Articles by Peter Barnwell

Peter Barnwell road tests and reviews the Toyota Corolla Ascent sedan, with specs, fuel consumption and verdict.

We turn the spotlight on the 2014 Toyota HiLux SR5 4WD and ask the crucial questions, including the biggest -- would you buy one?

Peter Barnwell road tests and reviews the Audi A3 sedan 1.4, with specs, fuel consumption and verdict.

It took a nanosecond for us to realise we really liked the CVT Rex because it didn't behave like the usual slurring slushy CVT.

It’s a shame that it's mainly chauffeurs who will get to appreciate the superb Audi A8.

Buying European never looked so good at this price point.

It’s been a struggle for Skoda’s Yeti to get a foothold here because there are so many enticing choices in the compact SUV segment including the car on which it’s based, VW’s Tiguan.

You’d be hard pressed to notice but they’ve done a complete update on the Mini hatch, redesigning the body and installing new powertrains and interiors. Mini says the new hatch is more sophisticated, more functional, more powerful and slightly larger than the second generation it replaces. Yep, this is Gen III.Occupant comfort is improved with increased interior space, a higher level of functionality with updated features and a more refined driving experience. Passengers will instantly feel the difference inside in shoulder room gains and foot space, a roomier rear-seat arrangement and luggage space is also increased.PRICESThey’ve cut the price with new Mini Cooper pitched at $26,650, down $5,000, Cooper D is down $3,000 to $31,800 and the range topping Cooper S is now priced at $36,950, a reduction of $3,750.The new model has grown in every direction, with increased dimensions for the chassis, body and interior space. The new platform allows for an increased, track length, width and height.STYLINGNot much can be said about the exterior styling except that it has that defining Mini look albeit with detail differences between the latest and previous models. Park them side by side and it’s obvious, on the road – not so much. It’s still a brick on wheels.They differentiate the various models but once again, you’d be hard pressed to notice…though the Cooper S has a much more aggressive look to its flanks, bigger wheels more body add-ons and centre tail pipes.ENGINESThere are three pot petrol engines (diesel and petrol) in the line-up this time around. Both three and four-cylinder engines in the line-up feature TwinPower turbo technology with the petrol models scoring turbocharging, direct fuel injection and variable camshaft control on the intake and exhaust side (double VANOS in BMW speak).The petrol engines also feature fully variable valve control in the form of VALVETRONIC, as patented by the BMW Group. The turbo diesel has variable turbine geometry along with higher pressure fuel injection.All have improved engine and driving performance figures while their fuel consumption and emission levels have been reduced. The Mini Cooper’s three-cylinder 1.5-litre petrol engine Is good for 100kW/220 Nm, the latter at 1,250rpm with 230Nm on over boost. It uses as little as 4.7 l/100 km. The Cooper D also has a three pot 1.5-litre engine with 85 kW/270Nm at 1,750 rpm and fuel consumption of an astonishing 3.7 l/100 km.  The Mini Cooper S is a four pot 2.0-litre turbo with 141kW/280Nm (300 on over boost) and 5.9l/100km.All engines are hooked up to a new six-speed manual transmission with a six speed auto available. Automatic start/stop with the automatic transmission is fitted for the first time.DYNAMICSThe chassis and suspension systems underwent a full scale revision with the results all aimed at intensifying the experience of the agile Mini handling properties. It brought new materials with increased use of aluminium and targeted use of high strength steels to reduce weight and increase rigidity. Further development was also carried out in the area of geometry such as increased track width for both front and rear axles with the result being improved axle kinematics.Changes were also made to the electromechanical power steering which includes torque steer compensation to prevent self-steering tendencies. The steering has been optimised for increased precision in spirited driving situations and standard features include the speed-related steering assistance system, Servotronic.INSIDEThe interior has a familiar, funky Mini ambience, although with more sophistication and functionality. A new display and operating console combines the typical brand-style look and feel of the cockpit with improved functionality. Road speed and engine speed, along with other key driving-related information, is shown in the newly designed instrument cluster directly in front of the driver on the steering column.The characteristic central instrument display now includes either a four-line TFT display, a 6.5 inch or 8.8 inch colour display depending on model and options fitted. In each case, the display provides feedback on vehicle functions, infotainment and communication as well as navigation maps and route directions in the case of the larger displays.

We had a grand plan to run the Outlander PHEV for zero petrol cost for six months – but that went out the door in the first week when we had to drive further than 50km in one go. Zero petrol is achievable if you live less than 25km from work and that's the only driving you do each day.There's still the cost of electricity but it's negligible if you charge the vehicle between 10pm and 6am when the rate is around 11 cents per kilowatt hour. With solar panels on the roof, your cost will be zilch. But if you're paying, we figured it out as costing a tad more than a cent a kilometre running on electricity – which is pretty good.The $52,490 test vehicle is a fully equipped Aspire model and has plenty of kit pitched at premium car level, and there's a base-spec PHEV at $47,490. Doing a quick calculation on the value of the plug-in against a conventional Outlander, we've compared our test vehicle with the Aspire spec diesel Outlander at $46,890, which has a claimed economy of 5.8L/100km. That means that if you're doing about 15,000km per year, it would take four years of petrol-free driving to make up the difference.The Outlander itself is a good size medium SUV which in the PHEV's case can be taken moderately off road and also tow up to 1500kg. It's sweet to drive and travel in thanks to the super quiet powertrain and plenty of kit pitched at luxury car level. It looks good too due to a recent exterior upgrade that ushered in 18-inch wheels and detail exterior changes.The vehicle is heavy but hauls around a lot of kit to make it do what it does – battery pack, petrol engine and two electric engines all weigh plenty and contribute to the PHEV's portly 1800kg plus bottom line. It tells when you run out of charge and the petrol 2.0-litre engine kicks in, when it starts using something like 6.5-litres/100km with assistance from the electric drive train – but performance is adequate rather than strong.The PHEV could do with more range which is problematic, given the current state of play in technology terms. And we are wondering why Mitsubishi didn't fit a small turbo diesel into the PHEV instead of the petrol engine that has been around for about a decade.Recharging can be irritating as you need to have the vehicle garaged, a 15 amp plug and have it timed to activate in the cheap electricity period. Then when you go out to drive it, you need to unplug, wind up the cable and shut the plug lid before actually getting in the vehicle. It needs a portable docking station of some kind.But we have to say that in the month we've had the PHEV, it's only been refuelled once and half of that is still in the tank. Maybe we are expecting too much... however not paying for petrol holds huge appeal. 

enter the Citroen DS3 hatch, a sweet little car out of France with plenty of kit and a totally different look.