Articles by James Stanford

You know a van has left a good impression during a test drive when you think about buying one. That's what happened when I tested out the new Renault Kangoo.I changed my mind when my dirt bike wouldn't quite fit - well, it would fit but the front tyre was touching the folded forward passenger seat. Of course, it is reasonable that it wouldn't fit given this is a compact van and larger machines like a Toyota HiAce or Hyundai iLoad would be better suited for dirt-bike lugging.The reason I liked the Kangoo so much is that the drive experience is very similar to a Renault car. There is a bit more road noise, even with the optional rubber cargo mat, but other than that it is pretty much the same.The interior looks like that of a Renault car, although the plastic is rock hard, and you get all the features such as cruise control, electric windows, steering wheel audio controls and a Bluetooth phone system with a streaming function that means it can play music from your iPod without it being plugged in.I had the petrol version, which uses a 1.6-litre four-cylinder engine that generates 78kW and 148Nm, figures that aren't going to impress anyone. Still, there is adequate performance for getting about. It's not the smoothest engines in the world, but isn't too rough either.The only transmission is a four-speed automatic which does the job well enough.My fuel use worked out to 7.2 litres per 100km which is quite reasonable.I also tested out a diesel version. This has a 1.5-litre four-cylinder turbo diesel which generates 63kW and 200Nm and is only available with a five-speed manual. While it also doesn't set any records in terms of smoothness and quietness, it has adequate performance and uses just 5.9l/100km.The Kangoo is affordable at $24,490 and has anti-skid brakes, but the standard model only gets a driver's side airbag when at least two airbags should be standard. Electronic Stability Control (ESC) is available as an option on the petrol model. 

...Dodge has rolled out a concept ute that could pull a trailer from Darwin to Adelaide without refuelling. It's called the Ram Long Hauler and is, at this stage at least, a one-off. Dodge started off with a regular 5500 Ram crew-cab ute, which is the big daddy of the range and used for the toughest jobs. They then stretched it to a monstrous 7.3 metres long. It weighs in at a hefty 4220kg. Engineers developed a secondary fuel tank that fits between the chassis rails. And just in case that wasn't enough, they added another tank to the ute bed. All up, the long-distance Ram has a huge combined fuel capacity of 643 litres. The exact range would depend on what you wanted to tow and Dodge doesn't provide any figures. But the Pickuptruck.com website reckons it would have to manage somewhere between 2600km and 3218km lugging something pretty heavy. To cart around all that fuel, and whatever you want to tow, you'd be wanting a fairly powerful engine under the bonnet. The Ram has a grunty 6.7-litre Cummins in-line, six-cylinder turbo diesel with 1085Nm of torque. It works with the proven Aisin four-speed automatic gearbox that sends power to the rear wheels but can also power a four-wheel drive set-up. There is also a Dana 110 rear axle with dual wheels that helps bolster the ultimate ute's lugging ability. The adjustable air- suspension, meanwhile, makes for a super-smooth ride. Dodge took the regular model's Crew Cab passenger area and turned it into the much larger Mega Cab, which aims to provide optimum comfort for the chosen quartet on those long hauls. That's right _ it has only four seats. The rear seats, with footrests, are fully adjustable. There are a fridge and tray tables, as well as some US-spec super-sized cup holders in the rear, and WiFi to ensure full connectivity. It would appear Dodge has thought of everything to ensure the big Ram doesn't have to stop until its massive tank runs dry. Well, everything except the toilet breaks, that is.

A $2000 price cut is the new incentive for its seven-seater Captiva, which is updated today as part of a range overhaul with a range of improvements including full curtain airbags.The Captiva lineup still starts with the five-seater model from $27,990, but there is a new emphasis on the family fighter as Holden finally gets serious about its SUVs.  It admits it has only one car and is being forced to straddle classes with the Captiva, but plans to do the job with two body sizes, three engines and three equipment levels.The Captiva 7 now starts at $32,490, complete with ABS brakes, ESP stability control and six airbags.  "This is clearly the best SUV we've ever had," says Mike Devereaux, president of GM Holden.The company has done a lot of work on the Captiva, from massaging the styling through to a complete engine overhaul. The vehicle now comes with the locally-made 3.0-litre V6 - although it's first shipped to Korea - a new 2.2-litre petrol four made in New York state, and a 2.2- litre turbodiesel made in Korea under license from VM Motori in Italy.The engines bring fuel economy savings between three and six percent, while also giving more power and torque in each case.  There are both front and all-wheel drive models, with a manual six- speed gearbox only available in the five-seater and a new six-speed self-shifter across both bodies.Holden sharpened its price pencil by $2000 on the seven-seat Captiva 7 which now kicks off at $32,490 for the 2.4-litre four-cylinder petrol model.The pricing for the five-seat Captiva 5 remains at $27,990 for the 2.4-litre.  The Captiva 7 range starts off with the SX front-drive model at $32,990 for the 2.4 and $35,990 for the 2.2-litre diesel.  Next up is the CX all-wheel drive seven-seater at $38,490 for the 3.0-litre V6 petrol and $39,490 for the 2.2-litre diesel.Rounding off the seven-seater range is the all-wheel drive LX at $42,490 for the V6 and $43,490 for the diesel. All Captiva 7s have an automatic transmission as standard.The Captiva 5 front-drive fitted with the 2.4-litre petrol is $27,990, while an automatic option costs another $2000. An all-wheel drive Captiva 5 with the 2.2-litre diesel is $33,990All models comes standard with a full suite of safety gear including electronic stability control, anti-skid brakes and six airbags including side curtain airbags.Standard gear across all Captiva models includes 17 inch alloy wheels, airconditioning, cruise control, and a leather-wrapped steering wheel, with the level of equipment rising as you move up the model tree.The biggest technology story with the new Captiva can be found under the bonnet.  There are three substantially revised engines that offer more power and use less fuel.The entry level engine is a 2.4-four-cylinder petrol running direct injection and variable valve timing that is made in New York State. This produces a 123kW and 230Nm and uses an average of 9.1 litres per 100km.Next up is a 3.0-litre V6 with direct injection and variable valve timing that is produced in Melbourne and serves in some Commodore models. It replaces the old 3.2-litre unit and has a healthy 190kW but just 288Nm of torque. Fuel economy comes in at 11.3 L/100km.The Captiva runs a substantially improved VM Motori licensed 2.2-litre four-cylinder diesel that is made in South Korea. This is a common rail direct injection unit fitted with a variable geometry turbocharger for improved driveability. It uses a respectable 8.1L/100km of fuel.Only the base petrol engine, in the Captiva 5, is available with a six-speed manual transmission.  All other engines are bolted to new GM developed six-speed automatic.Most of the work for Captiva II has gone on under the bonnet or inside the cabin.  There are some new bumpers and headlights, but the new design is not radically different. Holden steered clear of introduced the brash Chevrolet front end used overseas, opting for a more subtle design.The Captiva 7 and Captiva 5 have different bodies and the 7 has rectangular headlights and flatter nose than the 5 which features more rounded lights.There have been some changes to the interior, with new surfaces and the deletion of the regular handbrake which is replaced by an electronic handbrake switch.Holden lead a drive to improve the quality of the South Korean made Captiva, which arrived in 2006.This model is better, significantly better. Some of the plastics feel a bit cheap and things like the sliding cup-holder panel feel flimsy. Some of the electronic displays look old and a few of the instruments are basic while the bad fake ‘carbon fibre’ trim in one model is not about to fool anyone. That said, it is better than before, and it should be noted that this is a quite a cheap SUV.Holden did a lot of work to improve the handling and it shows. No one is going to set a lap record around Phillip Island in a Captiva, but it certainly goes around corners with less fuss than before.  There is far less body roll in the corners which means the kids are far less likely to get car sick.The base engine is a smooth unit and works well for much of the drive. It is underwhelming when you call on it to get up a hill or accelerate hard, but will do an adequate job for a base model.There is always the V6 petrol engine although it is not a firecracker either. This engine does ok in the Commodore but always feels a bit under-done and it is the same in the Captiva.  It’s unfortunate that the 3.6-litre SIDI V6 from the Commodore wasn’t dropped in as that would have been a hoot.The pick of the engines is the 2.2-litre diesel which has more low down pulling power than any of the petrol units. It seems best equipped to pull the Captiva, which isn’t a light car, and a full pack of kids and their gear while also promising good fuel consumption.We only tested the automatic transmission and this is a good six-speed box that works well with the engines, unless put into Eco mode in which case it shifts early and often and becomes quite frustrating.You can still feel some vibration come through the floor with all three engines, which detracts from the experience.The practicality of the Captiva shouldn’t be overlooked and there is plenty of space to be used. The third row of seats are only for the little ones, but they are not bad for the class, while the ability to fold all seats, including the front passenger seat means you can carry some very long items too.

While Ford has been marketing its ultra efficient baby car like crazy, not much has been said about the other Econetic model in the Ford range, the Transit Econetic.  This lean version of the working van features a range of fuel saving technology that won't intrude on your daily drive. Big Wheels took the big hauler, which is only available as a short wheelbase model, for a test recently and found it to be a perfectly practical efficient workhorse. The key selling point to the Econetic model is its fuel efficiency and it uses an average of 1 litre per 100km less than the regular short wheelbase Transit which can add up if you do a fair few kilometres. It is also 1.4 litres per 100km easier on fuel than the Hyundai iLoad. The average fuel economy figure is 7.2l/100km, while the emissions rating is 189g/km. The Econetic features include low rolling resistance tyres, smooth wheel covers, low friction oil and a display that indicates when to change gears for optimum efficiency.  It runs a tweaked version of the existing 2.2-litre turbo diesel engine, but still delivers the same power and torque 85kW and 300Nm. The Econetic Transit drives just like any other front-drive Transit. The engine is no fireball down low in the rev range, but gets going at about 1800rpm. With so much torque on tap, you have no problem hooking along at a reasonable pace and it certainly doesn't feel like you are driving a watered down eco mobile. The cargo capacity of 6.55 m3 and payload of 1172kg is no different to the standard model.  The special tyres weren't the quietest around, but we'd need to do a back to back test to hear if they are louder than the standard rubber. Ford could have saved more fuel with a stop-start system, which kills the engine at idle to save fuel, like the Fiesta Econetic but I'm tipping it was trying to keep the production cost down. The gear change indicator is a good way to improve your economic driving, but surely a simple fuel economy calculator, with an instant reading, would be just as important. Unfortunately it is missing from the package. Still, the Econetic Transit is a good thing because you can save fuel without any hassles. It costs $36,490, which is only $500 more than the regular model.

The German giant created a storm when it fitted a 5.0-litre Lamborghini V10 with twin turbos for the rampaging RS6 sedan and wagon versions of the current A6, which arrived in Australia from late 2008. That engine produced a whopping 426kW and 650Nm, allowing for a 0-100km/h sprint of 4.6 seconds and hitting the hip pocket hard with an average fuel economy figure of 14 litres per 100km. An Audi insider this week confirmed there would be no such engine for the next generation RS6.  "It was amazing, great, but we will not be doing this again,'' says the source. With Audi management demanding significant fuel economy gains from each new model as environmental concerns continue to affect its engine policy, the twin turbo V10 was simply too thirsty and emitted too much C02. However, our source says there is no way Audi will walk away from a high-performance version of its big luxury sedan.  "We like the environment, but if you don't do something like that (RS6) then we could lose customers to BMW and Mercedes-Benz who do.'' CarsGuide understands the new RS6 will run with a hot V8 engine that will either feature a supercharger (like the existing 3.0-litre V6) or two turbos, the latter is the most likely option.  It is not clear what Audi will use for the upcoming S6, which sits between the A6 and the RS6, but it is likely to be either a hot version of the supercharged 3.0-litre V6 from the new A6 or a detuned version of the RS6 engine. The current S6 runs a non-turbocharged version of the Lamborghini V10 engine from the RS6.  Audi engineers are looking to reduce the number of cylinders and also the size of its engines to help reduce the weight of the engines which will bring handling benefits. Audi Australia will introduce the next generation A6 in Australia this July.  A wagon version is expected to follow within a year, followed by high performance variants.

The new mini van is longer, wider, has more standard features and is available with a petrol or diesel engine.Importantly, it can also carry more with the cargo capacity increasing across the range. The diesel Kangoo's carrying capacity increases from 2.75 cubic metres to 3 cubic metres, while the payload has increased from 530kg to 800kg. The petrol Kangoo has the same cargo room and its payload has risen to 650kg, up from 530kg.The petrol unit is a 1.6-litre four-cylinder with 78kW at 5750 revs and 148Nm at 3750 revs and is linked to a four-speed automatic transmission. This engine and transmission combination delivers an official combined fuel economy figure of 8.3 litres per 100km.The 1.5-litre turbo diesel engine generates 63kW at 3750 revs and 200Nm at 1900 revs and is linked to a five-speed manual transmission.This is the economical choice, with the diesel returning the impressive fuel economy rating of just 5.2L/100km, which means it is the most miserly van in its class.The new Kangoo is built off the same base as the Scenic people mover, which Renault says means it has a similar level of driving refinement to a passenger vehicle.It is 178mm longer than the old model and 102mm wider, while the wheelbase has been stretched to 2697mm, 100mm longer than the existing model.The internal load length, when the passenger seat is upright, is up by 60mm to 1731mm while there is now 1218mm of space between the rear wheel arches.There is a left hand door as standard, while an additional right hand door is available as an option.Renault has upgraded the exterior, with a new look that borrows cues from the European Twingo baby car. It has also fitted some handy standard equipment including Bluetooth phone connectivity, airconditioning and cruise control.Other standard features include electric windows, electric wing mirrors that fold back and also have a heater function, a trip computer, a height adjustable steering wheel, fog lights, a load liner and protection bars located behind the driver's seat.The Kangoo comes standard with anti skid disc brakes and a driver's side front airbag and pre-tensioning seatbelts.You can get electronic stability control (ESC) as an option for the petrol model but not the diesel, while a front passenger airbag as well as side airbags for the driver and passenger are optional on both.

Bob Suffern developed two amazing conversion kits that allow customers to turn their 1980s and 1990s into miniature trucks using very few tools.  His company is called Lil Big Rigs and started off with the Lil Kenny kit, which as you might imagine is a mini replica of a Kenworth. He recently introduced the second model, the Lil Pete, which is a shrunken Peterbilt design. Suffern, a long time mechanical engineer, tells Big Wheels that he came up for the idea in the late 1990s. "I have always been into hot-roads, all the hot stuff," he says.  "I was driving up and down the interstate looking at all these rigs and thinking that the design would make a cool street rod." He built a prototype Lil Kenny in his garage and says the reaction was remarkable.  "It's amazing. Every time I drive it I get mobbed," he says. The kits are designed to sit on top of an existing pick-up, using the original mounts of the vehicle. Only part of the frame is cut-off and the body is removed. Donor pick-ups include Fords, Chevrolets and Dodges. The basic kits cost around $13,500 (NOTE: $Aus) and includes all the basic parts you need for a conversion.  The cabin and sleeper cab are made from gel-coated fibreglass which is re-enforced with steel and comes pre-assembled with a dashboard. You also get that big grille and all the windows, including electric side windows and a road legal laminated windscreen.  Suffern designed the kit conversion so it could be completed by folks who like to tinker but aren't engineers. "The project can be done with basic hand tools," he says.  "You only need an electric drill, some wrenches and a four and a half inch grinder." Customers also need to have the body painted.  Like proper trucks, the Lil Big Rigs machines can be optioned-up. Big stainless front bumpers, air intakes, huge vertical exhausts, visors, airconditioning, sleeper windows and gauge sets are all on the extensive options list.  Suffern says that kit customers do often customize their vehicles including one Canadian bloke who spent $100,000 on his Lil Big Rig. For more information, visit lilbigrig.com  

The middle child of the BMW X range has been given some special treatment. A new X3 has been launched in the US and is on its way to Australia around March next year. It is the second generation of the mid-sized SUV that sits comfortably between the small X1 and the large X5.BMW has substantially improved the crossover wagon, stretching and widening the body to the extent that it is very nearly as big as the first generation X5. There is new front suspension, fresh steering, more interior space, and an improved all-wheel drive system.VALUEBMW is yet to lock in prices at this stage, but sources suggest that prices, at least on the entry level petrol and diesel models will not increase over the current level. That means you can expect to get the base diesel, the best seller, for about $62,000 and the base petrol for about $69,000. This is a fair amount of cash, but you do get a prestige SUV that is nearly as big as the original X5.TECHNOLOGY BMW Australia will bring in the 20D model which runs a turbo diesel four-cylinder with 135kW and 380Nm that uses just 5.6 litres per 100km.  It will also have a naturally aspirated petrol six-cylinder and a six-cylinder diesel, but these are yet to be announced.There is a six-speed manual and a new ZF eight-speed auto available overseas, but Australia will only take the automatic.  Overseas markets also have a 35is turbo petrol six-cylinder that pumps out 225kW and 400Nm, but BMW Australia has decided against importing it.The engines are available with fuel saving stop-start technology, a heads-up display which projects information on to the screen is new as is electric power steering, optional top view reversing camera and optional adjustable suspension dampers.SAFETYThe X3 comes with permanent all-wheel drive to help the driver keep out of trouble in the first place. Electronic stability control and a full suite of airbags is standard. A cruise control system that can detect objects in front and brake the car is available as an option.STYLING  BMW has moved the X3 upmarket, adding more style. The hard angular lines of the existing car have been smoothed off, while new design lines have been introduced to give the car a sleeker look.The lengthening and widening of the body helped designers give the car a more muscular look compared to the existing model. The interior has been given a mild upgrade.DRIVINGWe drove a diesel X3 with a manual transmission and a turbo petrol with an automatic.  We won’t get the turbo petrol engine or the manual transmission but we will get the diesel engine with the automatic transmission.Even though we couldn’t drive that exact car, the drive through the countryside near Atlanta in the US gave us a clear indication that BMW really has lifted its game with the new X3. The existing X3 is not very good.The first X3 seemed like a model rushed out to capitalize on the success of the X5 that was cheaper than that model but nowhere near as good. It didn’t handle all that well, the interior looked cheap and design was ugly, especially when it first came out.BMW improved it with facelifts, but it still fell short of expectations. The new car appears to change that.  It looks a whole lot better, especially when you see it in the metal. The handling has been improved substantially, although our cars had the optional adjustable dampers, the steering is sharper and the ride is more comfortable.The diesel is quite strong and it is not too loud. It isn’t much fun with a manual thanks to the traditional narrow diesel torque band that means you have to change gears almost constantly.  The turbo petrol engine is a ripper and the automatic transmission shifts quickly and smoothly.VERDICTWe will have to wait to test the exact model that will come to Australia, but it is clear that the new X3 marks a significant improvement over the existing model. The X3 used to be the poor cousin of the X5, but now it is more like a younger and smaller brother.BMW X3Prices: TBAEngine: 2.0-litre four-cylinder turbo dieselPower: 135kW at 4000 revsTorque: 380Nm at 1750-2750 revsTransmission: Eight speed automaticFuel consumption: 5.6 litres per 100km (claimed)

For years VW said Australia was just too hot for its most advanced vehicles, which is why stop/start technology - that kills the engine at idle and fires it up again when you’re ready to go - has not been available in VWs here.Now VW has confirmed it will begin the fuel-efficient BlueMotion push in Australia next year with stop/start as the core technology.It will start with a BlueMotion Golf that comes with a full suite of fuel saving measures and then introduce stop/start technology on other cars including the Touareg and Passat in the following months using the BlueMotion tag.ValueThere won’t be any word on BlueMotion pricing until a lot closer to the launch. There will be a premium for BlueMotion Golf over a standard model, which costs just under $30,000, but that is expected given its remarkable economy. It might cost a bit more, but it won’t be anywhere near as expensive as a Toyota Prius which starts at $39,990.TechnologyThe BlueMotion Golf has a suite of features that allows it to record an emissions number of 99g/km CO2 and a fuel economy figure of just 3.8 litres per 100km. Yes, 3.8, which is less than a Prius.Given its fuel tank is 55 litres, the BlueMotion model could go an incredible 1500km between refills.The special Golf does use diesel fuel though, unlike the Prius. Petrol burns cleaner than diesel, which explains why the Prius is rated as emitting 10g/km less CO2.The VW runs a 1.6-litre common rail four-cylinder turbo diesel that produces 77kW at 4400revs and 250Nm of torque from 1500revs to 2500revs, the same figures as the regular engine.This powerplant has slightly different software which changes some characteristics.While most new small cars, especially premium models, have six-speed manuals, the BlueMotion makes do with a five-speed manual. There is no automatic option.The stop/start system means that when you pull up to the lights and release the clutch, the system kills the engine. It fires up again when it senses the pressure on the clutch pedal.The green Golf also captures some energy when braking which it sends to the battery to avoid using too much fuel to charge the battery, which works hard to due to the frequent starts.More fuel is saved with the use of special low rolling resistance tyres, the wheels are also tuned for aerodynamics and the suspension is tweaked.SafetyLike all Golfs, the BlueMotion model comes loaded with safety gear. It has seven airbags, including front, side and curtain airbags as well as a driver knee airbag. There are also seat-belt pre-tensioners, belt force limiters, anti-whiplash headrests for the front seats and three rear headrests.StylingCan you pick this as an eco car from the pictures? Either could I. Unlike a car like the Prius, or the upcoming Insight, the Golf BlueMotion is not clearly identifiable as an eco-friendly vehicle. The only hint is a couple of BlueMotion badges. Other than that it looks just like a regular Golf. That’s not a bad thing, the Golf is a attractive vehicle and the interior has quality look, it’s just that it doesn’t trumpet to the world that you paid extra to do your bit for the planet.DrivingThe BlueMotion Golf doesn’t feel much different than a regular 1.6-litre diesel Golf.It doesn’t behave like a sportscar and it can be a bit gutless at times, like when you change it to second gear and wait for something to happen, but it adequate for an eco car. It’s unlikely the owners will be quoting the 11.3 seconds 0-100km/h sprint timeWe test the special Golf through from Hamburg to Berlin and on to Wolfsburg. Some of the work is done in those cities, but most of the distance is covered at speeds that would lead to a court appearance in Australia, but are perfectly legal on German autobahns. Despite the high speeds, the BlueMotion Golf never uses more than 6.5 litres per 100km and sips considerably less around town.Fuel consumption at higher speeds is better than it could be thanks to taller gearing for the higher gears, which means it pulls less revs at highway speeds.The stop/start system is fine once you get used to it. It is remarkably quick to restart the engine and must sense the instant the clutch starts to be depressed. This is important because you don’t want to be sitting at the lights waiting for it to start while irate road users stuck behind vent their anger.The eco Golf handles just as well as a regular model (which is good) and is just as practical. The bootspace is not reduced by a battery pack as is the case with hybrids and it doesn’t weigh anymore. There is a reasonable amount of space in the back seats and there is ample headroom.VerdictWe will have to test the BlueMotion Golf on Australian roads and in our climate, but it seems like a very sensible way to reduce your consumption. It isn’t all that exciting to drive, but the performance is acceptable and it is very practical.

A Lexus that is even more efficient than a Toyota Prius sounds hard to believe, but it's true. The new CT200h hybrid has just been certified with an emission output of just 87g/km, which is 2g/km less than Toyota's famous eco-warrior. Not bad for a prestige model.The CT200h is the first Lexus hatch and will lob into Australia early next year with a starting price below $50,000 on a mission to not only dramatically boost Lexus sales, but also lure younger buyers to the brand. It was developed solely as a hybrid and there will be no petrol-only version.The CT200h uses the same petrol-electric power pack and drivetrain as the Prius, which also means it is the first front-drive Lexus in Australia since the Camry-based ES 300 models were retired in 2005. It has the same wheelbase as a Toyota Corolla and Prius, but Lexus says the base is significantly different.The CT200h shares the MacPherson strut front suspension with those models, but has a sportier double wishbone rear suspension system. The new Lexus is a five-seat hatch with 375 litres of bootspace and has a space saver spare in some markets.Lexus is yet to confirm final pricing, but the sub-$50,000 indication shows it will slot into the line-up below the IS sedan. Determining value is hard because there are more enjoyable cars around for less money, but they aren't hybrids.It is the cheapest way to get into a Lexus without buying one second-hand. Technology The CT200h uses the proven technology of the Prius, with a bit of a techno tickle to upgrade the experience. That means it has a 1.8-litre four-cylinder petrol engine tuned for economy an electric motor and generator all linked up to nickel metal hydride battery.It can run entirely in electric mode at very low speeds and scavenges energy normally wasted under deceleration. A continuously variable automatic is a crucial part of the system, there is no manual option.The CT has been tuned with different modes, which change the engine characteristics and power steering assistance. Eco mode dulls the throttle input to help a jerky driver achieve better fuel economy, while the Sport mode sharpens the throttle response and makes the steering feel heavier. The instrument cluster glows blue in most modes, but switches to red in Sport mode.The CT200h has an official average fuel economy figure of just 3.8 litres per 100km. While most of the emphasis has been placed on economy, Lexus also went out of its way to optimise the handling.The new model has front and rear suspension strut braces, developed by Yamaha, which feature a centre damper to reduce vibrations without losing rigidity. Lexus has also used aluminum for the bonnet and boot hatch in a bid to keep the weight pegged to 1370kg. Despite these measures, the CT200h is unlikely to win any drag races with a pedestrian 0-100k m/h time of 10.3 seconds.As you would expect from a Lexus, the CT200h is loaded with safety gear including eight airbags, electronic stability control, brake assist and seats designed to reduce whiplash.It will also be available with an option Pre Collision system which uses radar to predict collisions with vehicles in front and prime the brakes and tighten seatbelts and can even slow the vehicle automatically.This is a controversial one. The first Lexus hatch was always going to cop some flak, but the CT200h polarizes opinions. For me it is not an attractive car. It looks good from some angles, but ugly from others.It certainly isn't an integrated design with a mixture of straight lines and curves that jars. Lexus Australia was ready for criticism of the design at our preview, pro-actively pointing out that an Australian marketing group thought it was the best looking car in its class although they were looking at pictures and not the car in the metal.A test drive of a pre-production car near Paris revealed Lexus must do some last minute work to lift the standard of the CT200h before it arrives in Australia.The tyre and road noise on coarse chip surfaces, similar to Australian country roads, was loud for a small car and simply unacceptable for a prestige model. There were also far too many vibrations coming into the cabin. Lexus has promised to work on this.There are other issues that could affect the popularity of the car in Australia, but let's cover some positives. This is a practical eco car. There is quite a reasonable amount of bootspace and a good amount of legroom and headroom for two rear passengers.Forget the fifth seat, it is tiny. It handles quite well. We're not talking BMW driving pleasure, but the CT200h is a lot more fun than the Prius and you can tell chief engineer Osamu Sadakata, who races a Mazda MX-5, enjoys corners.The performance is acceptable for an eco hatch, but nothing to get excited about. You will be able to keep up with traffic though. The very nature of a step-less CVT transmission means it is also less involving. Customers are more likely to get excited about the fuel economy and we recorded a figure of just over 6 litres per 100km driving the car hard. Unfortunately the suspension and most likely the damping is not quite right. It picks up the tiniest of niggles and sends them through to the cabin. It depends on the surfaces, but can be overwhelmingly fidgety on some surfaces. The interior styling is passable, but the crisp and futuristic instrument cluster is spoiled by an old-school liquid crystal display in the corner and the centre screen that looks ancient compared to the latest versions in other cars and smart phone displays.If Lexus can dramatically reduce the road noise and vibrations and fix the suspension the CT200h could still be a good premium eco car that attracts new customers to Lexus. It's a different concept, trading performance for economy, but there's no reason it can't succeed if executed correctly.