Articles by Peter Barnwell

Two grades are offered with a choice of three engines including a 2.0-litre turbo diesel and two petrol fours, one a turbo. All are used in other VW (and Audi) passenger cars.All Jetta engines use direct fuel injection for low emissions and low fuel consumption - including the diesel TDI.The Jetta range has a Euro4 emissions endorsement, something still a way off in Australian Design Rules.The test vehicle was a six speed manual TDI but a six speed auto direct shift gearbox is optional.Why would you opt for the diesel?Because it will go about 1200km on a tank of fuel and probably last a lot longer than a petrol engine.On top of that, engine performance is surprisingly strong with potent roll on acceleration from just above idle right through to peak engine revs.Maximum output is 103kW but there's a hefty 320Nm of torque lurking within and its there from just 1750rpm staying through to about 4000rpm.That amount of torque bestows Jetta with a gorgeous forward thrust pretty well on demand.Used to be this amount of grunt was only available from a 4.0-litre petrol engine.However, it's noisy at start up and at low revs but once up and running, the TDI is just like a petrol engine.The manual transmission is nearly perfectly geared for the engine's output with closely spaced ratios and a useable sixth cog. There is no need to downchange for faster acceleration at highway speed.Now, to the subject on everyone's mind - fuel economy.On one 150km run comprising urban and highway driving, the Jetta TDI recorded an average fuel consumption figure of 4.7-litres/ 100km (60mpg in the old money).This is the best I have ever recorded in any car including a number of hybrids and some mini-cars.What is most impressive is the Jetta did it without a conscious effort to drive economically.Do that and it might approach 4.0-litres/ 100km. Other aspects of the Jetta are impressive too, the massive boot with full size spare, indicator repeater lights in the exterior mirrors, Light Emitting Diode (LED) tail lights 16in alloys, Electronic Stability Program (ESP) rain sensing wipers, park assist, premium audio - the list is large.It's a comfy thing to drive offering sporty ride and handling and accommodation for five. The interior is a little conservative but is good to look at and functional.Styling follows the Golf front end with a Passat rear treatment _ it looks the business.Is the Mexico-made Jetta at $37,990 worth the extra $5.000 spend over Golf 2.0 TDI?There's more in Jetta and it has arguably more prestige value but the Golf's good too - a difficult one to answer.

In the past, these engines were fairly rudimentary, barely more refined than something lifted from a commercial vehicle.Not now.The latest addition to Peugeot's diesel lineup is a high tech, twin turbo, common rail 2.7-litre V6 that's available in the elegant 407 Coupe. It will soon be available in the nearly as appealing 407 sedan and wagon.Presumably, the 2.0-litre four cylinder turbo diesel currently available in the latter two will remain in the lineup as well as the 3.0-litre V6 petrol.But who'd want the petrol V6 engine when the diesel is so much better in every way and it's the first diesel coupe ever offered on the Australian market.It sounds better, offers a huge amount of torque and consequently stronger acceleration, uses minimal fuel and complies with the stringent Euro4 emissions regulations.Did I mention that it's hooked up to a smooth shifting six speed automatic transmission.The V6 diesel is virtually the same engine in the new Jaguar S-Type diesel but that vehicle costs tens of thousands more than the 407 Coupe diesel at $72,500. It's good for 150kW/ 440Nm output from as low as 1900rpm.Put into perspective, this amount of torque is produced by self respecting V8 petrol engines of nearly twice the capacity.The car itself is handsomely equipped with the usual luxury features but some relatively unusual stuff too.Directional bi-xenon headlights that look around the corner are included in addition to cruise control with a speed limiter to keep you legal, front and rear parking sonar so you don't dent the model, premium hi-fi to groove to, automatic headlights and wipers for when you're feeling lazy and heated front seats to keep your butt warm.The Coupe scores a five star NCAP crash test rating which means cutting edge safety inclusions like Electronic Stability Program, ABS and multiple air bags.It's a big coupe, almost the same size as Monaro but with much more presence on the road.Plenty of room is provided for four inside the cabin and the boot is large for such a car.As expected, the Coupe has a composed ride offering smooth supple suspension or alternately, firmer sporty dynamics at the touch of a button. The same applies to the transmission with an "S" for sport mode and sequential change.It's quiet inside like a luxury car should be and the pampered feeling extends to the seats, leather upholstery and all other interior features. Access to the rear seats is through long doors which can be an issue in tight parking.The diesel 407 Coupe is great to drive offering sporty performance and excellent roll- on acceleration at will. Fuel economy hovers around the 7.5-litres/100km mark and it doesn't sound half bad either.

Emerging as the pace-setter in the class, Civic VTi hits with a killer price of $20,990 which would make other players in the market wince. Why?Because the Civic is such a good performer.This is the eighth generation of a car that started out in 1972 so Honda has had plenty of time to get it right.This is the biggest Civic, pushing the boundaries to the next size up. It’s line ball whether Civic has more room inside than the larger Honda Accord Euro. It has a flat floor for added interior room and is wider than ever. The boot is large and the rear seat folds, opening an even larger load area. It has numerous storage options and clever, practical touches dotted about the cabin. Just because it’s the base model doesn’t mean the VTi is boned-out. It scores airconditioning, anti-lock brake system, dual airbags, a decent audio system, power windows and mirrors and remote central locking. The engine is a bottler, kicking out 103kW/174Nm while sipping an average of 7.0 litres/100km. The manual test car showed a clean pair of wheels to plenty of other cars. It has a distinct sporty flavour to its dynamics and engine performance. It looks good inside and out with a broad, squat stance and slightly angry looking face. Aerodynamics are clean with benefits to noise reduction and fuel economy. A treat to drive, the squared off wheel is great in your hands and the slick changing five-speed manual is like a rifle bolt in operation. Its clutch is light, the brakes are powerful and the electronic throttle is sensitive. It grips the road tenaciously thanks to double wishbone suspension and steers with precision. It takes five adults at a pinch and is comfortable and quiet to travel in. The dash is deep but looks OK particularly with the multiple meter console and large controls. Civic weighs 140kgs more than the previous model but the beef hasn’t dulled its performance or economy.

That is a vexed question and the answer in cold hard economic terms is no. It would take decades to recoup the price differential especially given the fuel efficiency of new sub- 1.8-litre engines.But there is another attraction with hybrid cars and that is their green credentials. If everyone drove one, there'd be no greenhouse crisis, cities wouldn't be cloaked in a grey/ brown patina, oil reserves would last years longer and human health would be better.So, looked at in that light, hybrid cars are worth the money.Honda is one of only three manufacturers with a hybrid petrol/electric car available in Australia. The new Civic Hybrid sedan hit the market this week selling for $31,990.It looks just like the other Civic sedans except for special alloy wheels and is made in Japan, not Thailand.This is the second Hybrid Civic from Honda and is a step up technologically though the mechanical essentials are similar to the previous model.Motive power comes from a 1.3-litre petrol four cylinder with variable valve timing hooked up to an electric motor driving the front wheels through a CVT auto transmission.A battery pack captures and stores electricity from the engine under deceleration and when braking.The car is capable of running purely on electricity at less than 40km/h.Power output is a healthy 85kW with 170Nm of torque - up substantially on the previous model. Average fuel consumption despite more power and weight is better at around 5.2L/100km.On the road, the hybrid is an interesting drive partly because of the one-gear CVT that allows the engine to rev freely and also because everything shuts down when the car comes to standstill.It fires up as soon as the brakes are let off and the throttle is pressed.Performance is pretty good, rating about the same as a 1.5-litre car overall. It's a bit hesitant off idle but accelerates well once underway.Handling and ride characteristics are the same as on the VTi Civic - competent and slightly sporty.The car is well equipped, has six airbags and a comprehensive array of features.But would I buy one?No.I would buy the Civic VTi auto at around $23,000 and put nine grand in my pocket. I'd still have a clear conscience about the environment because the VTi is already an ultra low emission vehicle.It has the edge in performance, the five- speed auto is more user friendly and there would be minimal penalty at the bowser. 

Their job was to shoe-horn a Volvo five cylinder turbo engine under the bonnet of the Focus hatch, make it really go, really handle and look the part for a price that makes it accessible to a large audience.To say they have succeeded is an understatement as the XR5 is arguably the best "bang for your bucks" on the market right now.A big call?You bet, but look at what you get for the $36,000 retail price.The car looks a million bucks with its overt, sporty bodywork, snappy 18in alloys and low ride height. It crouches on the road ready to pounce.The theme is carried through to the inside which is replete with Recaro sports seats in the front, a triple dial pod in the middle of the dash and sports steering wheel.XR5 is more than a simple hot-up job as the chassis is re-engineered for strength, the suspension is totally recalibrated with stiffer springs and dampers and the brakes upgraded with 320mm discs.Power comes from a 2.5-litre, inline five cylinder petrol engine delivering a hearty 166kW/320Nm output. Strong torque is avail- able from as low as a 1600rpm. The engine features variable valve timing on the inlet and exhaust sides, a compact KKK turbocharger that pumps a 6.5 bar (about 9psi in the old scale) and a powerful Bosch engine computer.Drive is to the front wheels via a close ratio six speed manual gearbox.The discs are large and are fitted with multi- piston calipers. Steering is electro/hydraulic rack and pinion.Numerous electronic systems control the car's dynamics including stability control, ABS and brake assist.It bristles with safety features: six air bags and pyrotechnic seat belts among them.The XR5 sounds great with an off-beat waffle to the dual outlet exhaust enhanced by an acoustic mechanism under the bonnet.Acceleration is strong, not as quick as a Subaru WRX but not far behind and the handling is pin-sharp.It really gets going higher up in the rev range but has plenty of torque for lazy touring.Fuel consumption averages about 9.5-litres/ 100km of premium.I really liked driving this car but there are some complaints like the space saver spare, small 55-litre fuel tank and largish turning circle.All are minor complaints in what is otherwise an impressive package. Competitors include the VW Golf GTi which costs more, has less power and torque and is only a three door.

Yaris is a much better car than Echo ever was but the hatches styling is confronting to some.Enter the Yaris sedan, a much better looker and even though more "mainstream" than the hatch, with potential broader appeal. Larger than a light car, Yaris sedan is cleverly designed to offer a surprising amount of room and comfort in a car this size.  Has high levels of active and passive safety including ABS making Yaris sedan one of the safest small cars on the market. But the safety package is $750 extra. Has high levels of standard equipment including electric power steering, factory aircon and dual air bags. Designed to minimise pedestrian injury and is easy to repair. Low noise levels in cabin for a car in this class. Most materials used in its construction are readily recyclable. Full size spare. Ride, handling and comfort make it feel like a larger car on the road. Boot is a decent size and impressive rear seat legroom thanks to flat floor. Turning circle is commendably small. Engine is 1.5-litre, twin cam with variable valve timing, delivers strong performance 80kW/141Nm and excellent fuel economy, as low as 6.5 litres/100km. Five speed manual is handy, four speed auto is old school. At $17,690, the YRS manual sedan is more than $2000 less than entry level Corolla, not much less car. Misses out on knee airbag available on hatch. Has rake and reach steering wheel adjustment. Rear seat has 60/40 split fold function. Built in Japan and has comprehensive anti corrosion treatment to body/chassis. Passes stringent Euro 4 emissions regu- lations. Funky interior, fun to drive. VERDICTWorthy competitor in the light/small car category. Better looking than hatch variant, economical, nippy to drive, safe affordable. What more could you want? 

Kia's Grand Carnival is an excellent example: an eight seater V6 with 184kW of power, air conditioning, air bags and ABS among its inventory for about $37,000.But some people don't want to drive Korean preferring to drive Japanese.It's understandable especially when you are talking Toyota - Tarago specifically.This is a quality people mover with an enviable reputation for reliability and resale value as well as economical running.But it has gotten away a bit on price moving out of reach of some who would have one.A new model Tarago surfaced recently and its price has been trimmed to a starting point of $48,990. Add the safety pack you'd want and on-roads and that would escalate to around $55,000.A big ask in anyone's measure but take a drive and you might feel differently.The newcomer looks a little like its predecessor but more handsome especially at the front and rear. And the quality is evident everywhere you look - paint, interior fit and finish, materials.Less van-like than the previous model, the new Tarago actually looks a bit sexy, and is definitely funky inside particularly the dash with its cyber style console and instrument panel.An eight seater with eight three point seat belts, Tarago is offered in two grades, GLI and GLX.Both share the same powertrain and running gear with the latter having 17in alloys and more goodies to justify a three grand premium.The interior is extremely space efficient offering numerous storage options and sliding side doors both sides with power windows.Access to the third row of seats is by sliding/ folding centre seats.The rear seat only just qualifies as a three seater and they'd have to be children.There's a decent size boot and a full size spare as well as additional storage adjacent to the spare.The test GLX had dual aircon that helped keep it pleasant with a full passenger load.We were able to drive the Tarago with eight aboard and the vehicle made a pretty good fist of it, even with the air on.The 2.4-litre petrol four cylinder with variable valve timing has been uprated to 125kW/224Nm and is a good engine for the vehicle considering escalating fuel prices. Having a powerful V6 under the bonnet does have its advantages but you pay for the privilege.Performance is not bad but would be better had Toyota fitted a five speed auto instead of the four speeder that is standard. No manual is offered.It does have a sequential change mode but if it was my choice, I'd lose that for an extra cog.Its a big vehicle but fits in the average suburban garage and is fairly easy to park. This was aided by front and rear parking sonar on the test vehicle.This system is adequate to warn of potential reversing danger with small children.It's family friendly offering easy access and comfortable seats. The driving position is in a command position - high like a 4WD.What really impresses is the Tarago's almost silent operation and smooth engine. It comfortably wafts along like a well mannered luxury limo and is a vehicle you could easily drive a long distance with minimal fatigue, even with a tribe on board.

We took the opportunity last week to re-acquaint ourselves with the hi-po Falcon six and its new six speed automatic transmission.We knew the car was a cracker to drive and who are we to refuse the opportunity to savour the delights of this home grown hot-rod.It took about a nanosecond behind the wheel before we felt the effects of the blown six. Whoosh _ it's all action made all the better for having the Jag sourced six speed auto behind it.Never is there a point where instant grunt isn't available.And with the automatic controlling power delivery, acceleration is seamless and smooth, well as smooth as something as brutal as this can be.The engine is a 4.0-litre, twin cam straight six like garden variety Falcons but the innards have been changed and there's a turbo charger and intercooler bolted on. Boost pressure is quite modest but is enough to change the humble Falcon donk from Dr Jekyll into Mr Hyde. It sounds furious when the taps are opened and is a fitting accompaniment to a car that can dust a 0-100kmh sprint in the mid-five second bracket.Being XR spec' the Turbo bristles with "go- fast" goodies including a set of slick-looking 18in alloys with low profile rubber, ABS, multiple air bags, sports suspension and brakes, sharper steering and all the necessary gear inside.Let's not forget this is a big car, essentially a family car capable of seating five in comfort and take all their stuff in the boot. But that picture doesn't really sit right with us given the Turbo's nature.It's such a good package we can't understand why anyone would buy the XR8. The Turbo would see it off and costs thousands less. That probably explains the respective sales rates of each car.The test vehicle had 16,000km on the clock and felt strong as an ox and quicker than other versions we had driven with fewer kilometres.It offers tidy handling and the facility of automatic transmission which is one of the smoothest in the business.It makes an excellent car even better.And all for $47,655The iridescent purple test car was a hoot to drive. Everyone hated the colour.

The name Porsche defines sports cars and is backed by years of success in motorsport and a reputation for high performance going back at least 50 years.But something is happening at Porsche as it diversifies into more market niches, presumably chasing the dollar but in so doing, there is greater access to Porsche products to a wider audience.The entry level Porsche (if that's what you can call it) is the $114,000 Boxster roadster, a gorgeous drop top with wicked performance and unbelievable handling.It was recently joined by what is in some ways a hard top version called the Cayman S at a snip over $155,000 or $35 grand premium over the soft top Boxster.The pricing flies in the face of convention which always puts soft tops above hard tops because of the extra equipment involved.Whatever, Porsche can get away with it because the Cayman S is such a polished performer, who is going to argue.It's an amalgam of components from both Boxster and the Porsche 911 with the latter contributing more than 50 per cent of the bits. Some 20 per cent are new.The flat six cylinder engine is a reworked Boxster 3.2 punched out to 3.4 litres and is good for 217kW/340Nm _ plenty for a car weighing a bit over 1300kg.Engine placement is amidships and the chassis is half as strong again as the Boxster thanks to the roof. It rides low on big 18in wheels and has a low centre of gravity.Everything is optimised for handling.The transmission options are six speed manual or optional five speed Tiptronic.To make an understatement, punting the Cayman S is rewarding as it feels almost as one with the driver - you can just about think it around corners.The suspension and steering have characteristic Porsche feel with every nuance of the road and what the wheels are doing telegraphed to the driver.Weight balance is perfect with predictable results for cornering.It is the classic "slot car" in tight stretches, so wieldy that you can feel queasy after a run of tight switchbacks due to the G-forces the stopping power of those massive brakes and the poke from the engine.Acceleration is brutal allowing the Cayman S to clock 5.4 seconds for the 0-100kmh sprint. And it sounds other-worldly _ like a trumpeting banshee with a bit of machine thrown in.The engine is mere cms from your ears behind a firewall so it isn't the quietest ride in town.Build quality is superb and the interior is stylish and functional with the necessary luxuries including an excellent satnav system. Luggage capacity is acceptable in the fore and aft storage bins. The rear is accessed through a large tailgate. 

When you buy petrol, the dollar metre is far and away the greatest, when you buy LPG, it's the other way around.Twenty dollars gets you roughly 40 litres.It throws you at first.But at under 50 cents a litre, LPG is looking better and better as an alternative to petrol even factoring in the price of LPG conversion.However, if you commit to LPG up front when buying a new car and opt for a "dedicated" LPG model, conversion cost is not really an issue.Ford's E-Gas Falcon XT sedan (automatic) retails for about $37,000 and offers plenty of reasons to go gas.E-Gas is also available on Futura, Fairmont, ute, cab chassis and wagon. A sporty SR Limited Edition sedan is also available.Falcon is the only locally built car with a dedicated LPG engine.Ford modifies the engine and fully integrates the gas appliance as well as recalibrating the car's electronics and making some with internal modifications. It's all factory fitted and tuned to run on LPG.The engine is based on a petrol DOHC, 4.0-litre Falcon six and as such, starts from a high base in terms of power and torque.The E-Gas engine shares the same 10.3:1 compression ratio of the petrol engines.However, the E-Gas engine maintains stronger con-rods and harder valves and seats to meet the higher demands placed on the engine by using LPG fuel.A revised venturi providesd better air/fuel mixing, while the smooth curve of the new inlet pipe provided better flow so the gas could be withdrawn in a more controlled manner.Some power is lost when running on gas but it takes the E-Gas car down to a still handy 156kW/374Nm output.The tank holds from between 90 litres and 116 litres depending on the model.Fuel consumption is heavier than a petrol version averaging around 16-litres/100km but gas is way in front when costed out against petrol.Ford literature says the E-Gas Falcon will save up to 33 per cent of the fuel cost compared with petrol over the same distance.That seems about right.A tank of LPG last week cost about $40.00 while a tank of petrol cost more than $100.There are some negatives with LPG and one is loss of power.The E-Gas Falcon needs to be driven harder for any given application compared with the petrol car _ with predictable fuel use results.The E-Gas cars also lose some luggage space because the spare moves on top of the load deck instead of sunken into the fuel tank. That space is taken up by gas cannister.It could be an issue for families or commercial users who need all the load space they can get.LPG availability is no longer an issue as most service stations carry it.A side benefit of E-Gas is lower emissions because the engine meets the stringent Euro III regulations.E-Gas is a $1200 (RRP) option, but this cost can be recouped within approximately a year of motoring, or even sooner if petrol prices trend upwards.E-Gas has no effect on Falcon's 3 year/ 100,000km warranty.Driving the car is pretty much the same as a petrol powered Falcon except you need to push the throttle harder to acelerate. Once you achieve the desired aspeed, there is no difference. Infact, the LPG car could be a tad quieter and smoother than the petrol.Roll on acceleration is good as is torque output that gives good throttle response. It's no slug out of the blocks but still sounds like a vacuum cleaner. Does owning a E-Gas Falcon mean you own a taxi?Not really even if all cabs are on gas and most are Falcons.The test vehicle was comfortable and looked to be well made. It is identical to the petrol Falcon to look at inside and out.A six speed auto would be better than the standard four speed unit and would save fuel as well as boost performance.Dual independent VCTRevised camshaft profileDual knock sensors with individual spark controlRevised venturi, throttle body, and inlet pipeEuro III emissionsTransient rpm limitImproved NVHPower output on the E-Gas engine remains at 156 kW, while torque has increased slightly from 372 Nm @ 3000 rpm to 374 Nm at a lower 2750 rpm.