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Mercedes-Benz Vito Electric passes minus 30 degree temperature test

Mercedes-Benz Vito Electric van has been put to the ultimate cold-weather test undergoing trials on sheet ice, compacted snow and on public roads close to the polar circle in Lapland, Finland.

The freezing temperatures were designed to not only test the vehicle’s handling and functionality below freezing, but to see if the battery-electric drive system would operate in similarly harsh conditions to those faced by Vito EV’s conventionally powered siblings.

Faced with temperatures of up to minus 30 degrees Celsius night and day, the Mercedes-Benz Vito Electric was put through a series of complicated handling courses, steep inclines and a range of cornering circuits under critical conditions or braking measurements. The tests were aimed at proving the van’s safety systems, driveline, suspension, brakes – including energy recuperation system – and other components.

Mercedes-Benz developers often test new vehicles and their components during the northern winter in Arjeplog, Sweden or Lapland, Finland – both close to the polar circle. Prior to full-scale production, the battery-powered van will also undergo hot-weather testing in Spain, endurance testing in the Swiss Alps and continuous operation testing on other selected European routes.

The Mercedes-Benz Vito Electric, the world’s first van available with an electric-drive system from the factory, has a range of 130 kilometres with no loss in payload capacity (900kg) and a top speed of 80km/h (electronically limited). The van has an electric motor with a peak output of 90kw and is designed to meet transportation needs in built-up inner city and urban areas. The drive system operates solely on battery power supplied from a 400 volts / 16 amps lithium-ion battery pack with an available capacity of 32kWh.

Safety equipment is on par with regular Vito vans, Mercedes-Benz Vito Electric offering ESP, ABS and Traction Control as standard. Airbag numbers vary depending on model grade.

Subaru Impreza WRX STI spec C gains FIA Group N homologation

Subaru’s shock withdrawal from the WRC left many fans disappointed, especially since the perception of its performance road cars seemed to suffer as a result.

Although the brand is now making amends, having announced that its flagship Subaru Impreza WRX STI spec C has successfully completed the vehicle homologation process and received the official Group N Homologation certificate from the FIA.

The Group N category is the rally and off-road vehicle group established by the FIA for production cars, placing strict limits on modifications to best reflect the performance inherent of their showroom-bound counterparts.

The Japan-only Subaru Impreza WRX STI spec C lineage has always been built for uncompromised performance, with the latest version boasting added horsepower, lightweight panels including laminar window glasses and an aluminium bonnet, a smaller battery and twin-scroll turbocharger.

Subaru limited production of the latest Subaru Impreza WRX STI spec C to just 900 units – enough to meet the FIA homologation requirements.

It will make its first competitive appearance at the Rallye Deutschland of Production World Rally Championship with Toshihiro Arai, 2005 and 2007 FIA Production Car World Rally Champion, behind the wheel.

Toyota Camry Hybrid set to race in Targa Tasmania

Toyota’s most fuel-efficient locally-built sedan, the Camry Hybrid, will take place in an unlikely event early next month when it joins competitors at Australia’s premier tarmac rally, Targa Tasmania.

Organisers say Camry Hybrid’s eco-friendly credentials are a perfect fit with their future goals of reducing the event’s CO2 emissions to assist in reducing global warming.

“At Targa Tasmania we recognise the contemporary emphasis on low CO2 emissions,” said Event Director, Mark Perry.

“In fact, we have a mandate to become carbon neutral by 2011; only one of the reasons why we've introduced a Hybrid Category for competitors.”

The Camry Hybrid is the first and only vehicle of its kind to enter this year’s event, though organisers hope it will be the first of many.

The car will be driven by previous Targa Tasmania competitor, Peter Whittaker who chose a unique decorative scheme for the car – signatures of nearly 2000 employees of Toyota Australia’s Altona, Victoria manufacturing plant. Along with the names of those who helped build the car, the race vehicle will collect the autographs of Tasmanian Toyota employees along the race route.

Mr Whittaker says hybrid or not, the car is expected to be competitive in the fast-paced, six-day event.

“While we do not expect to be slow during the event, we are, in effect, on an economy run,” explains Mr Whittaker.

“So while we will demonstrate the good handling and performance of the car, we will be focusing on using as little biodegradable fuel as possible across the six days of Targa.”

The Camry Hybrid entered in the race will feature the same 2.4-litre petrol engine and electric motor combination as found in the road-going version.

The 2010 Targa Tasmania will be held from April 27 to May 2.

We will update this article with images of the Camry Hybrid entered in the race as soon as they become available.

Lexus IS 250C Review & Road Test

Lexus is a showcase for pure determination. A company that has spent the last two decades fighting against all odds to take on the Germans in the luxury car market and in many respects convincingly winning. Its latest convertible is the Lexus IS 250C based on the popular IS 250.

Lexus’ previous attempt at a convertible was the SC430 which still retails at $165,000. The SC430 never really gained momentum in Australia so the IS 250C, although a very different type of car, is here to make up lost ground.

For a starting price of under $80,000 the Lexus IS 250C is competing directly against the likes of the Volvo C70, BMW 3 Series convertible and equivalent Audi and Mercedes-Benz vehicles.

So how does the IS 250c rate against the onslaught of European contenders? Rather well actually. From the outside the exterior exudes a sense of classic class that Lexus has become popular for. The overall shape is unmistakably a Lexus but makes do with sweeping lines generally found in coupes with the added visual appeal of a convertible.

The IS 250c is distinguishable form the front thanks to new elliptical fog light and air intake surrounds whilst the rear has had some major cosmetic surgery thanks to a unique sculpted ducktail boot lid and rear quarter panels. An all-new combination tail-lamp cluster featuring LEDs and two distinct horizontal lines finish off the rear.

Although looks are completely subjective, for me the IS 250C is a great evolution of the IS range which has now been around for some time. The transition to a convertible shape works rather well without being too out-there.

Whilst we eagerly await the arrival of the Lexus IS 350 (which will slot in nicely between the IS 250 and IS-F), the IS 250 range both in sedan and convertible variants are powered by a 2.5 litre, V6 petrol engine that puts out 153kW of power at 6400rpm and 252Nm of torque at 4800rpm. That means a 0-100km/h time of 9 seconds flat.

The powertrain is arguably the weakest link of the Lexus convertible, while it makes do with every bit of power and torque available (and sends it to the right end of the car), it does feel somewhat sluggish at times. Nonetheless it would be unfair to criticise the IS 250c for performance as that’s not what the convertible is all about.

If performance convertibles are your thing, you’re best looking at the range from BMW (particularly at the 335i and M3), however if luxury, relaxed, open-air motoring at a very reasonable price is sounding more like your needs, the IS250c is the car for you.

What the IS250c lacks in power and driving dynamics, it certainly makes up for in features and interior luxury. There are three different variants of the Lexus convertible; Prestige ($79,900), Sports ($84,900) and Sports Luxury ($99,900). That leaves a relatively large $20,000 gap between the base model Prestige and the range-topping Sports Luxury.

The base model comes standard with a six-speed sequential transmission, six airbags, reversing camera with guide assist and Lexus’ unique VDIM stability control system (more on this later). Lexus’ touch screen satellite navigation and an seven-inch multi-information display, heated seats, electro chromatic rear vision mirrors, parking sensors and space saver spare are also all standard across the range.

The base model rides on 10-spoke, 17-inch alloy wheels with Bridgestone 225/45 R17 tyres front and 245/45 R17 tyres rear.

Feature list aside, it’s more about look and feel that distinguishes the Japanese convertible. The interior is made up of soft plastics that feel great to touch and little features around the cabin such as the metallic shift paddles give a well-deserved up-market ambience.

Handling wise it does the job, it’s not floaty and but it doesn’t give that sportcar feeling either.

Safety is paramount with every active safety feature you can think of. The Sports and Sports Luxury models even get Lexus’ radar Active Cruise Control (ACC) and the Lexus Pre-Collision System (PCS) which means you can set the cruise control to follow the car in front to a maximum speed and never worry about running into it. It will slow down and speed up all by itself.

Karl Peskett :

Finished in Arctic Light Blue, our test car in Perth was also swathed in a light cream leather. An unusual colour combination, yes, but not a displeasing one. The light leather serves to give the impression of increased space inside, even if the rear seats are rather snug.

The main problem with the rear seats is access. To flip the front seat forward on every other convertible, the handle is on the outboard side of the front seats. However, Lexus, in its infinite wisdom, has seen fit to install the forward-flipper on the inboard side of the front seats.

This means getting in is a rather difficult affair (especially when the roof is up), as you have climb in, reach across the front seat to lift the lever, then climb out and then climb in to the back.

Once you're in, it's a lot easier to get out, as you can access the lever easily, but it's no easier than if the lever was on the outer edge. Spending time in the back seats is not really a problem as they are very comfortable, but you'll want to be of a light build – heavy set people won't have enough shoulder room, as well as reduced foot room.

In the IS250 sedan, it's often said that the engine is underpowered, and lacks personality. One of the benefits of being a chop-top, though, is aural access to engine noise. And let me tell you this engine actually sounds fantastic – a melodic assortment of timing gear whine, howling induction and rorty exhaust – and it's only the 2.5-litre. Just wait until the 3.5-litre comes to Australia.

Sure, it lacks a little grunt and needs a fair prod of the loud pedal to get it moving anywhere, but if you're after a highly involving, quick convertible, then I'd suggest you look to the German stables. The Lexus is a far more comfortable, relaxed, cruisy drive which is more suited to watching the scenery go by, rather than blurring the scenery at speed.

You see, if it's quality you want, then the IS250C has got it in spades. Soft touch plastics, classy wood highlights and one of the best built cabins in the business – Lexus must be commended for putting out such an impeccable product.

Slipping into the ridiculously comfortable seats, you'll find they're heated and cooled, perfect for all temperatures. In fact, during our couple of weeks behind the wheel, there wasn't a day (or night) that we didn't feel comfortable. Despite temperatures that soared over 40 degrees, and then nights which slipped below 10 degrees, the IS250C kept us warm or cool, regardless of whether the roof was up or down.

And with its creamy-smooth six-speed automatic, coupled with a ride which defies the 18-inch wheels it sits on, it's a pleasure to drive or be driven in. There's even rear-wheel-drive and evenly weighted steering with a decent heft, for those who like to be connected to their car. Just don't expect it to break traction at any point.

The Mark Levinson 12 speaker stereo is another evidence of Lexus's quest to envelop its passengers in quality – it's hard to find a clearer system in any convertible at this price point.

When you add it all up, and take a look at the standard features, the IS250C is one helluva good car. If you want something that won't wobble like a Saab, is cheaper than a Merc or BMW and is better quality than a Volvo, then this will fit the bill perfectly.

Smooth, serene, calm, relaxed – I love it.

Damn, I must be getting old…

Ratings:

CarAdvice Overall Rating:

How does it Drive:

How does it Look:

How does it Go:

Specifications:

Engine: 2500cc V6
Power: 153kW @ 6400rpm
Torque: 252Nm @ 4800rpm
Induction: Naturally aspirated
Transmission: Six-speed automatic
Driven Wheels: Rear
Brakes: Four-wheel discs
Top Speed: 210km/h
0-100km/h: 9.0-seconds
CO2 Emissions: 219g/km
Fuel Consumption: 9.3-litres/100km (ADR combined)
Fuel Consumption: 11.1-litres/100km (as tested)
Fuel Tank Capacity: 65-litres
Fuel Type: 95RON petrol
ANCAP Rating: N/A
Airbags: Four
Safety: ABS brakes with EBD and BA, plus ESP.
Spare Wheel: Space-saver
Suspension: Independent double wishbone (front)/Independent multi-link (rear)
Cargo Capacity: 553-litres
Tow Capacity: N/A
Turning Circle: 10.2m
Warranty: Four-years/100,000km
Weight: 1730kg
Wheels: 18-inch alloy with 225/40R18 tyres

Volkswagen Touran people mover unveiled at Leipzig Motor Show

Volkswagen has unveiled its new 2010 Touran people mover at the Leipzig Motor Show.

The Touran, which has to date sold 1.13 million examples across Europe, features revised styling, new technology and a range of new petrol and diesel engines.

Styling cues are similar to those found on the new Polo, Golf, Transporter and Touareg with a new horizontally-styled grille and new front bumper. Up back, LED tail lamps are fitted along with a new tailgate and rear bumper. Chrome side strips and a new range of alloy wheels round out the exterior changes.

Inside, Touran features new trim finishes, a new three-spoke steering wheel and new instrumentation with white back lighting and large multi-function display (MFD). A revised centre console features new chrome trim highlights and new ventilation system controls.

Seven seats are standard across the range with the third row able to fold flat into the floor for added versatility. The cargo area is 695-litres in seven-seat mode or 1913-litres in five-seat mode. The new Touran also offers 39 separate storage compartments throughout the cabin.

Under the bonnet, Touran offers a range of efficient new forced induction petrol and diesel engines. The entry-level petrol engine is a new 77kW 1.2-litre TSI four-cylinder unit. It is joined by a 1.4-litre TSI four-cylinder engine developing 103kW.

The diesel range now comprises two engines with four different power outputs. A 1.6-litre four-cylinder TDI engine is available with a choice of 66 or 77kW outputs while the 2.0-litre four-cylinder TDI engine offers 103 or 125kW. BlueMotion can also be optioned on both the 77kW 1.2 TSI petrol and 1.6-litre diesel engines to add Start/Stop fuel saving technology.

The new Volkswagen Touran also features the latest generation of ParkAssist which allows the vehicle to park in both parallel spaces and 90-degree parking spaces. The system operates through the push of a single button, no longer requiring a complicated set-up procedure.

The new Touran goes on sale in the UK and Europe from September. Pricing and full specifications will be announced closer to the launch. Currently, there are no plans to offer the Volkswagen Touran in Australia.

Proton announce new pricing, new models for 2010

Effective this month, Proton has announced a number of pricing changes to its existing model lineup as it prepares to offer several new models in the later half of 2010.

Already offering the cheapest sedan in Australia, Proton has maintained the price of its bargain S16 model (pictured above) at $11,990*. The value for money deal means some variants of the Proton S16 now face a four-week wait on delivery.

The S16, which is available in three variants, now also receives 14-inch alloy wheels, power mirrors, front fog lamps and reverse sensors on GX automatic models. The Proton S16 GX automatic is priced from $14,990*.

Proton has also announced new pricing for its Satria Neo, Persona and Gen.2 models.

The Satria Neo range (as pictured above) now starts at just $14,990* for the entry-level Satria Neo G. The mid-spec Satria Neo GX manual is priced at $15,990* while the top-shelf Satria Neo GXR manual receives a $1000 discount to now retail at $16,990*.

The option of all automatic transmission is available on all Satria Neo variants for an extra $2,000.

Moving up the range, the entry-level Proton Persona G manual is now priced from $15,990* while the upper-spec Proton Persona GX manual is priced at $17,490*.

Both Persona variants are available with the option of an automatic transmission for $2000 more.

Proton’s five-door Gen.2 G hatch is now priced from just $16,990* for the manual variant with its mid-spec Gen.2 GX manual model now just $18,490*. The range-topping Gen.2 GXR manual, which features leather upholstery, side airbags and front fog lamps, has been reduced by $1000 to now retail at just $19,990*.

All Proton Gen.2 variants are available with the option of an automatic transmission for an extra $2000.

The Proton Jumbuck, a recent long-term evaluation vehicle here at CarAdvice, will no longer be imported into Australia and is officially on run out.

As Australia’s lowest priced ute, the entry-level Proton Jumbuck GLi is priced at $14,990*. Its upper-spec sibling, the Jumbuck GLSi is priced from $16,990* and includes 14-inch alloy wheels, power mirrors and power windows.

The Proton Jumbuck is not available with an automatic transmission.

Also on run out are Proton Savvy models. The Proton Savvy manual is priced from $13,990* and includes free metallic paint if purchased in black. An automatic transmission is available for an additional $2000.

Proton Cars Australia general manager of sales and operations, Billy Falconer says Proton’s value for money proposition continues to build with more models and keen pricing.

“Our philosophy for Proton is to provide the best priced cars, with great handling, quality and features ensuring a compelling purchase proposition for our customers,” said Mr Falconer.

“Buyers are embracing S16 because of the $11,990 price which includes 3 years warranty and 24 hours roadside assistance and as a result we now have a four week waiting list on the car.”

As part of its 2010 marketing campaign, Proton also unveiled an fresh new website. The revised site is more straightforward to use with a number of enhancements, including improved functionality.

The new website comes ahead of the biggest new model onslaught in Proton’s 15-year history in the Australian market.

Proton will unveil several new models to the Australian market this year including its first people mover, the Proton Exora (pictured above) and a sporty version of its three-door Satria Neo, dubbed Lotus Racing Satria Neo R3.

The Proton Exora will feature a turbocharged 1.6-litre four-cylinder petrol engine, offer seating for seven and be available in both manual and automatic when it is released here in November.

2010 Proton price list:

S16

G $11,990*
GX manual $12,990*
GX automatic $14,990*

Savvy

Savvy manual $13,990*
Savvy automatic $14,990*

Jumbuck

GLi manual $14,990*
GLSi manual $16,990*

Satria Neo

G manual $14,990*
G automatic $16,990*
GX manual $15,990*
GX automatic $17,990*
GXR manual $16,990*
GXR automatic $18,990*

Persona

G manual $15,990*
G automatic $17,990*
GX manual $17,490*
GX automatic $19,490*

Gen.2

G manual $16,990*
G automatic $18,990*
GX manual $18,490*
GX automatic $20,490*
GXR manual $19,990*
GXR automatic $21,990*

New Proton model schedule for 2010:

July 2010

S16 GXR manual $15,990*
S16 GXR automatic $17,990*

August 2010

Persona LE manual (pricing TBC)
Persona LE automatic (pricing TBC)

September 2010

S16 LE manual (pricing TBC)
S16 LE automatic (pricing TBC)

November 2010

Exora GX manual (pricing TBC)
Exora GX automatic (pricing TBC)
Satria Neo R3 Lotus Racing (pricing TBC)

*Pricing is a guide as recommended to us by the manufacturer and does not include dealer delivery, on-road or statutory costs.

Volkswagen Golf GTI vs Subaru Impreza WRX Comparison Review
April 11, 2010 at 6:18 PM

The battle for hot-hatch supremacy

Models Tested:

2009 Subaru Impreza WRX, 2.5-litre, five-speed manual, hatch – $39,990*
2010 Volkswagen Golf GTI; 2.0-litre four-cylinder turbocharged; six-speed DSG, five-door – $42,990*

Options (Subaru):

Leather & sunroof $2500

Options (Volkswagen):

Adaptive Chassis Control $1,500; RNS510 with Dynaudio Excite $3,500; Vienna Leather Upholstery $3,300

Words: Karl Peskett Photos: www.OzCarSightings.com

When you think of the original hot hatch, which car springs to mind? Naturally, it’ll be the Volkswagen Golf GTI. As the years went by, it got more powerful and more luxurious, but it also got fatter and slower as a result. Then the Mark V came along and reinstated itself as a cult-classic hot-hatch for under $50,000. The Mark VI is more of the same, except it’s quicker, nicer inside and exhibits better handling.

A Japanese offering has also been making an impact over the years, appealing to those who want a genuinely quick car, especially with its MY09 power upgrade. Yes, the Subaru Impreza WRX is also a cult-classic, and with good reason. Brilliant acceleration, impressive grip, solid build – it adds up to a formidable package, which just so happens to sit in the same category, and at a very similar price-point to the Golf.

A head to head comparison, then, was just what the doctor ordered. They’re both sped-up, high-specced performance versions of run-of-the-mill hatchbacks that each have character, and each will put a smile on your dial. The problem is, which one should you choose?

The “if it ain’t broke don’t fix it” mantra applies to the Golf. Essentially, the sheetmetal and interior have been restyled, but underneath, there’s plenty of carryover bits and bobs. The thing is, though, it feels like a different car to the Mark V. It may be the fettled engine, which now makes 155kW and 280Nm; yes the torque may be the same, but it comes in 100rpm earlier (1700rpm).

Or it could be the addition of adaptive chassis control, which is a $1500 option, but one that actually does what it’s supposed to, rather than just making a jittery ride without imbuing better handling. Whatever the reason, the Mark VI is simply a better car than its predecessor.

There was universal criticism when Subaru launched its current-shaped WRX. Comments on internet sites worldwide slammed the Impreza’s styling, and although it’s been with us for a while now, you still have to swallow hard to digest it. That said, it houses one of the best bang-for-buck chassis and engine packages around, which means that you tend to overlook its looks. But as a car, can you live with it every day?

For the most part, yes. The seats in the WRX are shapely, well padded, and while the fronts aren’t as well bolstered as the GTI (which really hold you in place), the rear seats are infinitely more comfortable than the Golf’s ironing-board-flat pews. If you took the Golf’s fronts and the Impreza’s rears, you’d have the perfect combination.

The driving position in the Golf is also infinitely adjustable, with plenty of height available on both the seats and the steering wheel. The Impreza, by contrast, doesn’t quite have enough height adjustment for the wheel. Even when your seat is in its lowest position, you still feel as if the steering wheel sits more in your lap, with the gear-lever also quite tall, unlike the Golf’s lower and slightly set back shift-stick, if fitted with manual. Thankfully the pedals on both are central to the footwell, with the Impreza’s being slightly easier to heel-and-toe, due to the Golf’s floor hinged accelerator.

The brakes on the Golf are grabbier than the Subaru’s but can sustain repeated punishment. The Impreza’s cannot. On the run through our test road, a snaking, undulating piece of tarmac, the Subi’s brakes started out fine, hauling up with plenty of feel and progression. By run four, however, they were smoking and once run five had concluded and we were parked up, they had lost all ability and the pedal sunk to the floor. Volkswagen’s brake setup smelled, for sure, but remained strong and felt as if you could do it all day. For the speed potential of the WRX, the pad compound is simply inadequate.

That potential comes courtesy of a 2.5-litre, horizontally opposed, turb0charged, four cylinder, which puts out 195kW and 343Nm, walloping the GTI’s outputs. It shows, too, with the GTI doing the 0-100km/h benchmark sprint in 6.9 seconds and the WRX in a staggering 5.3 seconds. But the numbers only tell half the story.

You see, if you were doing laps of the same track, the Impreza would romp away at the start, leaving the Golf in its wake…until its brakes failed. After five or six laps, the Subaru would have given up completely and the Volkswagen turtle would walk straight past it, continuing with its effortless acceleration, capable handling and fade-free brakes.

Both will handle corners exceptionally, too, with the entry speed on the Impreza really impressing. Strangely, both our test-drivers thought that the Golf had more grip mid-corner, despite its front-wheel-drive chassis. This meant that the Impreza would dive into the corner earlier and faster, but the Golf would play catchup if the bend was sustained for any length of time. Of course, the WRX would also power out earlier and faster, too, giving it an ultimately quicker lap time.

Turn in on the Subaru is exceptional, with excellent feel and weight through the steering, but as you reach the middle of the corner, it tends to lighten up and lose feedback, which is exactly where the Golf's steering comes alive. The GTI's tiller isn't quite as communicative around dead centre and a few degrees beyond (where it’s weighted well but a bit numb), however when more lock is applied, you begin to feel more and more involved.

It settles into its stance with a notable lack of body roll and just hangs on, giving you seat-of-the-pants and steering feedback in spades, begging you to push it just that bit harder. Your knowledge of front-wheel-drive dynamics and their resultant power-on understeer is the only thing holding you back. The Impreza, however has higher real-world limits yet belies these with a touch of roll when turning in. It’s a result of its fantastic ride, something the GTI achieves by resorting to using its (optional) adaptive chassis control (ACC).

Ultimately, the WRX’s ride is better in all situations, not suffering from the Euro hard-edge damping which shows up on small creases and cracks in the asphalt, yet the GTI’s ride in Comfort mode is nothing to sneeze at. In fact, the ride is very pleasant, but when switched to Sport takes on the track attack stance of high grip/tight damping, with quick sharp vertical movements and an almost Evo-like solidity. Normal is the third in-between setting, which, if we’re honest, is too firm for every day, but too soft for punching around quickly, which means it’s the two extremes of the ACC which work the best.

The Golf’s DSG – as fitted to our test car – also trumps the Impreza’s manual gearbox (Subaru doesn’t offer a self-shifter for the WRX) in that it shifts quicker and produces a heavenly “whump” from the exhaust everytime you shift up. It also blips the throttle for a nice bark on downshifts. The paddles though take a little stretch of your palms to reach and are a bit small. If we’re being picky, it’d be nice to see larger, more prominent paddles which are easier to get to in quick motoring.

But these cars are not just about performance – although that is a fair chunk of their focus – which brings us to practicality. It’s all well and good to have a stripped out road racer, but to live with it day to day is the real test. And that’s where these hot-hatches come into their own. They give you the thrills without giving you the chills, as they’ve been based on practical, no-nonsense runabouts. But has the boost in fun made them unbearable?

To look at, the Subaru is fairly underwhelming. Acres of cheap, dark, hard plastic contrast with the Volkswagen’s soft-touch, impeccably built interior. The WRX misses out on the GTI’s neat touches like the metal bordering the vents, the fingertip metal accents on the window and mirror switches, and the – there’s no other word for it – perfect steering wheel with its flat bottom, perforated leather and metal spokes. The Volkswagen wins the beauty and quality contest, no doubt.

But the boot in the Golf is very short, and although it’s a tad taller than the Impreza, it’s nowhere near as deep. The WRX’s rear seats also fold down to produce a completely flat load area, unlike the GTI’s stepped load space, which cuts into usable room. The GTI counters with an advantage to those who have very small children – the anchor points for child/baby seats are on the back of the rear seats. You see, the WRX’s anchor points are at the rear of the car, under the hatch’s bottom lip, meaning the securing strap extends right across the boot, effectively cutting into the room (by a third) you’d be storing your pram in.

Both cars have six cupholders, both cars have similar amounts of legroom and width, and although the Golf has more headroom in the back, as mentioned previously, the Impreza’s rear seats are a nicer place to spend time due to their comfort. NVH levels seem to be better in the WRX, with a lot less road noise coming through the cabin, and with its better ride, is probably more passenger friendly.

It’s when you shut the doors that you really get a feel for the cars. The Golf GTI shuts with a solid thunk, unlike the tinny, rattly Impreza WRX, which sounds cheap by comparison. There’s a decent heft to the GTI that makes it seem much more expensive than the WRX, and running your hands over the interior, you can feel the difference in quality. For some, that will be the deal breaker.

For others, it’ll be the stupendous acceleration offered by the WRX. There’s a fair bit of lag, but once it’s wound up, from around 3000rpm, it hauls like there’s no tomorrow, unlike the GTI with its lag-free response. Which sums up the cars, really. Although they’re priced similarly, they have two different styles of invoking smiles.

The Impreza WRX’s focus is more about using its all-wheel-drive grip and flying in and out of corners with the interior an afterthought. The GTI is more about quality and finish, while still delivering an engaging drive. Both have practical sides, and both allow you to keep friends and family as company on your journey.

You have to think about something that you’re going to be living with from day to day. Fast is fun for a time, but you’ll never get bored with quality. While the WRX is an excellent package, the GTI is the more complete one. Sure, it’s slightly more to buy outright (in DSG guise), and the options are overpriced, but you do get what you pay for. The Golf GTI still offers thrills, but you’ll never regret hopping into the cabin each time you want to go somewhere.

Volkswagen’s hot hatch still reigns supreme.

Subaru Impreza WRX Specifications:

Engine: 2457cc DOHC four-cylinder (16 valve)
Power: 195kW @ 6000rpm
Torque: 343Nm @ 4000rpm
Induction: Multi-Point & Turbocharged
Transmission: Five-speed manual
Driven Wheels: All
Brakes: Discs with ABS & EBD
Top Speed: 209km/h
0-100km/h: 5.3 seconds
CO2 Emissions: 247g/km (Combined)
Fuel Consumption: 10.4 litres/100km (ADR combined)
Fuel Consumption: 13.3 litres/100km (as tested)
Fuel Tank Capacity: 60 litres
Fuel Type: 95RON petrol
ANCAP Rating: Five star
Airbags: Dual Front, side & curtain
Safety: ESP & Hill Start Assist
Spare Wheel: Space saver
Suspension: Strut (F) / twin wishbone (R)
Cargo Capacity: 420 litres
Tow Capacity: 1200kg (Braked)
Turning Circle: 10.8 metres
Warranty: 3-years/Unlimited kilometres
Weight: 1410kg (Tare)
Wheels: Alloy 17 x 7.0-inch

Volkswagen Golf GTI Specifications:

Engine: 1984cc four-cylinder
Power: 155kW @ 5300rpm
Torque: 280Nm @ 1700rpm
Induction: Turbocharged
Transmission: Six-speed manual
Driven Wheels: Front wheel drive
Brakes: Four wheel discs
Top Speed: 235km/h
0-100km/h: 6.9s
CO2 Emissions: 180g/km
Fuel Consumption: 7.7L/100km
Fuel Consumption: 7.3L/100km
Fuel Tank Capacity: 55 litres
Fuel Type: 98RON PULP
ANCAP Rating: 5 star
Airbags: Six
Safety: ABS brakes with EBD, BA. ESP.
Spare Wheel: Space saver
Tow Capacity: 1300kg
Warranty: 3-years/100,000km
Weight: 1300kg (Tare)
Wheels: 225/45R17

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Sunday, April 11, 2010

Car Advice | News

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