Articles by Neil Dowling

Hyundai's three-year iCare program is within its five-year warranty on the car. For buyers of the Hyundai i30 - one of Australia's most popular small cars - the maximum cost for its annual service is $219. That is about one-third of the cost of servicing a Mazda3. Hyundai Australia's director of Aftersales, Nick Aravanis, says it was "a great service to our customers long after the sale has been made and the car has been taken home''. "The Hyundai iCare program with the inclusion of the capped price service is an excellent way to broaden this commitment.'' Hyundai's iCare program was announced today concurrent with the delivery of Australia's milestone one-millionth Hyundai car. Mr Aravanis says Hyundai iCare includes three-year capped price servicing; updated maps from Navteq for three years; roadside assist for 12 months for cars serviced under the program (for vehicles aged up to seven years); and Hyundai's quick, under one-hour service plan. "Hyundai capped price service will be available to all private and small business buyers and will last for 50,000kms or 40 months from the date of commencement,'' he says. "Hyundai will continue to provide long service intervals of 12 months or 15,000kms to maximise customer convenience.'' Capped priced service programns are also available from companies including Ford, Holden, Toyota, Nissan and Subaru.  

The dealership relocated in November from Main St to a new $11.5 million facility in Sunnyholt Rd, As part of the awards, the winning dealership is was required to meet various criteria including customer satisfaction, service and sales figures. Dealer principal Rod Cullen said the dealership passed the criteria each year but the new facility propelled them a step closer to achieving the award for the first time. "You have to achieve all the other criteria and the facility was the last piece in the puzzle to get us over the line,'' he said. Lander Toyota employs 110 people who work in sales, administration, service and parts. Mr Cullen said about 200 new vehicles and 100 used cars were sold each month. He has worked for Lander Toyota for four years and has spent 30 years in the industry. He relishes the interaction with the public, as well as mentoring staff. "Seeing the growth and development of our staff is the driving force of me coming to work every day.''    

Nissan's all-electric Leaf, two more Prius models from Toyota and imminent alternative models Holden Volt and Renault Fluence ZE have shaken the hybrid market. In response, Honda has revamped its slow-selling Insight hybrid - only 147 found new homes in the first six months of this year - to trim fuel consumption, clean up the looks and add some features.It lifts the status but it may be a hard act to get Australians stimulated. First up, we're still wary of hybrids - and especially their dull resale values - and then there's the steady flow of rival eco-cars.The price is very good, though the entry-level $29,990 Insight VTi is better value than the $33,490 VTi-L tested here. The extra money buys a reverse camera, auto wipers and lights, Bluetooth streaming, sat-nav with Suna traffic management, fog lights and bigger 16-inch alloys. Competition includes Honda's own Civic Hybrid ($35,990) and the Toyota Prius ($33,990).But the Insight is flexible enough to compete with traditional petrol-fuelled hatchbacks. Even then, it has some neat features and its spacious and versatile seat arrangement will appeal to a wide range of buyers.The profile is an extension of Honda's Clarity fuel-cell car that is still being trialled in the US. It works very well, being slippery for quiet and fuel efficient cruising while having good passenger and cargo access. The 2012 model gets a new grille, bumper and tail lights. Cabin treatment is new-age Honda with a split-level instrument panel - placing the digital speedo high in a style now being copied by others - and clean switchgear.The switches are a bit scattergun, but familiarisation eases the initial confusion. A big, wide and flat boot extends with fold-down split rear seats, while human cargo enjoys a wide rear seat with a near-flat floor.Honda's hybrid melds the petrol engine - in this case, a 1.3-litre which is smaller than sister Civic's 1.5 unit - with an integrated electric motor. Unlike the Prius, the Insight's two power units constantly work together. Brake regeneration, a stop-start system, a more efficient fuel pump and low rolling resistant tyres lower average fuel use to 4.3 L/100km, down from the previous model's 4.5 L/100km. I averaged 6.5 L/100km.The gearbox is a constantly-variable transmission (CVT) which is par for the course, while brakes are an unusual mix of front vented discs and rear drums. Drum brakes are usually reserved for trucks.It's becoming the norm to have a five-star crash rating and here the Insight doesn't disappoint. It also has six airbags, electronic stability and traction control, brake assist and electronic brakeforce distribution. Given the relatively high-tech drivetrain, heaven only knows why it has rear drum brakes. Added safety gear in the VTi-L tested is a rear camera and automatic headlights and wipers. The spare is a space-saver.The Insight doesn't exactly start with a conventional engine crank but with a hum. It's quiet - possibly because at idle it turns off its 1.3-litre petrol engine - though gets audible on acceleration as the CVT demands high revs. At cruising speeds it's quiet with minimal wind noise - a product of its slippery shape - though coarse bitumen annoys the low rolling resistance tyres.Hybrids have a certain vagueness about them thanks to the electric drive of the steering and the unorthodox brakes. But the Insight has predictable steering - in comparison to the vagueness of the Prius - which aids its handling. The dumbed-down 65kW/121Nm engine appears barely capable of powering a can opener but the assistance of the electric motor turns it into something quite enjoyable.Combined output is 72kW/167Nm. Note that the motor is 10kW/78Nm but drive losses and different delivery characteristics mean you can't simply add the two figures together. The Insight is also comfortable, tending towards a supple ride on its long wheelbase. There's a bit of early Citroen here.Non-threatening family car with green credentials to make you smile and a poor resale value to make you sad.

One car passed me on the congested freeway this week and was distinguished not by its colour or brand, but its two occupants. Single-occupant vehicles dominant the sad and lonely road to work each morning.So why are we obsessed with SUVs and other multi-seat wagons? Perhaps it's all in the letter “v” - the one denoting Toyota's extended Prius that seats seven people and, says the company, stands for “versatility”.The hybrid wagon is indeed versatile and correctly claims to be fuel efficient, quiet (mostly), roomy and as good for the planet as it is for Toyota's bottom line. But will commuters become passengers?VALUENo contest here - this is very good value. The $35,990 single-spec Prius V gets a chocka-block list of goodies including head-up instrument display, sunshades on side windows, Bluetooth with a six-speaker iPod/USB audio, alloy wheels, climate air-conditioning and a reversing camera.Prius V does everything its $52,490 Tarago sister will do but uses about half as much fuel. Capped price servicing is $130 each for up to six services in the first three years or 60,000km.DESIGNIt's sold as a ground-up design but clearly hasn't stretched the designer's abilities, ending up just like a longer version of a standard Prius despite not sharing one body panel. Getting three seat rows in side is achieved by a 180mm longer wheelbase, 135mm longer body, an extra 100mm in height and 30mm in width.There's a decent boot even with three rows up. Toyota says actual cabin room is bigger than the 135mm body stretch implies, thanks to a new and relocated battery. Space-age dashboard design carries over, as does the Playstation gearshift toggle and - questioningly - the archaic foot-operated park brake. The cabin is muted in colour, sensible in design and very flexible, with a trio of flip-fold centre-row seats on runners plus rear seats that tuck into the cargo floor.TECHNOLOGYIf you understand hybrids - a petrol engine that automatically works with an electric motor - then this is a no brainer. It's all Prius with a 1.8-litre engine and two motors, though the new bits include the more compact and lighter (saves 7kg over the old metal-hydride sparker) lithium-ion batteries for the first time in a Toyota.The bonnet is aluminium while other pressed parts are a mix of steel strengths, LED running lights and the head-up display (HUD) is standard while the electric motor will automatically counter any floating feeling in the body (read: car sickness). Regenerative braking is enhanced with electronics that smoothly sync it to the conventional brake system.SAFETYThe V is likely to get a five-star rating, offering seven airbags, electronic aids and ISO-fix child restraint points in the centre row. It also gets a reverse camera and whiplash-injury protection front seats and leg impact absorbing pads in the driver and front-passenger foot wells.The electronically-controlled brake system that integrates the conventional brakes with the regenerative brakes is probably worth a mention, but the space-saver spare - in a wheel well capable of taking a full-size spare - is not.DRIVINGThere's no mistaking this as a Prius, from the silent start-up to the late rumble as the engine steps into the leisurely acceleration and the lifeless low-speed steering feel. But it doesn't feel as big as, say, the Tarago, and actually can even feel nimble through the corners. As speed increases, steering feel returns so by 100km/h it's nicely - if not artificially - weighted.The ride swings from comfy to weird, as the unusual torque-sensing ride control widgets counteract the boat-like body sway and pitch. It does it by applying subtle power or brake inputs to the wheels; hence the driver can feel a gentle - if not strange - push-pull tugging on the chassis.Power delivery is soft and occasionally drove me mad so I switched in the “Power” mode. And it was so much better I kept it on, knowing fuel consumption may suffer but that my dignity wouldn't be questioned at the traffic lights.VERDICTA big green bus for big green families. Likeable but some rivals - the Citroen, for example - are more satisfying to drive.

Audi is preparing to spear its RS and S models into Australia. Top of the wish list, the RS4, will return in its new A4 body early next year - but only as a wagon. Ask the question about a sedan and Audi goes quiet. “There's no official word about an RS4 sedan,” says Audi Australia's Anna Burgdorf. The RS4 will get the same 331kW V8 as the RS5, recently tested in Germany by Carsguide. Also new for Australia in November this year will be the S6 and S7 with a 4-litre V8 - dubbed TFSI - which is a derivative of Audi's existing 4.2-litre V8 mill. The 4-litre has cylinder deactivation to save fuel and is the same engine - though slightly different tuning - as found in the latest Bentley Continental. Bentley offers the V8 as an option to its ongoing W12. Europe will debut the S8, which also gets this 4-litre V8, but it is yet to be confirmed for Australia. “It's unlikely,” Burgdorf says. “There is a customer trend to sporty sedans (think S7 and Mercedes CLS) and that's indicated by our sales of the A7. The S7 may have more interest than an S8.” Audi launched the A4 in June and will now prepare the A4 and A6 Allroad models for an October debut. The second generation Q5, with a new 2-litre turbo-petrol engine option, in December. The A3 arrives as a five-door in the first quarter of 2013 and an S3 version will follow. The sports version of the Q5, the SQ5, is here about June 2013. Audi has since May 2011 sold a hybrid version of the Q5 in Europe. Though also intended for sale in the US, the 180kW/480Nm wagon isn't on the Australian shopping list. “It is likely to be too expensive for us,” Burgdorf says. “It also gets the same fuel consumption average as the new 2-litre petrol engine so there's no advantage for Australia.”

Europe's latest new-car wave mimics athletes evolving over consecutive Olympic Games to be lighter and faster than predecessors. The BMW 320i reflects the direction - bigger cars with smaller engines and more features yet with even perkier performance. It's a philosophy that's easy to understand but the mandate is so

More wicked news from Audi as it polishes its R8 supercar with a new transmission for even more blistering performance. Out goes the clunky electro-mechanical six-speed gearbox and in slots a seven-cog dual-clutch box. Audi Australia says the updated R8 - in V8 and V10, coupe and Spyder and R8+ coupe - will be here early next year but hasn't announced prices. Only 26 R8s have been sold this year to the end of June compared with 28 Lamborghinis and 49 Ferraris. The updated R8 precedes a new model set for 2016. Other changes for the 2013 R8 are improved LED headlights and new rear LED lights, a deeper rear diffuser, new bumper and grille and subtle changes to the R8+ lightweight model. The new transmission - called S-tronic by Audi but known by the Volkswagen Group as DSG - is optional on the V8 and standard on the V10. It is an evolution of the current DSG design with a new layout for the two clutches, a small 600mm overall gearbox length and drive to the front wheels via the engine's crankcase. Up to 30 per cent of torque can be directed to the front wheels. The new transmission has reduced emissions by up to 22g/km CO2 and fuel consumption by 1.2 L/100km. The V8 S-tronic averages 12.4 L/100km and the V10 is 13.1 L/100km. Audi claims the new model is quicker to 100km/h by up to 0.3 seconds. That gives the V8 S-tronic a 4.3 second time and only 3.6 seconds for the V10. Power outputs remain the same at 316kW/430Nm for the V8 and 386kW/530Nm for the V10. Both engines are also available with a six-speed manual - standard on the V8 and optional on the V10. Details of the Spyder version are identical to the coupe.  

If you hate freezing cold mornings then you may not be jumping out of bed at 5am to ride a motorcycle or drive a convertible to work.It's not impossible - the Brits and Germans do it in even colder and nastier weather - but that doesn't make it right. Interesting then that the cold-climate countries are the ones making the best convertibles. The Volkswagen Golf Cabrio perfectly reflects how well a convertible can suit icy conditions while being fun to drive and cute to look at. Failing all that, it's a great open-top drive in Spring and Autumn. VALUE Almost as cheap as chips. The single-model Cabrio is $36,990 as a six-speed manual or $39,490 as a seven-speed dual-clutch DSG auto. Either is great. In perspective, a Mini Cabrio auto is  $42,700, an Audi A3 soft-top is $52,150 and a BMW 120i convertible automatic is $55,480. The Golf wants for nothing - it even has seat heaters.It gets an electric roof, seven airbags, a pollen filter and pollutant sensor in the airconditioner (probably pointless when the roof is down) and Bluetooth with iPod/USB connectivity. It even seats four adults - something most of its rivals can't do, so it's also a family car.DESIGN Volkswagen says it wanted to maintain light weight, have a low body profile with the roof down and yet maintain a snug cabin when the roof is up. It succeeded. It's a very pretty car that doesn't have an awful boot bulge where the folded roof hides.You can actually fit four adults inside and the boot is spacious, but the small and vertically-placed boot opening makes loading awkward. Dash design is all Volkswagen and no complaints, though the right-hand drive conversion puts the pedals close to the driver and limits space for the right foot to cleanly operate the accelerator.  Vision to the rear three-quarter is hampered by the fabric roof, but big side mirrors help out. TECHNOLOGY The sole engine is Volkswagen's 118kW/240Nm 1.4-litre twincharger that combines a supercharger - for low-engine speed boost - and a turbocharger for mid to top-end boost. A few of these engines initially failed and were repaired or replaced under warranty by Volkswagen Australia. It gave the engine a bad reputation but VW says it's no longer a problem so we can now enjoy a clever, quick, fuel-frugal and above all, fun engine to drive.The DSG automatic makes life a bit easier in traffic but the engine better suits the superb six-speed manual. Suspension and brakes are from the Golf, including a sophisticated multi-link rear end for better ride and handling than a torsion beam setup. The electro-hydraulic roof is fabric purely so it folds down tight on the body, doesn't impinge on boot space and is light.SAFETYThe standard Volkswagen offering here of a five-star crash rating, full electronic brake and chassis aids, plus the bonus of seven airbags. The cloth roof requires automatic rollbars that are fired into place when the car senses a rollover. Helping the driver are park sensors, heated side mirrors, auto lights and wipers, LED tail lights and an electronic diff lock.  The spare is a space-saver.DRIVING Expect the same as a Golf and you won't be disappointed. The electric roof zips up in nine seconds and can be moved up to a vehicle speed of 30km/h - handy in a sudden downpour. The dual-clutch transmission is annoyingly jerky off the mark, though can be tempered by being gentle on the accelerator pedal.Performance is neck-snapping though if the DSG is napping and the engine is on stream - like accelerating from a start - there can be an unexpected attempt for the wheels to spin. The ESC holds this in check but there's no subtlety in the process. This is probably why I'd opt for the manual gearbox. Ride comfort is pretty good given the Cabrio gets standard sports suspension.Handling is obviously all Golf, with a solid stance on the road and a positive steering feel and predictable cornering. The fabric roof is very tight so there's no drumming and even road noise is successfully muted. It's not as quiet as the steel-roofed Golf but still perfectly acceptable. My body doesn't feel overly comfortable with the pedals as the right foot is too close to the wheelwell.VERDICT The convertible four-seater market is mainly for the expensive models. This car breaks the mold with affordability, lots of driving appeal and neat looks. Yes, I would!

Key to the growth will be the brand's mid-size car plan for Australia. The new mid-size car is expected to be the slingshot to propel the Czech company - and Volkswagen Group member - into a new sales

It's the Frankenstein's monster of the car industry, cobbled together from the parts bin of its parent yet against all odds, the creature is remarkably captivating.Skoda, through its parent Volkswagen, has created its prettiest car yet that has been formed from pieces of the Polo and the Golf. The name, Rapid, implies performance but it's not the neck-snapping thrill but the name of one of its ancestors.  And as the world's third-oldest carmaker, it has a few of those. Rapid is a clever but user-friendly family sedan that has a huge liftback tailgate to become a versatile family ha uler. It has the biggest interior in its class and the most fuel efficient range. But though clever and pretty and logical, it faces an acceptance battle against a most difficult foe. You.VALUE No prices yet but Skoda Australia's boss Matthew Wiesner indicates the three-engine range will start about $21,000. That suits the market and slots in neatly against rivals. But while the Rapid may appear to lose with its smaller-capacity engines, the fact is these powerplants are very responsive and very economical. Skoda adds a lot of neat features that purists - yes, Peugeot buyers - will adore.These can be as simple as clever stowage systems or the reversible cargo mat. The Rapid is simple, very efficient in everything from its engine to the way the cabin is designed, and very attractive. It's also much, much bigger on the inside than its rivals. Don't expect gadgets - this is on for the pragmatic family.DESIGNFresh, timeless and crisp is how designer Karl Neuhold describes his baby. A nd he doesn't miss the point. This is a pretty car that has an edge on its rivals which, by comparison, look dated. The Rapid is a surprisingly big car that looks small, yet its interior makes no excuses.It has more legroom than the bigger Skoda Octavia and 10mm more headroom while the boot - hidden beneath a long and almost invisible liftback hatch, accepts more boot space. The wheelbase is 84mm longer than the Octavia, too, so delivering the bigger cabin.Exterior styling is perfectly balanced and virtually dateless, though the cabin reflects many Volkswagen ideals. Not a bad thing because it all works but indicates Volkswagen's presence. Clever ideas - most from factory workers contributing to a suggestions box - include a plastic square for scraping ice off the car, pockets in the side of seats for water bottles and mobile phones, a reversible boot floor to carry wet items, rear seatbelt holders and the Euro-demanded safety vest under the driver's seat. Smart.TECHNOLOGYDrivetra in components are replicated from Volkswagen Group and include the more simple, economical and durable components. There is no twincharger engine, for example, and Rapid only gets three transmissions - seven-speed dual-clutch DSG auto and a five and a six-speed manual - attached to a turbo-diesel and 1.2 and 1.4-litre petrol engines.The rear suspension is a torsion beam (rather than the more sophisticated multi-link systems chosen for superior road holding) because Skoda demands simplicity, cos t effectiveness and this design takes up far less room than the alternative. More room saved under the body means more room for occupants and their luggage.  The steering is electric-assist and safety is up to the top of the class. SAFETYThe Rapid is untested but I'm assured it's five-star crash rated. There's six airbags, all the normal electronic aids, corner foglights, a tyre pressure monitor, Isofix child seat/bassinet restraints and a full-size spare wheel.DRIVING Three cars were tested in Slovakia, two which we will get come March and the third a derivative taken for a spin to gauge its ride qualities. The 77TSI is a 1.2-litre turbo-petrol coming here with a five-speed manual gearbox and presents as a sparkling car with excellent roadholding and a good ride.Roads were like Australia - rutted and crumbling bitumen - which produced some noise boom inside the cabin, while 100km/h-plus stints showed some wind noise. The 1.2-litre engine was quiet, responsive and just a joy to pun t hard. The 90TSI is a 90kW 1.4-litre turbo-petrol, attached to a dual-clutch DSG automatic, was more torquey and seamlessly worked with the gearbox.It's as brisk as the 77TSI but not as rev-happy so was quieter and more torquey. It would be better suited to a car carrying more than two people. The turbo-diesel on test was a 77kW 1.6-litre unit that won't be coming to Australia. It was mated to a five-speed manual. Australia gets a 66kW version of this engine.By comparison, the diesel shows mo re harshness and engine noise at low speeds. Yes, it's very torquey and quite brisk, but one of the petrol engines would suit buyers better. Dashboard controls are easy to find and use - the sat-nav is especially good and will be a popular option - while seat comfort is reasonable and visibility good, though Australia may like rear park sensors or a camera. It's too early to tell what spec we will get.VERDICT On looks alone it's a winner. People with more interest in a car that delivers on the  promise of economy, affordability, comfort and safety will be first in line.Skoda Rapid 77TSIPrice: est. $21,000Warranty: 3 years/100,000 kmResale: n/a Service interval: 15,000km/12 monthsSafety rating: n/a Spare: Full-sizeEngine: 1.2-litre 4-cyl turbo-petrol 77kW/175NmTransmission: 6-spd manual, front driveBody: 4.5m (L); 1.7m (w); 1.5m (h)Weight: 1179kg Thirst: 5.4 1/100km; 95RON; 125g/km Co2