Honda Brio Satya Review and Specs

Honda Brio Satya review - I will review the Honda brio satya in the 2014′s. Some things that I will review is the specification of the interior to the exterior. Cheap car is highly in demand in Indonesia and India. These cars are cheaper than cars in its class. Here is a full explanation of the Honda brio satya.
To know more details about the Honda Brio Satya, I will give you full information on the specifications of the Honda Brio Satya. Here is the full specification of Honda Brio Satya.

Honda Brio Satya Interior

Number of passengers: 5 Person
Tank Capacity: 35 liters
Brakes Front: Disc
Rear Brakes: Drum
Steer: electric power steering with the latest type that is collapsable
Tire Size: 175/65 R14
Alloy Wheels: Alloy (racing)
Safety features: dual SRS Air Bag, G Con, seatbelt pretensioners and force limiters type
Brake Features: ABS EBD
AC: available
Audio: CD MP3 USB
Other features: power door, power steering, immobilizer (anti duplicate keys), glass reinforced rear already 4 times stronger than glass in general

The difference is only on the type of accessories such as alloy wheels, spoiler, bumper garnish, Chrome Garnish, Fog Lamp (fog lamp), a double DIN Audio and number of speakers, Electric Rear view, Rear Wiper, and other accessories, while the main components of the machine and the same for all types.

Honda Brio Satya Colors

White: Taffeta White,
Silver: Alabaster Silver Metallic,
Black: Crystal Black Pearl,
Red: Rallye Red,
Orange: Sunset Orange II,
and Polished Metal Metallic.

Honda Brio Satya Specification

Honda Brio Satya is powered by a 1.2 liter engine “SOHC 4 cylinder i-VTEC engine” capable of producing power of 88 PS and torque of 11.1 kg.m at 4,500 rpm (this is the largest class). A variety of cutting-edge technologies like Drive by Wire, Shift Hold Control, and Grade Logic Control are also included (All of this technology for comfort and fuel efficiency) a car that meets LCGC program,Honda Brio Satya has met the fuel efficiency and Euro-4 emissions standards, which means the standard of Honda Brio Satya already meets Euro-4 which is a high standard in Europe.

Honda Brio Satya All types specifications

Engine: 1.2 L i-Vitec SOHC 4-cylinder
fuel system: injection
Fill cylinder engine: 1198 cc
Fuel Type: Gasoline
max power: 88 PS at 6000 RPM
Max Torque: 109 Nm at 4500 RPM
Transmission: 5-speed manual
Front suspension: McPherson Strut
Suspension rear: Torsion Beam
Technology: drive by wire, Grace logic control, drive by wire
Emission standard: Euro 4 met the criteria

Honda Brio Satya sub-dimensions

Overall car length: 3610 mm
Width: 1680 mm
Height: 1500 mm
Axis Wheels distance: 2345 mm
Lowest distance: 165 mm
Empty weight: 930 kg

The advantages of the Honda Brio Satya

Engines larger than its competitors, namely VS 1000 cc 1200 cc
More fuel-saving technology with SOHC (SOHC SOHC Honda is a new technology that can control the same as DOHC 4 valve, SOHC but the advantage is fuel-efficient and low on torque making it suitable for a car on the highway, while the DOHC suitable for cars on the track DOHC racing and wasteful of fuel, therefore apply the new Honda SOHC instead of DOHC)
machine meet the standards of euro-4 is a high standard in Europe
4x folding rear glass reinforced
Full features

To complete the Honda Brio Satya review, I will give you some very good pictures with the best quality to you. Here is a picture of the honda brio satya that you can use to choose a model that fits your style.

Honda Brio Satya wallpaper pictures

brio satya interior

brio satya eksterior

source: autoreviewspecs.com

2014 Range Rover Evoque

The new Range Rover Evoque signals the beginning of a new era for the iconic British brand. As the smallest, lightest and most efficient Range Rover to date, the Evoque shows that even a brand as historic as Land Rover can make an irresistible compact SUV, so long as it’s done right.

From the outside, I am yet to meet a single human being that thinks the Evoque is unattractive. If I do eventually come across such a person, I would have to question their taste (and sanity). It’s, truly, stunning. It looks fantastic in photos but to see it on the road as it screams past you or as it sits hovering in your rear-view mirror (with its cat-eye style day time running lamps), it’s a work of art.

The attention to detail and meticulous design characteristics that have gone into styling the Evoque are nothing short of remarkable. In the car industry it’s often the case that designers will come up with an amazing concept and the engineers will then give them 100 reasons why it can’t be made that way and eventually dumb it down to mediocrity. In the case of the Range Rover Evoque, the designers had the upper hand.

The first time we saw the Evoque was in the form of the Range Rover LRX concept in 2008. If you put the original concept and an Evoque side by side, it’s almost as if they simply made it as it was in concept form. There has been little compromise on design; the Land Rover team knew they were on a winner so they insisted the engineers work within the boundaries of the concept design. This is the same philosophy that Apple employs when it creates a new product – driven by designers and not engineers. For that reason, the Range Rover Evoque had already won half the battle before it even went to war.

There has been over 37,000 pre orders for the Evoque worldwide, which is astonishing as none of the buyers had properly inspected the goods they are buying. 10,000 Australians have shown strong interest and more than 200 have already put their money down. This sort of pre-order interest is not common to many brands, let alone Range Rover.

It would almost not matter what the engineers had put under the skin because as most would agree, half the decision in buying a car is made on looks alone. Thankfully though, the Range Rover Evoque packs a winning package all around.

Based on the Freelander platform, the Evoque is a compact SUV that is at its best around suburbia. Range Rover allowed us to test its off-roading ability rather substantially but given we spent most of our time crossing rivers and climbing slippery hills on 20-inch alloy wheels wrapped in low profile tyres, it’s pretty evident that despite having great 4WD ability, it’s unlikely many owners will ever use it. Which is why there is a two-wheel drive version coming next year.

Lets be honest, Land Rover may make the Defender, but the Evoque is a different beast all together. Die hard fans will say the company has gone soft, but in fact, it’s simply creating what the market wants, which is what smart companies do. Range Rover currently has an 80:20 male to female skew of buyers that are generally over 40 (for Range Rover Sport) or 50 (for Range Rover Vogue). For the Evoque, Range Rover expects buyers in the 35-45 year old bracket with a 50:50 male to female split. That’s not to say this is a girl’s car (far from it), but given the aesthetically pleasing design, it’s understandable why it would be as popular for men and women.

Although it’s based on the Freelander platform (which itself is from the days when Land Rover was owned by Ford), the engineers have had to alter its characteristics substantially. For a start, it has been lowered by 27mm yet it has gained 12mm of ground clearance. To be able to create a coupe like silhouette and maintain a usable amount of head room, the engineers have worked some magic. To give you an example, a Range Rover Evoque five door with a panoramic sunroof has equivalent headroom to a Range Rover Sport. When you look at the two models side by side, that’s not something that appears even remotely possible.

There are two different body shapes for the Evoque: three-door coupe and five-door. It should be pretty obvious which shape is right for you, sure the three-door has a slightly lower roofline and looks more sporty but not only does it cost an additional $1,500 (don’t ask why having two less doors costs more money!), it’s also rather impractical.

You’d buy it if you were single or a couple without children, but if you had a regular reason to use the back seats, I would recommend the five-door. It’s not that the two rear seats are useless in the coupe (a no cost option to have three seats), it’s the issue of getting in and out of them. The angle of the front doors and the way the front seats move forward doesn’t leave you with much room to get in and out of the back. This is one of the downsides of letting designers have their way, but frankly, when you actually sit in the back there is ample room, even for tall adults.

The five door, in my humble opinion, makes much more sense. It’s still a very attractive car but its usefulness is significantly higher than the coupe. The rear doors are some of the smallest I’ve ever seen on an SUV, but allow enough opening to easily get in the back seats. My initial thoughts prior to driving an Evoque were that you’d be pressed for legroom for the rear seats but that’s far from true as there’s oodles of both head and leg room. In fact, when optioned with the enormous Panoramic sunroof, the sense of openness is uncanny.

During the media presentation Range Rover’s public relations team made a big fuss about how great the Evoque rides and behaves on challenging roads. It’s something I hear pretty much all the time from all car companies. But after more than five hours behind the wheel, I realised they were right.

Leaving the Opera house for our drive programme to Chateau Elan in the Hunter Valley, dynamic mode was engaged (which turns all the instruments a purposeful glowing red) and it was time to test out the Evoque’s much talked about handling characteristics.

It’s good to remember that not all Evoques are created equal, as there are three different flavours: Pure, Prestige and Dynamic. As you can probably guess, the Dynamic variants are the ones with the more sporty nature (they are differentiated with the rear Evoque badge being in red, rather than silver). There are also two different engine choices: petrol or diesel. The 177kW 2.0-litre turbocharged petrol is my pick of the bunch but diesel lovers will be pleased with the 2.2-litre turbodiesel, which is available in three variations (eD4, TD4, SD4) offering different power and torque configurations. The eD4 front-wheel drive model won’t arrive here till next year, so it wasn’t tested and I spent the majority of the time in an SD4 and Si4 petrol.

First in line was an SD4 Dynamic five-door, which was optioned with a $1,950 Adaptive Dynamic pack. With 140kW and 420Nm of torque, the SD4 is not short on pulling power but it still takes 8.5 seconds for 0-100km/h dash. In Sydney’s famous traffic, the six-speed automatic works well in slow driving conditions but can present a bit of turbo lag getting off the line. Once we hit some mountainous terrain on the way to Hunter Valley, the SD4 came to life. Engage dynamic mode and the steering tightens up and the throttle becomes far more sensitive. This is an excellent way to enjoy a spirited drive, but the question comes back to why you picked a diesel if you wanted a dynamic sports car?

You see, I am a huge fan of diesels, I really am. But once in a while a vehicle comes along that is desired on emotion rather than need or logic. In which case, going for efficiency doesn’t make all that much sense. In front-wheel drive configuration, a diesel Evoque (manual) uses just 5.0L/100km. That’s a whole litre less than the Toyota Hybrid Camry! So if you’re going for fuel efficiency, diesel is hard to beat. By the time you get to the TD4/SD4 automatic, that figure jumps to 6.5L/100km. Again, that’s pretty darn impressive. But hear me out, because the 177kW 2.0-litre petrol only uses 8.7L/100km. Merely 2.2L/100km more than its equivalent diesel, and let me tell you, it’s a hell of a lot more fun.

If you’re going to buy a car with your heart, one that you love looking at, wouldn’t you like it to have the performance to match its menacing looks? 177kW and 340Nm of torque may not mean all that much, but 0-100km/h times drop to 7.6 seconds and the responsiveness and overall feel of the engine changes dramatically.

Once I found myself behind the wheel of an Evoque Si4, there was no turning back. Power, agility and a great exhaust note to match, sorry diesel fans, but this is the Evoque to get. All of a sudden the ride and handling made a lot more sense, Range Rover was right, this does handle very well for an SUV. You can push it really hard into corners and it grips and powers out like a four-wheel drive rally car. I liken its behaviour to the BMW X6, which despite its SUV status, goes around corners like an M3.

Better still, there is no turbo lag in the petrol and it gets off the line with ease. Gear changes are smooth and you can make use of the steering-wheel mounted paddle shifters, if you must.

Once the ride and handling part of the road test was over, I spent some time in the passenger seat (both front and rear) to inspect the Evoque’s interior. If you’re thinking the baby Range Rover is nothing but a tarted up Freelander 2. It’s not. It’s a proper Range Rover. The interior is top notch; I would easily give it the status as best in class. There is delicate craftsmanship employed throughout the cabin from the dash to the seats and even the roof lining. If you opt for the technology pack (which you have to if you’re buying a Pure for the time being), it’s also not lacking technological features.

An 8″ high-resolution touchscreen with (satellite navigation is $3,400 as a stand alone option) coupled to a 380 watt Meridian sound system is enough to entice you to pull over to enjoy your music. If you’ve never heard of Meridian Audio before, they’re not exactly your everyday consumer brand. They make speakers for home theatre systems that cost about $65,000+… each. Of course that’s not the same speaker system employed in the Evoque, but it’s pretty darn good nonetheless. Sync it up via Bluetooth and you can even have your iPhone wirelessly stream your favourite playlist.

If you’re picky, you’ll be pleased to know there is an almost endless range of customisation opportunities available. There’s also a heap of options and most of them are not too expensive (apart from keyless entry for the Pure, which at $1,495 is pushing its luck). Options are just inexpensive enough to make you go “I might as well” – which is why the $49,990 entry price for the base model eD4 Pure manual is a little deceiving. The top of the range Si4 Prestige auto retails for $75,895.

There’s a good deal of storage space inside the cabin and the $1,020 price tag for the power tailgate is worth it, just for the convenience.

Apart from all the electronic nanny controls which will help you in preventing an accident, driver and passenger airbags, knee airbags, and side curtain and thorax airbags will be there to protect you in case you do.

There’s a lot more that remains to be said about the Range Rover Evoque, but if its looks alone haven’t convinced you, I highly recommend taking it for a test drive. Just remember, if you’re going to start customising your Evoque down to small detail, you might be waiting a while for your delivery.

Chances are that you already know if you’re going to buy this car, none of its competitors are a match when it comes to styling and road presence – and for most of us, that is reason enough. The coupe is an impractical choice that only a few can make, but the five-door (particularly in petrol) is the most pleasant compact SUV I’ve driven to date. It’s gorgeous inside and out and drives like a sports car. You really can’t ask for more.

It’s more than fair to say that the new Range Rover Evoque sets an almighty high benchmark for luxury compact SUVs.

Range Rover Evoque: (Coupe Variants additional RRP $1,500)

eD4 110kW 6 Speed Manual 2WD (available July 2012)

• eD4 Pure 6 Speed Manual 2WD -$49,995
• eD4 Dynamic 6 Speed Manual 2WD -$63,495
• eD4 Prestige 6 Speed Manual 2WD – $65,495

TD4 110kW 6 Speed Manual 4WD

• TD4 Pure 6 Speed Manual 4WD -$53,395
• TD4 Dynamic 6 Speed Manual 4WD -$66,895
• TD4 Prestige 6 Speed Manual 4WD -$68,895

SD4 140kW 6 Speed Manual 4WD

• SD4 Pure 6 Speed Manual 4WD -$57,395
• SD4 Dynamic 6 Speed Manual 4WD -$70,895
• SD4 Prestige 6 Speed Manual 4WD -$72,895
• Si4 177kW 6 Speed Automatic 4WD
• Si4 Pure 6 Speed Automatic 4WD -$60,395
• Si4 Dynamic 6 Speed Automatic 4WD -$73,895
• Si4 Prestige 6 Speed Automatic 4WD -$75,895

Key Option Prices

6 Speed Automatic Transmission with Drive select and Paddle Shift (TD4/SD4 only) -$2,480

Option Packs

• Pure Tech Pack (Mandatory fit to Pure models until November Production) -$4,500
• Prestige/Dynamic Tech Pack – $5,900
• Dynamic Plus Pack – $7,200

Individual Options

• HDD Navigation including 4×4 information and hard disc drive audio server. $3,400
• Park Assist $1,090
• Power Tailgate $1,020
• Metallic Paint $1,300

Mini Coupe Review British Brand Sporty Car

The Mini Coupe is the fifth new model in just over a decade, and at this rate the premium small-car range is in danger of reaching obesity levels.

And there’s already a sixth, when you include the Coupe’s Roadster twin also now on sale here.

Unlike the Mini Countryman that took the brand to its biggest vehicle dimensions yet, the Coupe goes in the reverse direction.

With the Mini Rocketman concept looking doomed for production reality, the Mini Coupe is the smallest model in the BMW-owned brand’s line-up. Kind of.

The Mini Coupe Cooper S we’re testing (there’s also a $52,600, 155kW John Cooper Works (JCW) variant) is 5mm longer than the hatchback but 23mm lower.

That reduced height comes from, shall we say, a distinctive-looking roof design.

The ‘helmet’-style roof – in a contrasting colour to the body, naturally – was first seen on the 2009 concept that previewed the Mini Coupe, though the design that creates the brand’s first ‘three box’ body still garners plenty of double-takes.

If you’re wondering about the limited headroom for rear-seat passengers, there isn’t any. This is Mini’s first two-seater.

That, of course, makes it instantly less practical than the already relatively impractical hatch, though Mini is positioning the Coupe as more of a driver’s car.

As the BMW Group continues to explore all possible vehicle variations, think of the Mini Coupe as a niche within a niche.

Mini says increased body rigidity and a weight distribution more balanced to the front gives the Coupe an advantage over the hatch in terms of overall agility and corner-exit traction.

Body strengthening adds 25 kilos to the Coupe’s weight (1165kg), though, and otherwise the Mini sports car shares its suspension and other critical hardware with the Mini hatch.

As to reflect the Coupe’s sportier nature, the base model is a Cooper S rather than a Cooper.

It’s priced from $42,990 for a six-speed manual version, $60 below the Mini Cooper S hatch.

The Cooper S badge means there’s that loveable 1.6-litre turbocharged four-cylinder from the BMW-PSA (Peugeot-Citroen) joint venture (in a nutshell designed by the former and financed for mass production by the latter).

There’s a rorty soundtrack that complements the urgency provided by this engine, with the great flexibility created by a 240Nm torque peak spread across the rev range from 1600 to 5000rpm. There’s also that same extra 20Nm of overboost when needed, such as overtaking.

We averaged a respectable 8.2 litres of fuel per 100km during our week with the Mini Coupe – comparing to official ratings of 6.7L/100km for the auto (6.3L/100km manual – both identical to Cooper S hatch).

Although the Mini Coupe weighs a bit more than the Cooper S hatch, the company claims the three-box two-door is a tenth quicker from standstill to 100km/h – 6.9 seconds with the manual, or 7.1 seconds with the $2350 optional auto fitted to our test car.

That kind of speed differential is going to be difficult to detect, and without a back-to-back test it’s also difficult to pick major differences in the way the Coupe and hatch drive.

There’s that familiarly brilliant direct steering that as soon it’s turned brings a razor-sharp response from the chassis beneath the driver. And there’s that trademark chuckability and body control, and progressive, feelsome brakes that make the Mini a blast to drive on scenic-route roads.

And, yes, there’s also that overly firm ride and intrusive tyre noise that will be unpalatable for some buyers. (It’s worth noting that the Cooper S version of the Coupe comes with regular tyres and a mobility kit whereas the JCW Coupe is fitted with run-flat tyres.)

But there’s also that impressive restraint of torque steer – with only the mildest of tugs on the steering wheel under hard acceleration despite 135kW of power being fed through the front wheels.

Not even the driving position is lower. The rooflining is 10mm lower than the hatch but is scalloped to help accommodate taller drivers. Vision is certainly impaired front and rear compared with the hatch, however, and for either driver or passenger there’s a greater feeling of being encased in the car by the lower roof and more acutely angled windscreen.

There is yet another first for a Mini – an active rear spoiler that deploys automatically above 80km/h for improved aerodynamics claimed to aid the Coupe’s handling balance. It doesn’t generate notable downforce – 40kg pressing down on the rear – though until the Mini Cooper S Coupe is at its maximum speed of 230km/h (224km/h for the auto).

The six-speed automatic may be the more ideal choice for the daily drive, but the six-speed manual is the pick for keener drivers.

The auto does a fine job in general driving, but struggles once the road starts to twist and turn – leaving itself in a higher ratio than required even if the Sport button is pressed.

Drivers can choose their own ratio, but there are two issues here: one is that the Mini, in a very un-BMW-like way, keeps the auto in manual mode for only a limited time so you can’t hold a particular gear for too long; the second is the thumb buttons on the steering wheel that are, as with Porsches, counter-intuitive – instead of the more logical ‘left for a downshift, right for an upshift’ approach, the button on each side performs gearchanges in either direction depending on where you press it.

It’s just plain wrong and frustrating – and don’t let anyone, or any car maker, tell you otherwise.

Mini will tell you that the Coupe isn’t that impractical, and there’s more than a grain of truth to that.

Although there are only two seats, those customers who are singles or couples without kids will find the Coupe’s boot quite handy. It’s accessed by a high-opening tailgate, revealing a 280-litre boot that is 75 per cent bigger than the hatch’s.

(The hatch’s cargo space expands to 680 litres with the rear seats folded, though.)

A ‘load-through’ hatch panel can be opened from the cabin to accommodate skis or some of those purchases from Bunnings. And the door pockets are larger than in the hatch.

Otherwise the Mini Coupe cabin has all been seen before, meaning mostly good quality plastics (though the rooflining feels cheap) and a plethora of round features.

The biggest of which is again that oversized central speedo that in our test car includes the visuals for the optional sat-nav system.

The sat-nav accounted for $1150 of the $5835 our test car’s price accrued in options, which also included some items that perhaps should be standard, such as electronic front diff lock ($300) and metallic paint ($800).

Then there’s the not-so-small matter of choosing what you want to spend on customising your Mini Coupe from the typically broad selection of interior colours and finishes, upholstery, alloy wheels, and of course body additions including stripes.

For the $42,990 starting price, Mini throws in 17-inch alloy wheels (optional ‘twin-blade’ 17s, above, were fitted to our car), foglights, rear parking sensors, rain-sensing wipers, bi-xenon headlights, Bluetooth connectivity, cruise control, electronic stability control.

That still makes it costlier than some models that might be considered competitors, such as the $38,990 RenaultSport Clio Trophee or $40,790 Honda CR-Z Luxury. You could even have a three-door VW Golf GTI or RenaultSport Megane for less.

So the Mini Coupe, as with most Minis, is not necessarily the most logical of choices in terms of value. But if you want a car that stands out from the crowd – as well as the throng of Mini hatches – and put a wide grin on your face when you drive it, then the minuscule coupe will have plenty of appeal.

Peugeot 4008 Review

The European styled but Japanese engineered Peugeot 4008 marks the start of a new attack by the French manufacturer as it seeks to expand its marketshare in Australia.

From the outside it’s unfathomable to think the Peugeot 4008 has anything to do with its relatively over-styled brother, the Mitsubishi ASX, but underneath the pretty French styling remains a Japanese heart and soul. In fact, 4008s are built in Mitsubishi’s Okazaki factory, which also builds the ASX.

Unlike the Peugeot 4007, which was a far more obvious clone of the Mitsubishi Outlander, Peugeot designers went the extra mile to ensure the 4008 is uniquely French. For a starting price of $28,990 for the base model manual, it’s fair to say the 4008 is the best looking small SUV for the money. Perhaps only eclipsed by the slightly larger and significantly more expensive Range Rover Evoque.

So what of it then? A good-looking French-styled SUV with Japanese engineering. What’s not to like? There’s another way to look at this, firstly that the Mitsubishi ASX wasn’t exactly best in class to begin with, particularly when it’s now pitched against the likes of Volkswagen’s Tiguan. Furthermore, Peugeot has decided to stick with a petrol only approach for phase one of the 4008’s launch, despite the brand’s heritage as a leader in diesel technology and the availability of an ASX diesel (manual).

This may seem like a rather substantial error in judgement but research shows that currently only 14 percent of small SUV buyers opt out for a diesel (80 percent of which is automatic), with the majority remaining loyal to petrol automatics. That means a Peugeot 4008 with a diesel offered as a manual only will have an extremely limited appeal. The French are working on a diesel automatic variant which is likely to arrive sometime next year.

The Pegueot 4008 is available as a front-wheel drive or 4WD with both configurations powered by the one engine choice: the same 2.0-litre naturally aspirated four-cylinder petrol engine from the ASX. That’s 110kW of power and 197Nm of torque coupled to either a five-speed manual gearbox or a continuously variable transmission (CVT). Given the 1375kg weight (up to 1470kg for the 4WD auto), it’s a lot of weight to pull for less than 200Nm.

On the road the 4008 doesn’t actually feel slow and, not surprisingly (given the weight difference), the fastest model is actually the cheapest model, the Active manual 2WD. That can go from 0-100km/h in 9.3 seconds, a good 1.6 seconds faster than the range-topping 4WD auto (Allure). That poses a slight problem for the 4008 range because the CVT transmission fails to make much of an impact low down in the rev range as it always seems to be asking for more torque, very similar to the ASX. Given that 80 percent of buyers are likely to go for the CVT, it further compounds the issue.

We began our test drive by leaving the Stamford hotel and heading towards Sydney’s outskirts to test the 4008 on numerous dirt and country roads. Coupled to Mitsubishi’s CVT system the 4008 felt more than good enough for everyday city and suburban driving. You would find it a challenge to realise there was anything unusual about the automatic as it masks its CVT DNA well. Until it comes to merging on to a highway. If you ever completely floor the accelerator, the engine sits on a preset RPM and makes a great deal of noise to get up to speed. This is not uncommon for Mitsubishi CVTs (and has been our biggest criticism for both the ASX and Lancer, which use the same system) but by industry standards, it’s a lot of noise for not much oomph. It’s a shame a traditional six-speed automatic couldn’t be used instead.

The manual (4WD tested) drives like an entirely different car. Despite only having five gears, acceleration feel and overall pulling power is hugely improved (comparing 4WD manual to 4WD CVT). It also makes a lot less noise in the process. Around the twisty stuff the 4008 is generally well balanced and corners with relative ease.

In 2WD mode there is hints of torquesteer coming out of corners but leave it in 4WD and the problem will quickly dissipate. It’s similar in feel to the Volkswagen Tiguan in how it grips but the ride can be a tad harsher if you frequent B-grade roads. Peugeot engineers widened the ASX’s front and rear tracks by 10 mm and recalibrated the suspension and steering to give the 4008 a more European feel, so it’s noticeably superior in this regard to its Japanese twin.

On loose surface or dirt roads the steering can become a little shaky and kickback around corners if you begin to push a little. However, it’s unlikely to be an issue for the majority of buyers who will never leave the bitumen. What most buyers really care about is the exterior and interior styling, reliability and servicing costs.

There’s no doubt the 4008 is a good-looking car on the outside, but what of the inside? Although photos would suggest it’s very similar-looking to the ASX, the actual touch and feel is noticeably different. Soft touch plastics and black decoration of the centre console (piano black in Allure) add a better cabin ambience. As does the steering wheel, which is the easiest way to tell you’re not in a Mitsubishi (although the indicator is on the right side, which is very un-European). There is ample head and legroom in the front and rear seats, so you can fit four large adults with ease and a fifth if need be. Overall, the interior is by no means as good as a 508 or even a 3008, but it’s too bad either.

Standard across the 4008 range is Bluetooth telephone connectivity and audio streaming, reversing camera (built into the mirror), rear parking-sensors and privacy glass. 16-inch alloy wheels ($1000 option for 18s), six speaker audio system, steering wheel audio controls, USB connectivity, front fog lights, LED daytime-running lights, automatic headlights and wipers, automatic air conditioning, cruise control and seven airbags are also all thrown in for no extra charge.

The French are putting this car up against the Volkswagen Tiguan, Mazda CX-5, Subaru XV and even the Nissan Dualis. In reality it sits somewhere between the Tiguan and the XV, in that it offers reasonable 4WD capability and European status (even if it’s Japanese engineered and made). The real question is, how does it stack up against its only European rival?

The Volkswagen small SUV has four different engine configurations, but if you compare the two base models, the front-wheel 4008 ($28,990) and Tiguan ($28,490) start within $500 of each other. The Tiguan has the upper hand with a six-speed manual coupled to a 1.4-liter turbo. The engine size may seem incomprehensible given the size of the thing but the Germans are the masters of downsizing with turbocharging technology. So much so that the little 1.4-litre turbo puts out 8kW and 43Nm more power and torque than the 2.0-litre Mitsubishi sourced engine. That means the torque that the 4008 lacks low in the rev range is a non-issue in the Tiguan. From here on though, it gets a little confusing as Tiguan’s prices start to get rather expensive (in comparison) with more powerful petrol and diesel engines. In fact, the cheapest automatic Tiguan is a good $4,500 more than a 4008 CVT.

So not only does the Peugeot 4008 have the upper hand in terms of price, but also in styling, equipment level and servicing costs. This is important because research shows that buyers of small SUVs are 40 percent more likely to pick a car simply based on how it looks. As for servicing, Peugeot guarantees that you will pay no more than $330 a year (20,000km) whilst the car is under warranty (3 years). There is a 10,000km health check and the servicing schedules are every 20,000km (as oppose to 15,000 for ASX). Another win for Peugeot in the Franco-German Wars.

In summary, the Peugeot 4008 is easily in contention for being the most stylish and well-equipped European SUV for the asking price. An ideal suburban SUV that marries French styling with Japanese reliability and engineering. It lacks a bit of torque when coupled to a CVT and it may not be as technically advanced as the Volkswagen Tiguan, but the high levels of standard equipment and lower servicing costs will almost guarantee that Peugeot will sell its 900 units for the remainder of 2012.

Peugeot 4008 Pricing:

• 2.0 Active 2WD manual: $28,990
• 2.0 Active 2WD CVT: $31,490
• 2.0 Active AWD manual: $30,990
• 2.0 Active AWD CVT: $33,490
• 2.0 Allure AWD CVT: $38,490

Peugeot 4008 Options:

• Metallic paint is $800 or $1300 for premium paint.
• 18-inch alloys wheels and side chrome door sills for $1000 (Active only)
• Above plus a full leather interior for $3000 (Active only).
• Satellite navigation with a full screen colour rear camera and DVD player for $1495 (both models).

Toyota RAV4 Review

Toyota RAV4 Review – If you’re in the market for an SUV – and it’s almost a case of who isn’t these days – then you just may have the Toyota RAV4 on your shortlist.

The Toyota RAV4 is the oldest of the car-based off-road-style vehicles, having launched in 1994, and it continues to be one of the most popular models cashing in on the world’s – and Australia’s – obsession with SUV ownership.

SUV sales are already up 26 per cent year on year and the market shows no signs of slowing.

The SUV segment has recently grown from three to four categories – small, medium, large and upper-large – in response to the latest trend for city-sized SUVs.

If you want choice, how do 327 different SUV variants to choose from sound?

There are eight different versions alone for the Toyota RAV4, which now moves from the ‘Compact SUV’ segment to become a ‘Medium SUV’, along with vehicles such as the Nissan X-Trail and Subaru Forester.

There will be a new-generation Toyota RAV4 in early 2013, but with a year still to go we wanted to revisit a model that continues to defy fresher models.

Having notched up over 180,000 sales since its Australian launch back in 1994, it’s difficult to think of a more consistently successful nameplate in the segment than the Toyota RAV4. In the last decade, it has been a top seller three times, second on six occasions and third once.

The RAV4, like the majority of SUV purchases these days, effectively replaces the four-door family car by offering a far more flexible package, especially in terms of cargo space and enhanced visibility for driver and passengers.

It might look positively compact sitting beside a Toyota LandCruiser, but the RAV4 is anything but when it comes to interior space.

The rear cargo bay alone seems larger than you might ever need, but then there’s some additional stowage space in a cleverly concealed compartment under the cargo floor, perhaps to hide more expensive items such as laptops or camera gear.

Although it’s unlikely you would need any more cubic space in the rear cargo area, remote levers located back there automatically lower the 60/40 split-fold rear seats to a horizontal position for longer items such as skis, surfboards or even a ladder.

The rear seats can also be moved forward or back, offering even more versatility.

We also lost count of the number of individual storage spaces hidden around the RAV4 – but more than 20 without even including the dual compartment glovebox.

Then there’s the ridiculously large amount of legroom for rear seat passengers, which would rival that of many vehicles in the large car segment.

Our $39,990 CV6 RAV4 test car is a mid-spec variant, and while it doesn’t come with leather upholstery, the fabric seats are comfortable with a wide design up front for larger body shapes. For those smaller builds there’s enough side bolstering to hold you firm when negotiating twisty roads.

While the interior mixes different plastics and faux-metal accents to try and create a more interesting-looking cabin, there are few soft-touch materials to be found inside the RAV4 and the design is inevitably tiring in the twighlight year’s of this generation’s lifecycle.

There are all the usual electrically operated creature comforts, however, including Bluetooth phone and audio streaming system that is quick and easy to pair.

A colour LCD touch screen with satellite navigation would be better, however, than the very ordinary LCD display that is hard to read in sunny conditions.

We’re not too fussed about the RAV4’s styling, either, notwithstanding its age, but it’s a bit dull when compared to a number of its contemporaries, including the South Korean Kia Sportage and Hyundai ix35 twins.

One thing that isn’t lacking is the RAV4’s performance credentials – at least in straight line. Under the bonnet is the most powerful petrol engine in its class – the same 201kW and 333Nm 3.5-litre V6 found in the Toyota Aurion, Kluger and Tarago V6. (It’s worth noting that most rivals use only four-cylinder engines, where the RAV4 offers the additional V6.)

It’s fast, too; simply dab the accelerator pedal and the RAV4 leaps off the line quicker than most performance hatches. It might seem unusual to talk about 0-100km/h sprint times for the family SUV, but 7.4 seconds and a top speed of 210km/h is quicker than anything in this category and price range.

The RAV4’s extra grunt makes for safe and effortless overtaking on freeways and country roads as well.

It’s smooth revving, too, and very quiet inside the cabin at idle. In fact, we turned off the air-conditioning at the lights and the engine note was barely audible. However, things can get rowdy during hard acceleration.

An auto with only five speeds rather than at least six ratios is also indicative of the RAV4’s age.

The RAV4’s tyres and all-wheel-drive system (there’s no V6 for front-drive versions) combine to ensure there’s excellent traction, though, even in horribly wet conditions (as we experienced).

Toyota has tuned the RAV4’s electric power steering well, as it’s nicely weighted, with only a small degree of play either side of the straight ahead and plenty of assistance for an easy time with tight parking spots.

The RAV4 runs on 225/65 series tyres, which are a long way from being low profile, so the ride even over blemished road surfaces is pretty good, but it’s not exemplary like that offered by the likes of the new Mazda CX-5.

It’s the same story with the handling, the RAV4 turns in well enough and there’s minimal body roll, but it doesn’t feel quite as composed or planted as several of its rivals.

Naturally, the bigger and heavier engine isn’t going to be as efficient as four-cylinder models, and 10.5L/100km is thirsty by class standards.

A Volkswagen Tiguan 155TSI, for example, offers slightly quicker performance yet uses only 8.8L/100km.

So the Toyota RAV4 CV6 AWD will be ideal for buyers looking for a combination of practicality and performance.

But with a number of areas betraying the number of candles the RAV4 now has to blow out on its birthday cake, Toyota’s engineers and designers have some work to do to match its SUV’s qualities to its popularity.

BMW 320i Review

You may not know it, but the BMW 320i has been by and large the most popular model in the 3 Series range. The previous generation 320i accounted for around 18,800 of the 34,324 BMW 3 Series sold in Australia overall.

Based on those numbers, BMW Australia has been hurting up until now with the lack of a new 320i in the new 3 Series range. Nonetheless, the new BMW 320i is set to change all that and challenge the dominating position of the Mercedes-Benz C-Class.

Given the current C-Class is towards the end of its life cycle, the all-new BMW 320i has a distinct advantage over its German rival. Powered by the same 2.0-litre twin-scroll turbocharged petrol engine (N20) found in the 328i (albeit with a different turbo and compression ratio), the 320i is a significant improvement over the model it replaces.

135kW of power and 270Nm of torque (which is, unsurprisingly, the exact same figure as the Mercedes-Benz C200) move the 320i from 0-100km/h in 7.6 seconds, marginally faster than the C200 (8.2 seconds). Where it really shines, however, is the 6.0L/100km combined city/highway fuel economy figure, which is very commendable for a turbocharged four-cylinder petrol capable of great off-the-line and in-gear acceleration.

Like all the models in the BMW 3 Series range, the 320i enjoys a perfect 50:50 front:rear weight distribution. Add a five-link rear axle and double-joint front axle suspension setup with a 26 per cent stiffer body than the previous model 320i (which was already a sporty car) and all of a sudden you’ve got the best handling model in the medium luxury segment.

Around Suburbia the petrol engine coupled to the standard eight-speed automatic does a noticeably better job of delivering instantaneous power compared to the 318d and 320d. In gear acceleration from 40-60km/h will push you back into your seat and is more than you’re ever going to need around town. Merging on to a highway is also a breeze thanks to the well-spaced gear ratios (helped by the fact that you’ve got eight to pick from).

Put the 320i into Sport or Sport+ (which gives the stability control system the green light to let you burn some rubber before intervening) and it goes from being a comfortable “Efficient Dynamic” cruiser with auto-start stop and lazy throttle response, to a baby 335i. Steering feel is typical BMW: top notch. Sport mode provides a heavy and precise feel when you need it while it instantly becomes friction free when in comfort mode. It outdoes the C200 in this regard, given the Merc is generally on the softer side when it comes to steering.

The interior is also a vast improvement over the previous generation 3 Series. It’s no longer just a case of black and more black. It also feels and looks more sophisticated in its design and appearance. It’s fair to say the C class is no longer the king of interiors in this segment as the two are now definitely on par. Standard interior equipment includes electric seat adjustment with memory function, dual-zone climate control, sport leather steering wheel with paddles, Sensatec man-made leather upholstery and a 6.5” colour display iDrive driven screen in charge of six speakers.

The seats are supportive and comfortable but can be a little small if you measure on the large side. Our only real complaint about the interior package is the lack of Bluetooth audio streaming as standard equipment, even though telephone connectivity is available (you can read more about the BMW 3 series interior in our BMW 318d review). It would’ve been nice to see Satellite navigation as standard as well, given the screen is already there.

Apart from the new engine, the new BMW 320i is not noticeably better in any one specific way over its predecessor or its competitors. Nonetheless, if one was to add up all the improvements (however minor they may be) together, collectively it creates one seriously formidable luxury sedan. For a starting price of $57,600, it’s also a $1,000 less than the Mercedes-Benz C 200 and $2,300 cheaper than Audi’s equivalent A4 TFSI.

It’s important to note that the N20 engine used in the 320i feels well and truly under-tuned. As in, it never sounds like it’s struggling to deliver its power. One may even argue that it’s artificially limited to a certain power and torque rating just to make room for the 328i, which uses the same engine (with a different turbo) but delivers 45kW more power and 110Nm more torque. In that regard the 320i is the perfect model in the 3-Series range. It offers class leading acceleration and fuel economy, a sporty dynamic drive and a great list of standard features. It’s no wonder it’s expected to accounts for more than 50 percent of 3 Series sales.

The BMW 3 Series has received a five-star safety rating from the Europeans and is expected to achieve the same results here in Australia. There are no options when it comes to safety and all variants include driver and front passenger airbags, head airbags in the front and rear, side airbags for driver and front passenger as well as dynamic stability control. If you’re a believer of getting what you pay for, you’ll also be pleased with BMW’s excellent build quality in the event of an accident.

If you’ve got about $60,000 to spend on a luxury medium saloon, there’s never been a better time to shop. The three Germans are all offering very good vehicles and given the highly competitive nature of the segment, a deal is ready for the making. But if you’re stuck deciding between a 318d, 320i or 320d, which are priced within $4,500 of each other, let’s make that choice clearer for you.

The BMW 320i is the perfect car if you’re not all that fussed on diesel but still keen on fuel efficiency, driving dynamics and an overall sporty sedan that is both comfortable and lively. The 318d is a reasonable choice if you absolutely must have a diesel but can’t afford to go for a 320d, which, in our opinion, offers the best package of the three.

Jeep Grand Cherokee SRT8 Review

You can tell the people at Jeep are pumped with self-assurance over their 2012 Jeep Grand Cherokee SRT8 – the most powerful vehicle ever to run off their production line.

And it’s not the typically gushing press release that gives their overconfidence away.

It’s the fact that when CarAdvice travelled to LA recently to take the 351kW beast for a test drive, the people at Chrysler HQ wouldn’t even tell us where we would find the car within the dozens parked off LA’s vast Sepulveda Boulevard.

They wouldn’t even say what colour it was – just that it would stand out immediately and that I couldn’t miss it.

As it turned out, they were absolutely right.

The Jeep Grand Cherokee SRT8 is every bit the monster the US 4WD brand envisioned it to be – and it’s not just the super-size 6.4-Litre Hemi V8 that lies under the bonnet, or the sledgehammer approach to styling, that gives the game away. Clearly, this is one Jeep that isn’t Trail Rated.

A quick look around the vehicle reveals a host of aggressive detailing that make this one intimidating Jeep Grand Cherokee. Take the forged 20-inch alloy wheels shod with extra-wide 295/45 series rubber on all four corners, for instance. Or the dual exhaust pipes that look to be the size of cannons.

Along with the SRT body kit there’s also a couple of serious-looking heat extractors sitting either side of the bonnet bulge and some enormous Brembo brake calipers sitting atop some equally large rotors.

SRT (Street Racing Technology) is an entirely separate division within Chrysler charged with developing high-performance versions of specific models that lie under the group umbrella.

The current SRT armoury includes the Chrysler 300C SRT8, Dodge Charger STR8, Dodge Challenger SRT8, Dodge SRT8 Viper (and Viper GTS) and, of course, the Jeep Grand Cherokee SRT8.

It’s a similar approach to the successful business models of both Mercedes-Benz with their AMG line and BMW’s M division.

The results for Chrysler have so far been encouraging, with plenty of homegrown enthusiasts willing to fork out a heavy premium for relatively low volume performance versions of their favourite models, especially the Jeep Grand Cherokee SRT8.

Sales in the United States have exceeded expectations by such numbers that Chrysler Australia has had no choice but to wind back its local launch of the vehicle by several months (Click to read news story).

That’s not to say that Australia isn’t seen as important territory for Jeep. On the contrary, so successful has the new Jeep Grand Cherokee been here that we have been allotted about one quarter of the annual 4000-unit production volume of the SRT8 variant.

With 630Nm of torque on tap and a 0-100km/h sprint time of 4.8 seconds, the Jeep Grand Cherokee SRT8 is one of the world’s fastest SUVs alongside the Porsche Cayenne Turbo, BMW X5 M and the Mercedes-Benz ML63AMG with which it shares its platform.

It’s also not short on the luxury touches. It’s a softer approach than its German rivals, which tend to be more performance focused, as in, heavier bolstered and firmer seat cushioning. Step inside the Jeep Grand Cherokee SRT8 and you’ll find plenty to like with a less aggressive treatment than the hero car styling displayed by the exterior panels.

There’s hand-stitched leather trim everywhere and it’s the soft and comfy Nappa variety that you tend to find on expensive sofas.

The entire dash and instrument panel is also wrapped in the stuff, as is the door trim. The all-hide effect is offset by a generous number of very tasteful carbonfibre accents that work well in what is otherwise a rather monochromatic theme with shades of black to differentiate the SRT8 with the standard Jeep Grand Cherokee.

There’s still plenty of bright trim work spread around here, though, especially on the superb leather-bound steering wheel, which is covered in the same Nappa hide with a flat metallic bottom and a set of paddle shifters. It’s also heated for those cold morning starts.

The deep-bolstered SRT seats are high on our list of favourite pews. Trimmed in a combination of leather with grippy suede inserts, they provide armchair comfort and sports car-like cosseting. They’re also heated and ventilated.

Hard plastics are few and far between inside this cabin and those are largely hidden below decks.

As the flagship Jeep model, the SRT8 benefits from an extensive list of creature comforts, with highlights including the voice-activated navigation system, rear park assist with screen view and audible warning, and smartbeam headlamps that react to ambient light and oncoming traffic.

But it’s the remote start that is arguably the SRT8’s show-stopping feature. It allows you to start the engine and activate various comfort settings from the key fob, while maintaining vehicle security.

On the audio front, there’s the standard-fit nine-speaker unit, but audiophiles will find it hard to resist the peerless 825-watt, 19-speaker system from Harman Kardon specifically developed for the Jeep Grand Cherokee SRT8.

Fire up the big Hemi V8 and there’s none of that expected thunder and lightening, just the sound of a smooth-running and relatively quiet engine that gives nothing away to its tarmac-blasting potential.

Heading north out of LA on the Ventura Highway provides ample opportunity to open the SRT8 up and explore all of those 630 Newton metres, of which almost all are on tap between 2800-6000rpm.

Throttle response is precise and well measured even in Auto mode, but spin the Selec-Trac rotary controller around to the Sport or Track setting and things get a lot more urgent. Overtaking slower vehicles at 130km/h becomes an effortless affair with strong in-gear acceleration. There’s also a decent exhaust note that’s worth listening to.

These performance settings dial in a sharper edge to the SRT8’s adaptive suspension, steering and transmission response, throttle, stability and traction control as well as differential behaviour.

In the standard drive mode, 65 per cent of the torque is sent to the rear axle. In Sport and Track modes those percentages of pulling power increase, while the stability control allows more slip.

Under full throttle the Jeep Grand Cherokee SRT8 makes light work of these California hills, but even in Track mode and quick-shifting with the paddles, it still behaves in a refined manner commensurate with a luxury SUV.

In this day and age of eight-speed automatics and dual-clutch transmissions, a five-speed auto doesn’t quite cut it, particularly when fuel consumption is always a concern. There’s a tendency for the Jeep to use higher revs in top gear when you’re travelling along at pace on the highways than either the ML63AMG and X5M, which gain extra cogs (7-speed and 6-speed respectively) and as a result, don’t have to work as hard as the Jeep Grand Cherokee SRT8.

Combined fuel consumption is 13.7L/100km, which compares to 11.8L/100km for the ML63 AMG, and 13.9L/100km for the X5 M, both of which are armed with more power and torque than the SRT8.

But go a little heavy with your right boot for any length of time and any benefit you might have gained from Chrysler’s cylinder-deactivation technology will be lost.

It’s a clever system and works particularly well in slow-moving traffic when only mild throttle pressure is required.

As an SRT vehicle, it’s no surprise that the ride is firm – even in the relatively sedate Auto mode.

The upside is that despite the Jeep’s size and not-inconsiderable 2300kg mass, the Grand Cherokee SRT8 handles corners remarkably well. The Bilstein shock absorbers and stiffer suspension set-up does a fine job of overcoming the SUV’s height, with minimal body roll.

There’s also the added safety net of the vehicles’ electronic roll mitigation system, which uses the electronic stability control sensors that can anticipate a potential roll then apply the brakes and modulate throttle pressure as needed.

Grip levels are high from the SRT8’s massive Pirelli Scorpion Verde All-Season run-flats tyres, and the Grand Cherokee’s full-time all-wheel-drive system provides lots of traction.

You can also feel the results of a 146 per cent increase in body stiffness over the old Grand Cherokee SRT8 – with the Jeep responding more quickly and precisely to the driver’s steering wheel commands.

The Grand Cherokee SRT8 also gets a quicker steering ratio than the standard model and there’s a satisfactory level of communication transmitted through the beautifully tactile tiller.

Braking is another area where SRT has excelled. The big six-pot Brembos up front have lots of stopping power and pedal pressure is nicely progressive.

Also helping on the safety front is an inventory of multiple safety and security features including: adaptive cruise control, anti-lock brake system with rough-road detection, brake override (when a disagreement between the brake and throttle exists and the engine power is automatically reduced so as the drive can stop the car), blind-spot monitoring, electronic roll mitigation, rain brake support (the system uses the ESC to occasionally brush the brake pads against the brake rotors to keep them dry), rear cross path (the system activates when reverse gear is engaged and alerts drivers backing out of parking spots to other vehicles approaching), trailer sway control and seven airbags.

Jeep Australia has already priced the regular Jeep Grand Cherokee highly competitively – from $45,000 – so it would be a surprise if the SRT8 version cost significantly more than its $85,990 predecessor when it arrives in August.

And when you consider that its natural rivals cost about $180,000, it’s easy to see the Grand Cherokee SRT8’s value is as powerful as its Hemi V8.