first diesel in Honda Australia's range and delivers 88kW of power and 300Nm of torque.It's not as powerful as some rivals with engines the same size, but mated to a 6-speed manual produces more torque which is more important anyway.Fuel consumption is rated at a very low 4.0 litres/100km and it produces CO2 emissions of 105g/km. The diesel is also equipped with auto start/stop that shuts off the engine when the car is stationary plus an Eco mode button that is designed to reduce fuel consumption.The new 1.6 litre engine is light, with individual components redesigned to minimise weight and size. A newly designed lightweight and compact six-speed manual transmission delivers class-leading transmission efficiency, a smooth and accurate feel when changing gears and a new reverse system which delivers improved operation load and quietness.It's chief competitor will funnily enough be its petrol self, because the petrol hatch is cheaper and offers the option of an auto. But if you're after a long distance commuter, this could be the one. It's cheaper than its hybrid siblings and manages to outgun all of them in terms of fuel consumption even the smaller Jazz hybrid.Confining the field to Korean/Japanese rivals, you could also take a look at the Mazda3, Hyundai i30 and maybe the Kia Soul not to mention Ford Focus or Holden Cruze (plus a swag of Euros). The Mazda is manual only too, but the very good i30 offers an auto and takes some beating.Likeable. Gets moving quickly after an initial hesitation and the shift, though manual, is extremely light and easy to use. A shift indicator prompts the driver to change gear at the appropriate moment to maximise economy.If you're not stuck in traffic frequently, then changing gears shouldn't be a drama  but give it some thought otherwise. To take advantage of the the auto off function, you need to take the car out of gear. If you're lazy like me and keep the clutch pushed in, then it's not going to shut down. Also, lifting off prematurely in anticipation of the lights changing disengages the system.The striking design of the European designed hatch sets it apart from others. It's quiet and comfortable, with cloth seats and big, easy to use controls. But the diesel is certainly noisier than a petrol engine even though it features active noise cancellation technology in the cabin just like a seat of headphones.The car has a sporty feel with direct steering and suspension that has been tuned to accommodate the engine. And, with a 50-litre tank, it has a theoretical range of 1250km.Honda is one of the few makes to offer both diesel and hybrid versions in the same range. Nothing dull about the way it drives, but as good as it might be, without an auto in the mix  the car is likely to receive limited attention.

Roundabouts. They probably create more confusion than any other traffic device among road users, especially since the recent changes to the rules in NSW. Our recent snippet about the rules that apply at roundabout generated a flurry of emails, each with their own version of the rules. Suffice to say the RTA, now Roads and Maritime Services, has just released a simple guide to the top 10 most misunderstood road rules in NSW. And, you guessed it, top of the list is what to do at a roundabout. Approaching a roundabout: Drivers approaching a roundabout must use their indicator if they intend to turn left or right, or make a U-turn at the roundabout. They must give other road users sufficient notice of their intent to turn. Entering a roundabout: Drivers must slow or stop to give way to any vehicle already in the roundabout. Drivers must also continue to use their indicator if they intend to turn left, right or make a U-turn. Turning left: Drivers must indicate left on approach and be travelling in the left-hand lane (unless there are road markings with other instructions), stay in the left lane and exit in the left lane. Going straight ahead: There is no requirement for drivers to signal when approaching the roundabout, if they are going straight ahead. Drivers may approach the roundabout from either the left or right lane (unless there are road markings with other instructions). Turning right: Drivers must indicate right on approach and be travelling in the right-hand lane (unless there are road markings with other instructions). Making a U-turn: When using a roundabout to make a U-turn, drivers must approach in the right lane and signal right. Changing lanes in a roundabout: Drivers may change lanes in a roundabout if they wish. The usual road rules for changing lanes apply. Drivers must use their indicator and give way to any vehicle in the lane they are entering. Exiting a roundabout: Just like exiting any road, drivers must signal left when leaving a roundabout, if it is practical to do so, and stop indicating as soon as they have exited the roundabout. When travelling straight ahead on a small single lane roundabout, it may be impractical to indicate left when exiting.  

It's almost time to take back the hybrid. But before doing so we thought we'd throw in a tank of the good stuff to see whether it made a difference.Although 98 RON Premium fuel is more expensive, it's better for your car and delivers more kilometres per litre. Would it have the same effect in a hybrid car we wondered?Priced from $35,990 the new Multi-Information Display (i-MID) is pretty cool, but unlike the Insight it misses out on satnav which is not available as an option either (different buyers we're told). Bluetooth is standard along with a USB Audio Interface for music players.The 1.5-litre four cylinder petrol engine is the primary source of power, assisted when necessary by a 17kW electric motor. Together, they produce 82kW of power at 5500 revs and 172Nm of torque between 1000 and 3500 revs.Unlike an electric car or plug-in hybrid you can't recharge this car with from a wall socket. The lithium-ion (Li-Ion) battery is recharged as you're going along.It uses a claimed 4.4 litres of fuel per 100km, slightly more than the Toyota Prius at 3.9 litres/100km.It's a biggish small car that doesn't compromise on space. The seats are comfortable and the instruments all large and easy to read/use. The styling however is conservative, apart from the multi-layered dash with its large digital speedo set above the other dials.The Civic gets a full five stars for crash safety, with a long list of standard safety gear including six airbags, next-generation Vehicle Stability Assist (VSA), an anti-lock braking system (ABS) with Brake Assist and a new Motion Adaptive Electric Power Steering.It's surprisingly torquey thanks to the quick response electric motor. The electric motor is designed to provide extra oomph during acceleration, but once you're up and running it cuts out as the system goes into charge mode.Drive is to the front wheels through a CVT continuously variable auto with its characteristic slur. After a couple of thousand kilometres the Civic Hybrid is starting to show some real promise.Fuel consumption dropped to a low 5.3 litres/100km and that has something of a halo effect on the rest of the drive experience. After all, the main reason for buying a hybrid is the lower fuel consumption and the lower impact this has on the environment isn't it?The Honda Civic Hybrid offers enough to satisfy undemanding drivers, but those buyers attracted by this car will be more interested in the technology than performance.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?Our test car has the honour of being the cheapest car that Hyundai's currently makes and sells in this country. That's not necessarily a bad thing if you don't have much money to spend. I always get i20 and Accent confused but Accent is actually larger and more expensive.Prices start at $15,590 or you can have the five-door for another grand. That buys you a basic car with five-star safety, hubcaps/steel wheels, manual airconditioning, power windows and a Bluetooth equipped audio system.Kia Rio, Ford Fiesta, Holden Barina, Honda Jazz, Mitsubishi Mirage, Nissan Micra, Suzuki Swift, Toyota Yaris  to name a few (it's suddenly getting crowded down there in tiddlerville).Before the Accent arrived on the scene it scored the 1.6. Now it just gets the old school, multipoint injected 1.4-litre four with 73.5kW/136Nm paired with either a 6-speed manual or optional 4-speed auto.Surprisingly zippy, at least with one person aboard. None of the nasty throttle overrun that you usuallyt get with small engines either.Manual 5.3/auto 5.9 litres/100km. The tendency is to thrash it however and this impacts on economy (we were getting 6.5 litres/100km).Gets 5 stars from the Govt's Green Vehicle Guide, just like the Prius with emissions of 126g/km CO2.Gets a full complement of safety systems including six airbags and electronic stability and traction control.Hmmm? Unless you get the seat in just the right position, a ridge at the base of the seat tends to stick into your butt (it did for me anyway).Acceptable within limits. If you start to push it you'll find the tyres/wheels are the limiting factor, with plenty of early tyre squeal.We miss cruise and steering wheel audio controls but that's about it. The audio/communications package includes Bluetooth telephone and media streaming, CD player, MP3, WMA and AM/FM tuner. The auxiliary audio and USB inputs allow full iPod connectivity and connection to other external audio sources.You could do a lot worse than this car. It looks good, has a five-star safety rating, Bluetooth connectivity and a trip computer  all of which make it an attractive proposition.

Bingo! Our BMW X1 joined a very special club this week when it broke the 1000km barrier. By that I mean it was able to travel more than 1000km on a single tank of fuel.Only a handful of cars have been able to achieve this feat in the entire time that I have been testing cars - not big 4x4s with twin fuel tanks either.VALUEPriced from $44,900, it gets man-made leather and climate airconditioning. Entry level sDrive variant comes standard with 17 inch alloys, cruise control with braking function (this means it doesn't increase speed going downhill), rear parking sensors, automatic lights and wipers, USB/AUX audio inputs with Bluetooth handsfree facility and a trip computer. Misses out on music streaming and a reversing camera.TECHNOLOGYLike its stablemate the entry X1 18d is powered by a 2.0-litre diesel engine that delivers 105kW/320Nm and will do 9.6 seconds to 100km/h. sDrive variants such as this one denote two/rear-wheel drive, in contrast to xDrive that is all-wheel drive.X1 models benefit from EfficientDynamics technology, coming standard with Brake Energy regeneration, Auto Stop-Start for manual and the optional 8-speed auto, plus ECO PRO mode and Optimum Shift point indicator for the manuals.DESIGNThe X1 is basically the raised SUV version of the 1 Series hatch, with which it shares a platform and running gear. It's a higher riding, some would say better value proposition that costs another $1000 over the equivalent hatch.Recently updated the driver-focused cabin has also been enhanced with the addition of new, higher quality materials covering the centre console, new centre panel trim surrounds and new chrome trim elements.FUEL ECONOMYIn manual form the 18d delivers claimed fuel consumption of 4.9 litres/100km and a slightly higher figure of 5.0 litres/100km with the auto. That gives our test auto a theoretical range of 1220km from a single tank, but in reality these figures are rarely possible. The only way you could possibly achieve this is on a flat, straight road at a constant speed of 80km/h or even slower.SAFETYFive stars. Fitted with six airbags and all the safety gear you'd expect including electronic stability control.DRIVINGYou get two cars in one here. Driven normally it's quite sporty, but put it into ECO PRO mode and the system winds back, set to stay in top gear as long as possible to reduce fuel consumption. Cruise control is tricky to use but once you get it locked in that's where it stays thanks to the braking function, so it doesn't speedup going downhill - gotta like that.The thing is it doesn't default to ECO PRO mode, so you have to remember to press the button each time you start the car which is a bit of a bugger.

Land Rover's V6 diesel does a 'Stirling' job of moving the bulky Ranger Rover. The Ranger Rover portfolio also includes V8 petrol and diesel engines as well as a supercharged petrol V6 that was added recently. But with an impressive 190kW of power and 600Nm of torque, why go past the V6 diesel? The answer is that for some, enough is never enough - especially when it comes to cars.There are four rungs on the large Range Rover ladder. Our TDV6 Vogue sits one up from the bottom. Priced from $178,900 it's not cheap. In fact, the Ranger Rover is the most expensive vehicle in its segment - but then some people will find that attractive in itself.And before you ask, it's still manufactured in a new, state-of-the-art aluminium manufacturing facility at Solihull in the UK - not on the Sub-Continent. Standard features include leather, wood veneer, satellite navigation, heated seats and even a heated steering wheel for those cold mornings - plus a hi-end Meridian sound system.They've managed to shave 420kg off the weight of the vehicle through the adoption of a totally aluminium monocoque body/chassis. In fact, it's this dramatic weight saving that has allowed them to introduce the acclaimed V6 diesel. The interior finish is impressive too.The instrument panel has been decluttered, with 50 per cent less switches and as a result it's a lot less intimidating. Even the off road dial has an automatic setting which means no driver intervention is necessary - the car will do it all.The driving position is claimed to be 90mm higher than other premium SUVs affording a clear view of the traffic ahead. Some of the more often used controls have been moved to the sides of the touchscreen to stop the screen acquiring dirty finger marks.A reversing camera is standard and it comes with more acronyms than you can poke a stick at, including Hill Descent Control (HDC), Gradient Release Control (GRC), Hill Start Assist (HSA), Dynamic Stability Control (DSC), Electronic Traction Control (ETC), and Roll Stability Control (RSC). If you option active cruise control, you also get automatic emergency braking which is particularly handy in heavy traffic.It's fitted with a ground-breaking next-generation version of Land Rover's Terrain Response system. Terrain Response 2 features an Auto setting that uses sophisticated `intelligent' systems to analyse the current driving conditions, and automatically select the most suitable terrain program.It's surprisingly quick for a vehicle that weighs in excess of 2100kg. With an eight-speed ZF auto the dash from 0-100km/h takes 7.9 seconds, but it feels quicker than this - with a top speed of 209km/h.It's quiet inside too, so quiet that you'd be hard pressed to tell it's a diesel. The thing sits on air suspension and some body roll is apparent, but it firms up once you get into it.Fuel economy is a claimed 8.5 litres/100km and that's exactly what we were getting from the 85-litre tank, giving the car a theoretical range of 1000km from on a single tank. Trailer stability control is standard and it can tow a 3500kg load.The best of both worlds. The Range Rover is tough and luxurious, a car that is as much at home in the city as it is in the back lots. Time was when Rangeys used to suck fuel like a vampire - but not so anymore.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?WHAT IS IT?The ultimate Falcon GT and the last to come out of Ford Performance Vehicles which was recently brought back into the fold. From now on, they come off the same assembly line as other Falcons at Broadmeadows.HOW MUCH?Wait for it . . . $76,990. That's a lot of dosh for a car that doesn't even get power seats, let alone a driver's window with auto up. The question is . . . does the performance alone justify the price?WHAT ARE COMPETITORS?HSV's GTS and to a lesser extent Chrysler's SRT8 300. After that you can add in virtually anything that's fast and attractive.WHAT'S UNDER THE BONNET?5.0-litre supercharged V8, with 335kW of power and 570Nm of torque. RSPEC features recalibrated suspension, new wider 9-inch rears with 275/35 R19 Dunlop Sports Maxx tyres and, in an FPV first Launch Control.HOW DOES IT GO?A sleeping beast waiting to be stirred. Punch the accelerator and thing unwinds like a big cat, with a roar and plenty of sound effects from the Harrop supercharger.IS IT ECONOMICAL?Hardly. Most of our time was spent travelling up and down the motorway, with an all too brief session stretching its legs on some twisty back roads. Rated at 13.7 litres/100km we were getting 14.8 at the end of 500km it takes premium too.IS IT GREEN?Gets 3 out of 5 stars from the Govt's Green Vehicle Guide (Prius gets 5).IS IT SAFE?No probs. Just like the Falcon it gets a maximum five stars, with all the same safety gear including electronic traction and stability control.IS IT COMFORTABLE?It's a Falcon and that means yes. But little has been done to isolate the driver from the noise, vibration and harshness that comes with car like this it wears you down after a while.WHAT'S IT LIKE TO DRIVE?In black with red highlights including red wheels it looks simply amazing and attracts plenty of attention. Other drivers also pay the car plenty of respect too, moving out of the way without waiting to be asked. The handling in this model is superb, with plenty of grip in corners that inspires confidence.IS IT VALUE FOR MONEY?Not really. This kind of money puts you behind the wheel of plenty of other cars, but arguably none with the same kind of appeal.WOULD WE BUY ONE?They'll be talking about cars like this in reverent terms in years to come. The environment just can't sustain them anymore, so if you want one you'd better get in quick. Something to tell your grand kids about.FPV GT RSPEC Limited EditionPrice: from $76,990Warranty: 3 years/100,000kmCrash rating:  5-star ANCAPEngine: 5.0-litre 8-cyl, 335kW/570NmTransmission: 6-speed auto; 6-speed manual RWDDimensions: 4970mm (L), 1868mm (W), 1453mm (H)Thirst: 13.7L/100km 324g/km CO2

If this car looks familar it should do, but we were left perplexed by that Mazda badge affixed to the radiator grille. Back in the dim, dark distant 1970s it appears Mazda had a bit of a thing going with Holden and the product of this relationship was the ill-conceived Mazda Roadpacer AP  a rebaged version of the HJ Premier with a Mazda RX4 rotary engine under the bonnet. What an odd thing to do? The idea apparently was to have a crack at the upper luxury passenger car segment in Japan, a segment dominated by the V8 Toyota Century and Nissan President. Down-sizing the engine permitted Mazda to offer a more competitive product because it was able to avoid the local engine capacity based tax. Believe it or not back then Holden Premiers were shipped to Hiroshima minus their engines, where Mazda fitted the twin rotor 1.3-litre 13B rotary engine. We used the term 'fitted' loosely because it wasn't too difficult to find room in the big engine bay after the removal of the much larger 3.3-litre straight six. Word has it that Mazda got the cars for free from GM in return for the use of Mazda's rotary for its stillborn quad-rotor Corvette. Although it was smoother, quieter and lighter, the rotary was no match for the six in terms of economy or performance. Nor was it much of a match for the three-speed auto that it was hooked up to, a transmission that was really out of its comfort zone with the high-revving rotary. The big problemo however was that rotary produced nowhere near as much torque as the Red series motor. Power was rated at 100kW while it produced about 187Nm of torque compared to the Holden's 263Nm. The Premier was no lightweight either, not at 1575kg and as a result the Roadpacer couldn't pull the skin off a custard. The lack of torque meant poor acceleration, a top speed of only 166km/h what has been described as shocking fuel consumption (worse than the 5.0-litre V8). While the Holden HJ Premier was already well equipped, Mazda chipped in with some extra fluff befitting the car's role as flagship of the range. It had a central locking system that activated when the car hit 10km/h, a chime system that activated at 90km/h, a dictation system and a stereo able to be controlled from both front and back seats. The price for this piece of motoring memorabilia in 1975 was 3.8 million yen or $9400 Australian dollars, pretty steep even back then. Originally intended as transport for high-ranking government officials, the car was sold in five and six seat form, with buckets or a bench seat across the front. Like later Holdens, it was produced in response to the first fuel crisis and was not a commercial success. Production ceased in 1977 with only 800 units sold in a two-year period. The Roadpacer has the distinction of being the only General Motors production model to be fitted with a rotary engine. Most were sold to government departments and were later crushed, making the Roadpacer quite rare these days. It was never sold in Australia.  

When we hear the term hybrid, it usually conjures up images of a geekmobile, a car created in the name of fuel economy that no one really wants to drive.The first hybrids might have been like this, but there's another kind of hybrid these days one that draws on the electric motor to boost performance.VALUEThe BMW ActiveHybrid comes in at $97,700, available with an eight speed automatic transmission only.TECHNOLOGYThe ActiveHybrid 3 features BMW's 225kW/400Nm twin turbo 3.0-litre petrol straight six, together with a 40kW/210Nm electric motor, for a combined system output of 250kW and 450Nm - 25kW more power and 50Nm more torque than the 335i on which it's based.Modulating the delivery of power to the rear wheels is an eight-speed automatic transmission that has been integrated with the electric motor into a single housing. The 675Wh lithium-ion battery pack is tucked away under the floor in the boot.ELECTRIC ONLYYou can't plug this car in and charge it. Charging happens as part of normal driving. But it can run on electric power only up to a speed of 75 km/h. With a full charge and keeping to a speed of 35km/h, it has a range of up to 4km - not very far.The battery pack and other hybrid components add 135kg to the weight and boot space is reduced by 90 litres, but the split fold rear seat remains. The car accelerates from 0-100km/h in 5.3 seconds and fuel consumption is 5.9 litres/100km, down from 7.2 litres/100km. To reduce fuel the system shuts down at traffic lights as well as when braking or cruising up to a speed of 160km/h.DRIVINGMake no mistake, this car is first and foremost a 335i, with twin turbos and plenty of mumbo. Punch the accelerator and it takes off. Acceleration is strident, the engine note impressive and it's an exciting car to drive. The Hybrid is all this and more.To make the most of the hybrid system you must first put the car into ECO PRO mode, one of several drive modes available. In this mode the car makes more frequent use of full electric mode for maximum efficiency. The rev counter area includes displays showing the amount of boost being provided by the electric motor, as well as energy flow and energy recaptured during braking.Driving in ECO Pro mode in Germany we felt the engine turn off frequently at traffic lights, as well as when lifting off the accelerator or just driving slowly with a light application of the throttle. The result after about 120km of driving was 8.2 litres/100km, not outstanding but we weren't really trying others got in the low 6s.ECO Pro is designed to work in tandem with the car's satellite navigation system, looking ahead to see where it can deactivate the petrol engine to save fuel.VERDICTCivic duty or devious marketing ploy? It's an intriguing way to entice people to buy and drive more hybrids, in effect giving them a 335i but with a top up in performance.The twin turbo 335i has an enviable reputation as a driver's car it will be interesting to see what the public makes of this one?BMW ActiveHybrid 3Price: from $97,300Engine: 3.0-litre 6-cyl; petrol 225kW/400Nm; electric 40kW/210Nm; combined 250kW/450NmWarranty: 3 years/unlimted kmCrash rating: n/aTransmission: 8-speed hybrid automatic; RWD

Right from the word go we were excited about getting into the sDrive18d.Instead of dropping, the predicted cruising range kept growing until it finally topped the 1000km mark. That was after about 40km of motorway in the fuel-saving Eco Pro mode (there's a switch). Could it be possible . . . don't tell us this stuff really works?VALUEMan-made leather and climate airconditioning. Entry level sDrive variant comes standard with 17 inch alloys, cruise control with braking function (this means it doesn't increase speed going downhill), rear parking sensors, automatic lights and wipers, USB/AUX audio inputs with Bluetooth handsfree facility and a trip computer. Misses out on music streaming abd a reversing camera.TECHNOLOGYLike its stablemate the 1 Series hatch, the BMW X1 sDrive18d is powered by a 2.0-litre diesel engine that delivers 105kW of power and 320Nm of torque and posts a respectable 9.6 seconds for the 0-100km/h dash. In manual form it delivers claimed fuel consumption of 4.9 litres/100km or with the automatic a slightly higher figure of 5.0 litres/100km.sDrive variants such as this one denote two-wheel drive, in contrast to xDrive that is all-wheel drive. X1 models benefit from EfficientDynamics technology, coming standard with Brake Energy regeneration, Auto Stop-Start for both manual and the optional 8-speed automatic transmissions, ECO PRO mode and the Optimum Shift point indicator for the manual models.DESIGNPriced from $44,900, it's basically the SUV equivalent of the 1 Series hatch, with which it shares a platform and running gear. It's a higher riding, some would say better value proposition that will set you back an extra $1000.We didn't like the design initially, but we've warmed to it since the mid-life update late last year that delivered sharper, better looking bus. The driver-focused cabin has also been enhanced with the addition of new, higher quality materials covering the centre console, new centre panel trim surrounds and new chrome trim elements.SAFETYFive stars. Fitted with six airbags and all the safety gear you'd expect including electronic stability control.DRIVINGYou get two cars in one here. Driven normally it's quite sporty, with strong throttle response and car-like handling. Put it into Eco Pro mode and the system winds back, set to stay in top gear as long as possible to reduce fuel consumption. The result is a sluggish feel and generally slower throttle response, but you can't argue with the fuel figures  the choice is yours.VERDICTThe diesel is definitely the pick in terms of fuel economy and simply for the way it drives.