Articles by Jonah Wigley

When Kia’s entry into the people-mover category was unveiled at the 2007 Sydney Motor Show, it didn’t trigger a rousing reception so much as a polite golf clap.Underwhelming as it may have appeared then, set amongst a backdrop of European classic and super cars, the Kia Rondo is in fact a very competent and affordable ‘crossover’ vehicle which aims to combine adequate seating, with the versatility of an SUV.The Rondo comes in three variants – the LX, EX (our test car) and EX limited. All are powered by a twin-cam, four-cylinder 2.0-litre ‘Theta’ petrol engine with continuously variable valve timing (CVVT), which optimises low and medium speed torque. A five speed manual for the LX or optional Sport Mode ‘intelligent’ four speed Tiptronic-style automatic transmission for the EX and EX limited, transfers the 106kW at 6000rpm and 189 Nm at 4250rpm, to the wheels.Kia has managed to keep fuel consumption down to a reasonable 8.4litres/100kms for the manual, which equates to 650km from the 55 litre tank on 91RON regular unleaded. The automatic gets you 8.6 litres/100kms.Using the Kia Magentis platform but with a 20mm shorter wheelbase and shorter overhangs, the Rondo is compact and square but not boxy thanks to a sloping windscreen and carefully sculptured front end. Thoughtful shaping of the door mirrors and A-pillars help to achieve better aerodynamics. 17 inch alloys give the EX a more sporty and agile appearance.There is nothing outlandish about the Rondo – it won’t win any awards for exterior design – but with its modern, smooth lines it certainly doesn’t embarrass itself up against more expensive competitors.With SUV interiors in mind, Kia have developed the Rondo to be wider and taller, increasing leg and elbow room and giving the seats a more upright position. Large windows give the cabin a big airy feel.From the front seats looking back, there seems to be adequate room in the second row for three decent sized blokes. The press kit assures us that the back two seats “will accommodate two 1.8 metre adults in comfort”, but they don’t mention how long they will be comfortable for. We reckon a quick half hour trip to the beach and back would be time enough to begin to feel a little cramped and restless.The middle row of seats slides back or forward on rails allowing several seating configurations to provide adequate room for either passengers or cargo. With five seats in use and the just the back two seats folded down, luggage space is more than 400 litres. With all but the front seats down, a whopping 2106 litres is freed up.The driver’s seat is comfortable and supportive, and its high position provides good vision from every angle. The dash is refreshingly simple, elegant and intuitive and is angled towards the driver creating a snug cockpit.Numerous storage areas adorn the cabin, including 10 drink holders, big door pockets, a huge centre console space and various other trays and dishes for passengers in every seat.In addition to these standard features, the EX gets a leather steering wheel, gear knob and steering wheel mounted audio controls.Safety has not been overlooked in the Rondo 7. It comes standard with four-wheel disc brakes with Anti-Lock Braking, Electronic Brake force Distribution, traction control and Electronic Stability Program.What shocked me at first with the Rondo 7 is how compact it looked. I was expecting the usual, bulbous seven-seater but it really does look a lot more SUV than people- mover.It’s not great looking from the outside but it doesn’t look dull or out of place - it sits humbly between boring and cocky. Its smooth lines and rounded front end let me know that Kia have tried to keep it as up to date as possible for the money.Climbing in the driver’s seat and adjusting mirrors and so on, I was pleasantly surprised at how comfortable it was. You sit right up high and you have great vision - with help from the bigger than normal windows. The supportive seat and enclosed, simple dash gave me a cosy warmth.Road noise isn’t too much of a problem even on the freeway but there was an irritating buzz around the passenger door which I thought was a faulty speaker at first, but it turned out to be wind hitting the side mirror.The most annoying thing I found in the otherwise impressive Rondo 7, was the power. If regular overtaking on the freeway or dragging other cars at the lights is your thing, don’t get this car – it’s gutless. But I have left this point until last because I don’t think aggressive power is particularly important for vehicles in this category. It gets you where you want to be on time and that’s all you really should need in a seven seat ‘crossover’ vehicle.The Rondo 7 is a comfortable, smooth and enjoyable family car with great fuel economy and loads of space. For a starting price of $24,990 for the LX and $28,990 for the EX, it’s very affordable too.This is the kind of vehicle you buy because you need something very practical, and while styling is subjective, the Rondo looks quite good on the street – and a lot better than other people movers.But the real proof of this kind of vehicle is how well they do what they’re supposed to, which is carry around people. And the Rondo passes this test well. For a start, it’s very easy to get in and out of the rear area — even through to the third row that is usually the bane of these cars.Space is good once you get in there, too, although I’m not sure large adults would want to spend days in the last row.And there are a lot of spots to stow smaller pieces of everyday cargo… mobile phones, change, cups, maps and so on.But there’s not a great deal of larger luggage space if all three rows of seating are being used.We didn’t get to load the Rondo completely full with adults, however with four on board it had little trouble with city driving but the automatic transmission needed a little forethought for highway overtaking where most torque is needed.The steering is featherlight for around town, but feels a touch vague.But in all situations it was the handling and ride quality that really impressed. You’re not going to have much joy trying to chuck it around corners like a sports car, but it sits as happily as most mid-range sedans. And with either one, two or four adults on board it cruised over poor surfaces with as much confidence as more expensive vehicles.Manoeuvrability and vision were both good, and pick-up was very good from stationary.The seating was comfortable however I couldn't work out how to recline the seat backs. I like to be able to find those controls intuitively and — being a guy — I don't want to have to read a manual on how to use the controls in a car.The orange glow instrumentation I also found annoying, especially the clock which is hard to read.City driving was great with positive steering and excellent visibility, however the spacing between first and second gears is a little too spread.Highway driving was also good, cruising in the 120-130 range, but again I found the gearing to be a little odd.While kickdown was easy, the gear spacing was again the issue. I feel it would be vastly different vehicle to drive if it had one more gear.At those speeds there was also a bit of wind noise — just enough to be noticeable.My wife really like the design– she thought she saw a fair amount of current RAV 4 in it.She praised the front seats and also the cupholders and the centre console vents to the back seat — which are the first two things she checks for.She was also impressed by the rear luggage compartment and third row of seats as she didn't think it looked big enough to have all that from the outside.She would definitely have it on her possible list if she was looking for a people mover as an alternative to a 4wdOverall, it’s a well designed package with quite a bit of style for small people mover, feels solid and well built, and has good pick-up, steering lock and visibility — which adds up to an easy to drive family car. The only thing that lets it down is that transmission. 

The general feeling last year was that this time the jig was up for Korea, which would be forced to step aside for Mahindra to become importer of the cheapest 4x4s and SUVs.But today Mahindra still remains largely unknown in Australia, and their Scorpion SUV is yet to reach our shores. However they can claim to produce the cheapest ute available here – the Pik-Up.VARIANTS AND DRIVETRAINS The Pik-Up is available in two single cab and two dual cab variants, one of which was our test car. All models are powered by a four cylinder 2.5-litre turbo-diesel engine that develops what on paper seems to be a minuscule 79kW at 3800rpm but an adequate 247Nm of torque at 1800-2200rpm, which gets to the wheels via a five-speed manual transmission.For offroad versions, there is an automatic locking system for the front hubs, a genuine dual range transfer car, with part-time four-wheel drive and the ability to switch to high-four `on the fly’.WORK CAPACITY With a one tonne payload for the 1489 x 1520 x 550 cargo box and a 2.5 tonne towing capacity, the Pik-Up competes well with more expensive vehicles in its class.EXTERIOR For a car this size – at over five metres long and nearly two metres high and wide – it has a distinct lack of gentle angles, making look even bigger than it is (if that’s at all possible) and giving it a harsh, boxy, somewhat ungainly appearance. But the cargo tray is large and deep, and promises to cope with large amounts of either weekday tools or weekend toys.INTERIOR The interior styling is basic and mostly dark greys, with the main styling feature two large almond-eye shaped vents that might have fallen off an alien costume in the Bollywood wardrobe department. There’s no real sense of style, and it’s no surprise they left interior shots out of the brochure.But the front seats are supportive and there’s sufficient room in the back for two medium-sized adults to sit comfortably without fear of giving the driver or passenger an impromptu Swedish massage.There’s also quite a bit of storage space scattered around – cupholders, door bins and the like – although the centre arrangement doesn’t allow for a lidded bin that can become an armrest.But the main lack is that the steering is tilt-change only, which made finding the right driving position difficult without the benefit of reach adjustment on the column.EQUIPMENTThe standard list includes all the usual powered bits, plus alarm, immobiliser, foglights, delayed shut-off headlights and side steps.The audio system is CD/MP3 compatible with USB and SD card ports and an ipod jack. It also comes with a remote control which may initially satisfy a desire for novelty in an otherwise plain vehicle, but will probably soon get lost and/or become the catalyst of endless bickering among the kids.LIVING WITH IT Pincott says In urban areas, the Mahindra’s size turns you into a far more careful driver. You become very aware of how close you are to walls, bollards and other cars when parking or in multiple lanes.But this size also makes for a lot of usable interior room, and a startlingly high roof that the agents pointed out would easily accommodate an Akubra-hatted head. And that kind of feature will probably be one of the main keys to Mahindra sales here. Sure, you can use it around town for leisure or household chores. But it’s natural habitat is the worksite and the farm.The load area is massive, which will be attractive to anybody who has to lug a large amount of tools or cargo – and at the same time you could easily picture a jetski, motocrosser or family of bicycles in there.The fit-out is utilitarian, and there’s no point in pretending that the surfaces are prestige materials. But it’s well equipped, and touches like the USB interface and remote control are not only novel but can add to the safety factor by keeping the driver’s hands on the wheel when the family is on board.The diesel engine sounds very agricultural, especially at idle, but there was no lack of effort to push the ute around – albeit we didn’t get the chance to load it up. The shift action on the long throw gear lever is likewise unsophisticated. But at the end of the day, this is a light commercial vehicle rather than a passenger car. And one that is priced and equipped to attract the market.VERDICT: 7.4/10Wigley says The Pik-Up has good visibility for its size and feels like a substantial car for the money. There are no noticeable rattles but road noise is a little loud coming in through the cabin floor from the tyres. The side mirrors also catch the wind and on the freeway, it becomes difficult to hold a conversation without repeating yourself.The engine won’t get you around at speed but it will do the job sufficiently without you having to want for too much more.Although the gear changes were generally easy and smooth, we did have a few crunches dropping down to third. The long gear stick gave the car a rural quality – like driving the tractor at grandads farm – but in a good way.Steering was responsive and true but on the odd occasion, the front wheels yelped on take off from an incline, and tended to bleat if cornering too fast.Generally though, the drive was a pleasant surprise – smooth, responsive and comfortable.The Pik-Up doesn’t pin its hopes of success on styling. But the positive you take from that is a quiet confidence that the important stuff — the engine, the ride and handling, the payload and towing capability — that really should matter in a car like this, is a bargain for the outlay.For a basic workhorse utility, it competes respectably with other vehicles in its class and it’s cheap. It doesn’t need to be attractive but it certainly wouldn’t hurt.VERDICT: 6.9/10Halligan says It was hard to miss the Mahindra’s bulk in the car park. My initial impression — utilitarian and spacious. It reminded me of a G-Class Benz from many years ago, before they became trendy and moved upmarket. Navigating my way out of the car park, which admittedly is more of a rabbit warren than most, I thought I was going to take out a few fire sprinklers. This thing is tall.I had to take two bites at the exit ramp, proving that the steering lock is not overly generous but then again I suspect no worse than any of its competitors.I’ve often wondered why the hell anyone would want to drive a 4wd in the city — or the burbs for that matter. A run in the high and wide Mahindra revealed one of the attractions is that you can look down at others, giving you a wonderful — but false — sense of security.The diesel accelerates well, torque seems good and it tracks well. It a 4 door, 4WD tradies’ ute and I’m driving it the same way I drive everything else, as if it’s a sportscar. It’s coping OK.Accelerating showed it’s amazing what you can get out of 79kw. The ute feels fine and if my mind starts to wander I have to make a concerted effort to keep my speed down.There’s not a great deal of wind rush even with the window down, but quite a bit coming from the heating system. But then again, this thing is basically a truck.It’s comfortable enough, and the seats didn’t give me a hard time although — again trucklike — it has me sitting much more upright than I like to be.My wife likes 4WDs because she feels safe in them. I feel the opposite. More room to hit your head with more time for your head to accelerate before it touches anything — and less effort in design from the engineers.Overall, the Pik-Up is competent, nothing bad to report except a little understeer on fast curves and the tail is a little prone to move out when taking a tight intersection turn too quickly. But this was more to do with my driving outside of the normal envelope of the vehicle.It fits its purpose well, but that purpose is specific. It’s a tradies’ work vehicle that can be used on occasions to transport the family around locally.I wouldn’t buy one however for the same reason I wouldn’t buy a Hi-Lux, Navarra, Patrol, Landcruiser, I don’t feel safe in them and I worry about how much damage they can inflict on others.But if you are in the market for a workhorse I would definitely put it on your research list.VERDICT: 7.1/10 

In his first Federal Budget, Federal Treasurer Wayne Swan has implemented a luxury tax hike that will affect cars priced at $57,000 and above.

An interesting reaction you might think, given that the GTi has been one of the outstanding hot hatches of the last decade. But that’s the thing you see. For the R32 to park confidently as the performance-mobile in the Golf range, it shouldn’t just be the one up from the GTi, it should be the excitement machine. It should be goose-bump raising adrenalin on four tyres - and worth every cent of the extra several thousand dollars spent.With all this in mind and not one to judge to quickly, I thought I’d better decide for myself.ExteriorA completely new radiator grill fronts the R32 and comprises two shiny, aluminium twin strips instead of the black honeycomb pattern of the GTi. A polished R32 badge sits to the left. The grill rests above 3 huge air intakes, and between self adjusting, bi-xenon headlamps.Assisting in the achievement of a sporty look, body-coloured bumpers and door handles, together with a 20mm lower chassis give the car its aerodynamic aspect. Centrally-mounted, twin exhausts plus rear roof and deep front spoilers make up the muscular, aggressive form one expects from a true performer. InteriorGenerally, Volkswagen does its best to style interiors that will date well. They do this by coupling quality materials with simple design. R32 badging, ‘engine spin’ aluminium trim and a great looking instrument cluster - unique to the R32, are the only subtle differences that separate it from the rest of the Golf range.Everything is solid and tight with not a hint of poor workmanship or potential for rattles.Engine and SafetyThe 3.2 litre V6 petrol engine gives you a nifty 184 kW at 6300 rpm, which is about 40 more than the GTi, and a solid 320 Nm of torque at around 3000 revs. Power is distributed to all 4 wheels via Volkswagens 4 MOTION system which aims to achieve better traction and improved safety.The R32 achieved 5 stars in its Euro NCAP crash testing program and comes standard with ABS, EBS, ESP and a comprehensive airbag package.On the roadI was keen to give the R32 a good run, even after hearing that it wasn’t hugely different from the GTi, and after the first few k’s along a vast stretch of car-less, winding road, I was having a lot of fun. The exhaust note was guttural and raw. The four wheel drive and big 18 inch wheels, stuck the car to the bitumen on the tightest of turns, and braking and acceleration was precise and true. I was expecting the lowered suspension to be stiff, but not as jarring as I experienced, even with the support of Vienna leather or Recaro seats. It became uncomfortable after a while and I suspected the everyday driver might become a little miffed having to scour the floor every hour for dislodged fillings.Noise from the slightly rough road was quite loud inside the cabin and the steering wheel, same as other cars in the range, was too far away with no option to readjust.Ours was the Direct Shift Gearbox (DSG) version but you can choose regular manual if you wish. Personally I prefer the good old fashioned gear stick over paddle shift but you can get 6.2 seconds for the 100 kms with the DSG, rather than 6.5 with the stick. I could probably take or leave that but I will welcome the better fuel economy you get with the DSG at 9.8l/100 kms.I didn’t get the same adrenalin rush that I did in the WRX STi for example, or the Evo – and I was really hoping I would, considering all three are the ‘performance’ cars in their line ups. I wanted my stomach to fill my throat but there was none of that.Perhaps it’s the 200 odd kilos that the R32 has over the GTi, or that I had held my hopes a fraction too high. But there was nowhere near enough notable difference in performance or looks that I thought there should have been, for the R32 to fit comfortably and justifiably at the top of the grid.PricingYou can get 3 and 5 door versions of the R32. Pricing starts at $54, 990.

The debate about whether performance cars should be allowed on our roads has been keenly argued for years. Those who consider excessively powerful muscle cars a danger to many, are quickly educated by performance enthusiasts who retort that those same cars are completely safe unless placed in the wrong hands.There is no doubt that the third generation Subaru WRX STi slots into the performance car category easily, but does it stand up to the rigours of every day driving? And is it safe enough for the every day driver with all that added grunt? Let’s have a closer look and find out.ExteriorThe STi has slipped into the new Impreza shell beautifully - and then flexed. The result is an aggressive, bulging ball of muscle with flared guards and wheel arches, but with underlying style and elegance. Apparently, the only bits kept from the Impreza are the bonnet, the front doors and the roof. Add to those, big 18 inch alloy wheels, a rear roof spoiler, quad exhausts and a big bonnet scoop, and you have a hot looking brawny monster, ready for action.InteriorSubaru have kept it pretty simple on the inside, but they’ve retained the new Impreza’s swirly sweeping lines across the dash, which is unfortunate because it really didn't look good in the first place. Three big dials are the only real features apart from the big-screen interface above them. The screen displays the GPS and allows you to peruse various performance statistics and radio stations. It is a little fiddly and forces you to take your eyes off the road for too long - a bit dangerous in a car like this.Compared with the entry level Impreza, the finish in the STi is of higher quality and seems less plastic. The Recaro seats on this spec R model are extremely comfortable and supportive. They sit low and give you that proper race feel.SafetySafety as always is top priority for Subaru and once again with the WRX STi they have snagged the top five star ANCAP crashworthiness rating and the equally impressive four star pedestrian safety rating.Engine and TransmissionPower and torque are up by 7.3 percent and 3.8 percent respectively, compared with the last STi. The 2.5 litre, four cylinder turbo engine gives you 221 kW at 6000 rpm and 407 Nm at 4000 revs.With a top speed of 250 km and a mind blowing 5.2 seconds for the hundred, it really does push you back in the seat and doesn’t feel like it’s going to pull up….ever. The six speed manual transmission has been refined and feels tighter, allowing for smoother changes. At high revs, the turbo sound like a jet plane firing off an aircraft carrier.On the roadThe STi mark III introduces Subaru Intelligent Drive (SI-Drive) which lets you choose between three settings depending on the performance you are looking for.‘Intelligent’ provides a comfortable smooth ride, with slow power output.‘Sport’ is the default mode and optimises performance according to your driving conditions.You get a firm ride regardless of which of the above two modes you choose but you get used to it quickly, and it certainly won’t dislodge your fillings. The improved wishbone rear suspension lends weight to that statement.Handling is superb given the shorter, wider stance. True, responsive steering and the new multi-mode Vehicle Dynamics Control with three automatic Limited Slip Differential (LSD) settings make driving the STi a very enjoyable and comfortable experience.But it’s the ‘Sport #’ mode, the third of SI-Drive settings, that sets this car apart from the rest of the Impreza range. The press kit claims that it “boosts engine revolutions for sharp, sporty driving. Provides dynamic performance for true driving enthusiasts through highly responsive engine and throttle control”. A rather polite way of saying that it totally kicks a**e. ‘Sport #’ truly is an incredible hike in performance that quite literally rams your insides up into your throat and flashes everything outside - and your life – before your eyes.And it’s this last piece of information that makes me uneasy about this car as an every day drive. I like Subarus. I like the engine, I like the reliability and generally I like the look of their cars. And I do like this new STi – a lot. But I don’t like that in the wrong hands, it is potentially a very dangerous bit of kit on our roads.All in all though, an impressive benchmark has been set. Let’s see how the Mitsubishi Evo X measures up when it’s released in May.Prices for the Subaru Impreza WRX STi start at $59,990.

The impeccable safety record, the reliable boxer engine and the constant improvements to ride, all contribute to my fondness and expectations. So it’s slightly disappointing to reveal that the latest Forester doesn’t do much for me at all*. And it’s not because it doesn’t deliver in the aforementioned areas – it does. It just looks so damn drab. But that’s no surprise; the Forester has always struggled aesthetically. It’s a real wonder, given our growing demand for style and looks that it has been such a successful car. I suppose ‘successful’ is an understatement; this car has bobbled around in the top three in its class for over a decade. It’s the most popular car Subaru sell. So what’s going on here? How is this happening? Is it because it has such a good reputation? I don’t think these heady days for the Forester can last without dramatic improvements to styling, inside and out. First it was the boxy, two tone brick; now it’s bigger but still boring. The base model interior is plasticky and unimaginative. Like I said, I’m being harsh because I like Subarus. Great engine and safety, and it’s a comfy drive. I just think they can do a lot better in the looks department. Do you agree, people? Am I going crazy and simply missing something obvious? Why are they so popular? Help? *The XT turbo does look a bit better with its big bonnet scoop, buldging guards and wheel arches and other muscular features, but I am talking about the XS, the base model that most of us will be buying.

Well, the Geneva International Motor Show is upon us and here at carsguide.com.au, we've been busy putting together a comprehensive section to keep you well abreast of all the interesting new cars

The V8 Supercar series driver sustained massive head and internal injuries after his car hit a safety barrier at high speed on Saturday. He was treated immediately on site before being rushed to Royal Adelaide Hospital by ambulance. CAMS President, Colin Osborne, said that Cooper's passing was something that would be felt by the entire Australian motor sport community. "Firstly our thoughts and sympathies go to Ashley's family and friends, particularly his wife Casey and two children and parents Alan and Maree," said Osborne. "It is always a very sad day when any member of the motor sport community is taken from us. "The motor racing community involves a close knit group of competitors and officials and I know that everyone will be feeling the loss of Ashley. "CAMS will conduct its own full independent investigation to determine the circumstances leading to the incident. In the mean time, CAMS and event officials are working with the relevant civil authorities to assist with their investigations." CAMS Chief Executive Officer, Graham Fountain, praised the actions of officials immediately following the incident. "We have to thank our Clipsal 500 Adelaide officials for their swift and professional actions as the loss of Ashley will no doubt have an effect on our many volunteers who work tirelessly at amateur and professional motor sport events around the country each weekend. "Our extensive counselling and support services will be offered to Ashley's family and friends as well as to the competitors and officials involved in the event to help them though this tragic time."  

Battling torrential rain for most of the journey, the all new Mazda 6 was still able to show us that the Japanese marque is determined to keep its ‘best selling import’ record

The second generation Mazda 6 is bigger physically, has greater power, and comes in at a few hundred dollars cheaper than its predecessor.