Articles by Ged Bulmer

Mazda has a long and venerable history of doing things its own way. Witness the Japanese car maker’s dogged efforts to make a mass-market rotary engine work, and its equally dogged determination to keep the rotary relevant in the face of ever-tougher emission requirements.Given this, it should come as no great surprise that when faced with the challenge of teaching an old dog new tricks, namely finding new ways to re-imagine the workings of the internal combustion engine, Mazda’s engineers took to it with gusto.Carsguide was among a select group of Australian and international journalists invited to Iceland last week to sample the new CX-5 compact soft-roader, weeks ahead of its global unveiling at the Frankfurt international motor show.As over-used as the term may be in the auto industry, the CX-5 really is as new as an all-new car can get, with virtually every key component having been reengineered in Mazda’s quest to drive down its fleet emissions by 30 per cent between 2008 and 2015.The new compact soft roader is the first new model to adopt the full suite of what Mazda is calling its SKYACTIV technologies, encompassing a range of engine, transmission, chassis and body initiatives.Given this drive was weeks ahead of the car’s global unveiling at the Frankfurt motor show in September, Mazda was understandably coy about pricing. Despite this, executives said repeatedly during this event that the CX-5 would be competitively priced against key rivals when it arrives in Australia in early 2012. From this we can predict a likely starting price for a base front-drive manual of around $28k, while a fully-loaded top-spec diesel auto all-wheel drive should tip the scales at around $45k. Final specification is not confirmed but expect a three tier range encompassing base, mid and luxury.While a competitive level of kit is assured, some of more notable possibilities include High Beam Control, Smart City Brake Support, Lane Departure warning and Rear Vehicle Monitoring System.At the heart of Mazda’s new-found ability to eke significant efficiency gains out of largely conventional petrol and diesel engines is cleaner combustion. By targeting the combustion cycle and taking a holistic view of the engine, Mazda’s engineers addressed compression ratio, air-fuel ratio, combustion ratio and timing, pumping losses and mechanical losses.In the case of the 2.2-litre petrol engine they bumped the compression ratio up to an extraordinarily high 14:1, introduced new multi-port direct fuel injection, adopted a free-breathing 4-2-1 exhaust system, continuously variable valve timing on the inlet and exhaust ports, and reduced internal engine friction by 30 per cent. The result is approximately 15 per cent better fuel consumption compared with the current Mazda 2.0-litre MZR engine, and around 15 per cent more torque at low to middle revs. All that, and the engine is also some 10 per cent lighter overall.The new twin turbo 2.2-litre diesel is likewise some 20 per cent lighter, but where Mazda pushed the petrol engine’s compression ratio sky high (excuse the pun), in the case of the diesel they’ve opted for the same 14:1 ratio which, in a diesel engine’s case is remarkably low. Most diesels run at around 16:1 or 18:1, but by adopting variable valve lift and recirculating the internal exhaust gases Mazda’s engineers were able to quickly stabilise combustion after a cold start. As with the petrol engine they’ve reduced internal friction by some 20 per cent and improved fuel consumption by 20 per cent compared to the current 2.2-litre MZR-CD diesel. And, because the engine burns its fuel charge so efficiently, it doesn’t require the additional exhaust system treatments adopted by rival carmakers to clean up NOx, yet still meets Euro 6 emissions standards.Behind these engines sits a pair of comprehensively reengineered six speed manual and auto transmissions. The new six-speed automatic features a raft of internal changes over its five speed predecessor designed to lighten the unit and improve fuel consumption. Mazda claims the gearbox is between four to seven percent more fuel efficient, with a large part of its enhanced efficiency being its ability to spend more time ‘locked up’, reducing torque converter slippage end providing a shift experience that’s nearer to the feel and efficiency of a manual transmission.Both the petrol and diesel engines come standard with a fuel saving start-stop function regardless of transmission choice.Mazda’s focus on delivering a car that is linear and easy to handle ensures the CX-5 is not only predictable and safe but also fun to drive. This focus on dynamics ensures a high level of active safety, meaning the driver is less likely to get into trouble or more likely to be able to avoid it. That said, the CX-5 is also expected to achieve the highest crash rating from Euro NCAP.A key element of its expected crash performance is the all-new body, which has been optimised for strength but at the same time lightened to, again, aid fuel consumption.The CX-5 is the first production version of Mazda’s new Kodo, meaning Soul of Motion, design language. A handsome, well-proportioned compact SUV, it’s similar in size to the current CX-7, leading to speculation that the future for that model is not for long.Aside from some black plastic cladding on the side sills Mazda’s designers have avoided the temptation to ‘butch it up’, so there’s no overt wheel arch flares or other off-road-inspired accoutrements.Inside there’s ample room for four, with the driver confronted by a sporty dash design that draws on cues such as the hooded instrument cowl seen on a number of existing Mazdas. The front bucket seats are comfortable and  supportive, with decent side bolstering and plenty of adjustment. All the major controls fall easily to hand and the steering wheel itself is a sporty three spoke design that’s satisfyingly thick rimmed. A new BMW i-Drive like rotary dial on the centre console accesses audio, multimedia and so forth.Rear seat passengers are well catered for with good ingress and egress and adequate space for my six foot frame to sit comfortably behind my own driving position. The seats fold 40-20-40 or 60-40, depending on what Mazda specifies for Australia, and can be lowered at the flick of a lever from the rear hatch. Once folded the seat base drops to create a large and near flat luggage area. With the seats up there’s still good boot space and, beneath the floor on Australian models will be a space saver spare. The single piece rear hatch is light and delightfully easy to operate.Four handmade prototypes were on hand at launch, each providing insights into the CX-5’s various drive train combinations, encompassing petrol and diesel, manual and auto, front and all-wheel drive.The need for the CX-5 to be fun to drive as well as functional was a defining development goal and has resulted in a vehicle that transcends the class in terms of driving dynamics. From its steering weight, feel and accuracy, to its taut body control, excellent manual shift quality and spirited performance, the CX-5 resets the category goalposts. The relationship between engine, pedals and gearbox is perfectly weighted and the short-throw manual shift lever feels positively sports-car like in its action.We sampled the petrol four-cylinder in two states of tune, a 110kW version specific to the Russian market, and a 121kW version that will go to most other places. Australia will get a different state of tune again, with a lower 13:1 compression ratio and an output between the two to allow it to run on standard 91RON fuel.The engine is smooth and energetic, doing its best work above 3000rpm but offering decent low and mid-range urge. It’s a fizzy, vigorous four-cylinder in the vein of modern Mazda power plants that’s happy to chase the 6200rpm redline.But it’s the twin-turbo diesel that’s the real revelation on the range. The engine spins with the eagerness of a petrol, revving well beyond the mark most diesels are capable of and making good power and torque to just 500rpm shy of its high 5200rpm redline, with barely any sign of vibration or harshness. The engine’s lower compression ratio allowed Mazda to reduce the weight of its internals, causing it to spin more freely. Couple this with the linearity of a twin turbo installation and you have the makings of a truly great diesel.The Icelandic roads threw up a good variety of sealed surface conditions, including sections of the coarse-chip bitumen that’s common in Australia, and here Mazda’s efforts to reduce NVH were notable. This has been an area of criticism in the Mazda3 but the CX-5 does a much better job of keeping cabin roar down, even on the lower profile tyres.The suspension engineers have also done an excellent job of endowing the CX-5 with enough compliance to absorb substantial humps and bumps at speed yet settling quickly and predictably after the fact.We sampled both 17 and 19-inch wheel and tyre combinations and found each impressive in terms of ride and grip. The larger wheel and tyre combo does impact marginally on ride quality but not unduly. 

It’s been eight years since VW first introduced Australia to its new large SUV, and in that time there’s been just the one update, in 2007. Sales peaked at just over 1000 a year in 2008 but since then have fallen away dramatically, to just 27 units so far this year, largely due to supply constraints following the end of production of the old model in March 2010. The company is hoping this all-new model, on sale already for some 15 months in Europe, will revive Touareg fortunes.Unfortunately, the delay in the start of right hand drive production sees VW Australia in the uncomfortable position of launching a new model (the V6 TDI) with a diesel engine upgrade arriving almost simultaneously. Admittedly it’s only 4kW of extra power and a piddling improvement in fuel consumption on an already efficient engine, but owners taking delivery of the about-to-be-superseded V6 diesel may well take a dim view of VW’s timing.VALUEThe Touareg is based on the same underpinnings as VW Group stablemates the Audi Q7 and Porsche Cayenne, with all three made in the same Slovakian Republic factory. The substantial technical similarities between the VW and its more expensive rivals won’t be lost on astute Touareg owner.Prices start at $62,990 for the 150TDI, rise to $77,990 for both the V6FSI and V6TDI, and top out at $82,990 for the V6TDI 4XMotion. These look amd are sharp against the entry level petrol V6 Porsche at $104,000 and turbo diesel Audi Q7 at $88,614, but VW is learning to play the options game almost as astutely as the ‘true’ prestige German brands, with the result that a fully kitted out V6TDI 4XMotion checks out at an eye-watering $116,690.Having said this, a similar level of equipment on any of the VW’s prestige rivals would no doubt serve only to emphasise the Touareg’s price advantage.On top of those base prices there are a range of option bundles including the $1000 Sports Interior (multi-function leather wheel, paddleshifts, alloy pedals, tinted glass); the $4500 Comfort package (four zone climate control air-con, climate control front seats with memory, heated leather electrically adjustable wheel); and $5400 Driver Assistance Package (adaptive cruise control, lane change assist, lane departure warning system, proactive occupant protection).An eight-inch touchscreen sat nav system is standard on the top three models but a $4900 option on the 150TDI.TECHNOLOGY There are three engines: two 3.0-litre turbo-diesel V6s that are identical but for their state of tune, and a 3.6-litre direct-injection petrol V6. All are Euro 5 compliant and they’re spread across a four model range: 150TDI,V6FSI, V6TDI and V6 TDI 4xMotion.The diesels feature VW’s BlueMotion clean diesel technology which includes thermal engine management for cleaner combustion, brake energy recuperation, and start-stop system. The petrol V6FSI also gets stop-start.Interestingly, there’s no automatic reverse parking function, despite it’s availability on the smaller and cheaper Tiguan. VW says its optional ‘Area View’ system, when coupled with front and rear parking sensors and rear-mount camera is sufficient reassurance for most drivers.Area View utilises a quartet of wide angle cameras in the front, rear and sides of the vehicle to give the driver an all-round view of the vehicle surrounds.It’s clever tech that, among other things allows a driver to effectively see around corners when exiting driveways, while also helping avoid kerbed wheels and other parking mishaps. Cost is $1100 for the top three models and $2500 for the base 150TDI.SAFETY Neither the European or Australian safety authorities have yet crash tested a Touareg but given the previous model achieved a five star rating, and this car is claimed to be five per cent torsionally stronger and has more safety features, it’s safe to assume it’ll also achieve the top ranking.That extra strength is no small feat, especially when considered against the new body also being five per cent lighter. VW claim to have pulled a maximum of 90kg out of this new model, despite it being slightly bigger in all key dimensions and packing plenty of extra tech. No doubt that’s an optimised figure and some models will come in heavier but it’s still laudable. Lighter doors and tailgate, aluminium suspension components and the adoption of an electronic park brake have all contributed to the weight loss.4Motion constant all-wheel drive is standard on three models, with the more off-road oriented V6 TDI 4XMotion a permanent ‘four-wheel drive’, with transfer case and low-range gearing, electrically lockable centre and rear differentials, under body protection and a 15-litre larger fuel tank to give it a 100-litre capacity.Nine airbags are standard as is antiskid brakes and a raft of related safety features such as Electronic Brakeforce Distribution, Brake Assist, and stability control. There’s also hill descent control for off-road driving, hydraulic brake assist, which automatically applies extra braking pressure in an emergency stop, roll-over protection and automated engagement of the hazard lights.Adaptive Cruise Control is the major party trick in the Touraeg’s safety and convenience kit. The system utilises cameras, radars and sensors to not only automatically raises and lower vehicle cruise speed according to traffic conditions, but to also alert the driver in the event of an accident or obstacle ahead. Should the driver fail to react the system pre-tensions the seatbelts and activates the hazard lights before initiating emergency braking.When tied in with other systems such as Lane Assist, which uses the same camera technology to effectively ‘read the road’, sending a signal through the steering when the vehicle strays out of its lane, the correctly optioned Touareg make for a formidably safe driving experience.Under the cargo bay floor there’s a space saver spare and no option for a full-size, so anyone wanting to get properly adventurous will need to allow for that.STYLING In true VW style the new Touareg is an evolutionary restyle of the original. There’s a clear familial resemblance that means you instantly identify the low and wide stance of the new model, but there’s also been enough change to not mistake new for old. The 2011 model adopts VW’s new corporate face with strong horizontal grille bars, prominent central badge and large fluted air intakes beneath each headlight. The headlights themselves are now more distinctive thanks to LED daytime running lights and the vehicle overall is handsome and well finished, exuding a sense of strength and capability.The base 150TDI rolls on 255/60R17 wheels and tyres, the others on 255/55R18s, with a 20-inch wheel option available for $4900.Boot space is a commendably large and accessed by a new automatic electric tailgate, the opening height of which can be tailored for different garages. As with the Tiguan, the sliding second row of seats can be adjusted to create more boot space, which in standard configuration comes in at 580 litres seats up and 1642 litres seats down. Buttons in the luggage area allow the rear seat backs to be folded automatically and, if you add the $5900 air suspension you can also adjust the load height via buttons in the luggage area.DRIVING The optional air suspension system comes with three drive modes, Normal, Sport and Comfort which alter the vehicle’s ride comfort and, in the case of Sport, lowers the ride height for improved handling.We didn’t try it but did sample a $77,990 V6TDI with metallic paint, Sports Interior and Bi-Xenon headlights, that tipped the recommended retail scales at $83,990. The car proved superbly quiet on road, the extra gear ratios allowing an extra tall eight gear that registers a relaxed 1500rpm at 100km.Improvements to the cars aerodynamics have also contributed to the sense of calm inside the cabin. Despite this, there’s strong off-the-mark and mid-range acceleration from the up-spec diesel, which combines to deliver mostly seamless shifts up and down the ratios of the eight speed auto. Slowing for roundabouts did catch it out a couple of times, however, the gearbox clunking a little awkwardly into a lower gear and the turbo pausing for a moment to gather its skirts, but these were exceptions to an otherwise very refined drive.The steering is decently weighted though not notable for its Porsche-like feel, and body control is up to the task in all but real press-on driving conditions, where the high centre of gravity leads to moderate body roll.The driving position is good and the cabin comfort excellent, although there’s a bewildering array of buttons on the steering wheel, wands and centre console that takes time to master.VERDICT With its refinement, efficient engines, eight speed auto, and fundamentally sound active and passive safety systems, the Touraeg makes a compelling case for anyone in the market for a safe and sophisticated large SUV. It’s sized right to fit most families, although the lack of a seven seat option will no doubt exclude it from some shopping lists. In base trim across the model range it provides an intriguing European alternative to the host of mid to large Japanese and Korean SUVs on our roads, while the extensive options list allow those with prestige aspirations to order up a specification level that won’t look out of place in a prestige showroom.SPECSPrices: 150TDI $62,990; V6FSI $77,990; V6TDI $77,990 ; V6 TDI 4XMotion $82,990.Warranty: 3 years, unlimited kilometresResale: N/AEngines: 3.0-litre V6 turbodiesel, 150kW @4000 rpm/400Nm @ 2000rpm; 3.0-litre V6 turbodiesel; 176kW @ 4000rpm/550Nm @ 2000rpm; 3.6-litre FSI petrol; 206kW @6200rpm/360Nm @ 2900-4000rpmThirst: 150TDI 7.6L/100, 201gCO2/km; V6FSI 10.1L/100km, 240gCO2/km; V6TDI 7.6L/100km, 201gCO2/km; V6 TDI 4XMotion 7.7L/100km, 202gCO2/kmWeight: 2097kg to 2222kgDimensions: LxWxH 4898mmX1965mmX1732mm; Wheelbase 2904mmTransmission: Eight speed automaticBody: Five door five seat wagonTowing Capacity: 3500kg braked; 280kg towbar downloadOPTIONS GALORE Metallic/Pearl effect paint $1500Panoramic Electric glass sunroof $3000Sat Nav system $4900Anti-theft alarm $900Dynaudio 620W premium audio $900Bi-Xenon headlights with dynamic cornering lights and LED daytime running $3500Driver Assistance Package $5400Area View (150 TDI) $1100Comfort Package $4500Sports interior $100020-inch alloy wheels $4900Air-suspension $5900ODD SPOTThe Touareg’s integrated automotive hard disc has 60GB of storage volume and can even tell whether you need to top up your oil or not. A menu in the infotainment system allows you to run a check on the engine oil level thanks to an oil sender that relies on the same principles as ultrasound.