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.

Subaru XV Specs and Review

Subaru has brought back the XV badge it introduced on the Impreza range in mid 2010, but this time it’s being given special individual treatment as the Japanese brand aims for a two-prong attack in the compact SUV segment together with the Forester.

If you notice any similarities to the next-generation Impreza small car, that’s because the Subaru XV is essentially a jacked-up, beefed-up version of the Impreza hatch that launches separately in February. Think of the Subaru XV as being to the Impreza what the Outback is to the Liberty.

Subaru XV Review

A longer wheelbase, however, enhances its legitimacy as a stand-alone model, while the rugged styling certainly lends it the look of a proper SUV. It’s also fair to say the XV is the best-looking Subaru currently on sale (even if some would say that’s not a difficult feat).

The new Subaru XV is the first of many upcoming Subaru models that are set to change the styling trend of the current line-up. It’s hard to gain a full respect for the design from photos alone, but from the outside the little SUV looks much meaner than its proportions would have you believe. Measuring 4450mm long, 1780mm wide and 1615mm high, the XV is not exactly a small vehicle.

For a start, there is 220mm of ground clearance, noticeably more than the ride height offered by direct rivals such as the Hyundai ix35, Mitsubishi ASX, Nissan Dualis and Volkswagen Tiguan.

Then there is the spacious interior, thanks to that extended wheelbase, which can comfortably fit four large adults for long-distance drives.

The dashboard layout and cabin feel is very traditional Subaru, however there is now a greater use of soft-touch plastics and darker colours throughout the cabin. It no longer has that cheap feel of the old Impreza, and there is no doubt that it comes with the best interior of any current Subaru on the market.

Even the very base model gets a reversing camera, iPod/USB/Bluetooth connectivity, cruise control and a 4.3-inch multi-function LCD that can display a whole range of information for convenience.

The steering wheel is reach and height adjustable and it takes just a few seconds to get comfortable behind the wheel. It’s as if someone, somewhere, has finally started paying serious attention to Subaru interiors.

Two large adults can easily fit in the back seat and you can accommodate three if the need arises. The rear seatbacks have a pronounced inverted curve for maximum knee room and the high roof ensures generous headroom.

Three different Subaru XV variants are available, with manual gearbox or continuously variable transmission auto.

Prices start from $28,490 for the six-speed manual XV 2.0i (add $2,500 for the CVT automatic), which is roughly $2,000 more than the competition’s entry price – essentially because Subaru’s 4WD focus (upcoming BRZ excepted, of course) means there’s no cheaper front-wheel-drive variant.

The mid-spec 2.0i-L demands $31,990 and the top spec 2.0i-S starts from $34,490. Despite the higher entry price, Subaru says its XV range is better equipped for the money, pointing out the inclusion of reversing camera and seven airbags as part of its standard package.

Although its primary competitors are also five-star ANCAP rated, the Subaru XV still gains the benefit of having the highest safety score from ANCAP for any vehicle in its class (35.3 out of 37 for a five star rating).

All three variants are powered by the same third-generation four-cylinder 2.0-litre ‘FB’ horizontally opposed Boxer engine that manages 110kW (at 6200rpm) and 196Nm of torque (at 4200rpm).

Although the figures make it sound anything but sporty, it’s more than reasonable for its 1390kg kerb weight (the CVT auto adds 30kg). Around town the new six-speed manual gearbox is simple to operate with a straightforward clutch and gearstick, but given the fuel-efficiency focus of the XV, the tall gear ratios do tend to make power delivery seem a little lackluster at times. Up the hilly roads of Launceston, where Subaru Australia staged the XV’s launch, we felt the need for more torque. We found ourselves having to revert to first gear to climb the area’s famous Jacob’s Ladder mountain road.

Then there’s the continuously variable automatic transmission (CVT), which is by far the better choice as it provides the best balance between power delivery and efficiency. It also seems to overcome the torque deficiency found in the manual.

Unfortunately it suffers the same fate as many other CVTs on the market today, it’s rather noisy.

The Subaru XV is the first car in its segment to offer start-stop technology across the range. The system automatically turns the engine off when idling and switches it back on almost instantly when required. It’s a clever environmentally friendly and fuel-saving initiative for peak-hour traffic.

For manual models the engine is switched off when the vehicle is stopped and the gear stick is place in neutral, while the CVT variants will react similarly if the vehicle stops for longer than half a second.

Both models restart their engines within 0.35 of a second when either the brake pedal is released or clutch pedal is operated (manual only). Like other start-stop systems currently in practice, Subaru’s implementation is very seamless and hardly noticeable after a few minutes.

Together with the new engine and improved transmissions, fuel usage and CO2 emissions are rated at 7.0L/100km and 162g/km for the CVT and 7.3L/100km and 168g/km for the six-speed manual.

The Subaru XV will happily achieve those figures on regular unleaded, and with a 60-litre fuel tank it’s theoretically capable of about 850km between stops.

On the road the XV feels confident and planted, even when pushed to its limits. The flat four-cylinder boxer engine again provides a lower than typical centre of gravity that aids the vehicle’s balance.

There is no noticeable body roll around bends and the steering is direct. The electronic stability control system detects any loss-of-traction situation and quickly steps in to correct the XV’s course.

On the dirt roads around Launceston, we found it to be a little intrusive but it’s always a case of better early than too late. Around corners the XV feels like it can handle significantly more power.

The stiffer chassis (compared to outgoing Impreza) easily accommodates the daily needs of XV buyers and has great potential for more power. Unfortunately there are currently no plans for either a turbo diesel or a 2.0-litre turbo petrol (engine out of the WRX).

Despite being the same model, CVT and manual variants use completely different methodologies for their all-wheel-drive system. CVT variants make use of an electronically controlled all-wheel-drive system that employs multi-plate transfer (MPT) to distribute torque to the rear wheels. Generally it has a 60:40 (front:rear) torque distribution but that can vary if required.

In contrast, manual XVs use a centre differential with a mechanical centre viscous limited slip differential that has no need for electronic control. For this application torque split remains 50:50 front:rear governed by the centre differential.

The average driver would find it very difficult to feel the difference between the two.

Subaru plans to sell around 500 XVs per month with sales not expected to cannibalise those of the popular Forester. Subaru argues the Forester and XV are two completely different propositions, each appealing to different buyers. The Japanese company expects a range of new-to-brand buyers jumping into XVs and the average buyer age to be around the mid to high 40s.

The 2012 Subaru XV represents the direction in which the company is heading, not only in terms of exterior and interior design, but also technology, efficiency and best-in-class safety. Our biggest compliment is the much-improved interior compared to the outgoing Impreza and the rather bold and aggressive exterior styling that the company was so well known for a good decade ago.

• Subaru XV 2.0i six-speed manual $28,490
• Subaru XV 2.0i Lineartronic™ CVT $30,990
• Subaru XV 2.0i-L six-speed manual $31,990
• Subaru XV 2.0i-L Lineartronic™ CVT $34,490
• Subaru XV 2.0i-S six-speed manual $34,490
• Subaru XV 2.0i-S Lineartronic™ CVT $36,990

Subaru XV 2.0I specifications:Safety

• ABS anti-lock brakes with four-wheel discs and Electronic Brakeforce Distribution (EBD)
• All-Wheel Drive
• Automatic transmission lock-out – need foot on brake, key in ignition “on” position, to release lever
• Brake Assist
• Child seat anchor points on back of rear seat
• Curtain airbags
• Driver’s knee airbag
• Dual front airbags
• Dual side airbags
• Four wheel disc brakes
• Front seatbelts with pretensioners and load limiters. Double pretensioners on driver’s seatbelt
• Front adjustable seatbelt anchorage
• Hill Start Assist – manual variants
• Rear door child lock
• Reversing camera
• Ring-shaped reinforced passenger cabin
• Seatbelt indicator lights and warning tone – front and rear seats
• Shock absorbing brake and clutch pedals
• Side intrusion bars
• Three-point A/ELR rear centre seatbelt
• Vehicle Dynamics Control

Interior

• AM/FM tuner CD player, six speakers, iPod, Bluetooth and USB connectivity
• Automatic air conditioning
• Bottle holders in front doors + two cup holders in centre console & rear armrest
• Cargo area light
• Cargo hooks
• Cargo security blind
• Central locking – remote
• Cruise control – steering wheel buttons
• Driver’s footrest
• Height and reach adjustable steering column
• Height adjustable driver’s seat
• Immobiliser security system
• Lineartronic™ Continuously Variable Transmission option with paddle shift
• Map lights (2)
• Multi-Function Display with liquid crystal screen, with premium information options and steering wheel control
• Power steering, mirrors and windows
• Rear illumination instrument display
• Remote fuel lid release – tethered fuel cap
• Seatback pocket (passenger side)
• Six speed manual transmission option
• Two remote central locking keys
• Vanity mirror
• 60/40 split/fold rear seat
• 12V/120W power jacks

Exterior

• 17-inch alloy wheels – 17” steel temporary spare
• Chrome-surround grille
• Colour-coded mirrors and door handles
• Front fog lights
• Rear roof spoiler with LED brake light
• Rear roof mounted radio antenna
• Rear wiper
• Roof rails

Other features:

• Auto hatch unlock on key
• DataDot security technology
• Electronic Throttle Control (ETC)
• Auto Start Stop
• Three-year unlimited kilometre warranty
• 2.0 litre DOHC horizontally opposed boxer engine with dual AVCS. 110 kW/6200 rpm, 196 Nm/4200 rpm

Subaru XV 2.0I-L adds to above:

• Dual zone climate control air conditioning
• Leather trim steering wheel and gear knob
• Rear privacy glass
• Satellite navigation with voice activation
• Sliding centre console
• Sunroof

Subaru XV 2.0I-S adds to above:

• Chrome-type exterior door handle insert
• Drilled alloy pedals
• Eight-way adjustable electronic driver’s seat
• Heated front seats
• HID headlights
• Leather trim
• Premium silver roofrails
• Wing mirror mounted indicators

Toyota 86 Review

Toyota 86 Review - Yes, the Toyota 86 is as good as you dared to dream it would be. It’s a sublime driver’s car that handles beautifully, responds to your every input and is damn quick too. The incredible $29,990 price point ensures the 86 will change the way an entire generation thinks about Toyota. Think I’m over-doing it? Go drive one see if you still have any doubts. It is that good.

Toyota was so confident about the capabilities of the 86, which was jointly developed with the Subaru BRZ, that it let journalists test the cars with a series of track activities, including an expression session on a dirt flat track, in Canberra this week.

The car’s chief engineer, Tetsuya Tada, bunged on a helmet and took to the track to test his baby, but soon slowed to a stop.

He then took off the headrest, which was pushing his helmet forward, and turned it around.

“Race position,” he explained. Yes, the back of the headrest has been shaped in such a way that it accommodates a driver wearing a helmet.

The 86 has also been designed so you can fit four race wheel and tyres in the boot after folding the rear seat back.

Toyota even points out that for the price of some of its rivals, such as the Volkswagen Golf GTI or Mazda MX-5, someone can buy an 86, fit it out with a roll cage, buy those race wheels and tyres and have money left for fuel.

It prompts you to ask, who is this company and what did they do with Toyota?

The Toyota we know hasn’t sold a car in Australia that has really been much fun to drive since the Celica GT-Four of the late 1990s.

The Toyota 86 looks the business in the metal and most people will assume it is far more expensive than it is. It’s doesn’t have quite the same visual impact as Nissan 370Z coupe, but still has presence.

It looks a little bit like a Hot Wheels car with the 16-inch wheels of the GT spec, but the 17s look at home on the GTS.

Slide inside and the cabin is a mix of sportiness and Toyota-style practicality.

The GT might be the entry-level model and while it is not a posh as the GTS, it doesn’t look like a bargain basement special either.

The GTS has some nice touches like imitation carbonfibre trim, leather/Alcantara seats, a big high-resolution centre screen and a stop/start button.

It has four seats, which could be crucial for those of us hoping to have the purchase approved by the household’s financial controller. That said, the rear two are really only good for shorter people (Toyota says 170cm), unless you are just heading out for a short trip.

Importantly for some, you can put baby seats in the back (with ISOFIX points) so your child can be raised the right way.

The boot is pretty shallow, mainly because of the intrusion of the spare wheel (a full-size one no less) but there is still reasonable room for shopping and a few overnight bags.

Getting comfortable is easy as the seats are very supportive. The steering wheel can be adjusted up and down and in and out.

It’s a nice little steering wheel, small and easy to grip.

To start off with, the engine can feel a little bit under-done in comparison to what you might expect from the design and layout of the car.

It doesn’t just dole out masses of horsepower like a turbo WRX or the 370Z, you have to work for it.

That doesn’t mean it’s gutless, but you have to be in the right gear and be prepared to rev it to really get going.

On the track, it means you have to be smart about the way you attack a corner. You can’t just hook in, stomp on the accelerator and hang the tail all the way out, because it doesn’t necessarily have the horsepower to maintain the drift.

You must be disciplined, feed the power on more carefully for a more progressive slide.

The 147kW and 205Nm might not sound astounding, but this amount of performance is perfectly matched to the chassis.

Tuners will add WRX engines and create tyre-searing monsters, but the standard car represents the perfect balance.

“I just love it because you can have a great time and not lose your licence,” is the view of Toyota rally ace Neal Bates, who put an order for a personal car as soon as he heard the price.

Unlike the a turbo boxer in the WRX, the Toyota 86’s engine has a linear power delivery and you get a reward for winding it all the way out to the 7450rpm limiter.

This writer (an STI owner) loves the sound of a good boxer, but the flat four in the 86 is not the best sounding engine around.

There is a hint of the nuggety boxer note, and it does sound sporty when you rev the ring off it, but cars like the Focus XR5 give you much more ear candy in regular driving than this does.

A huge benefit of using a boxer is that the cylinders are all as close to the ground as possible, so the car has a super low centre of gravity. You notice this, and the car’s low 1222kg kerb weight, at the first bend.

I’m struggling to recall a better handling car (other than a proper race or rally machine).

A nice smooth dirt track is the perfect place to explore a car’s handling and the 86 was nothing short of amazing, on road tyres.

Setting the car up for a turn was so simple. Just brake, flick it and use a bit of throttle to get the back to come out and then just steer through the corner using the accelerator.

Go faster and the slightest hint of understeer can be instantly fixed with a bit more throttle (there are five stages of traction and stability control and they can be turned off completely).

Thankfully, this car is also very forgiving on dirt and on tarmac. Some sportscars have such tremendous grip that they take you to the point of adhesion without letting you know. Then they let go and you are sailing into the bushes looking out the side window, inspecting what you are about to hit.

The 86 also has good grip, but communicates that you are getting to the point where it is going to let go.

There is very little body roll, so changing direction is quick and easy and the steering is fast and also gives the driver good feedback.

As a consequence of a sporty suspension set-up, the ride of the 86 can be harsh.

We spent some time in the higher-spec GTS and found that some people might struggle to use this as a day to day car. It’s not quite a Lotus Elise, but is certainly firm on the 17-inch wheels. Enthusiasts won’t be worried, but some people more interested in the look of the car might be put-off.

The brakes are easy to modulate and work well to pull the car up in a hurry.

Sustained track driving will require a brake upgrade (TRD is happy to help with genuine components) which is to be expected for any street car that doesn’t come standard with top-shelf Brembos or similar.

We spent most of our time in the manual and found it to be a sweet and sharp gearbox, the kind that makes you change more than you need to because it feels crisp with nice short throws.

A short run in the automatic indicated it works well enough, but this is such a pure car that it would seem a shame to spoil the experience by missing out on the manual.

You can enjoy an 86 on the road, soaking up its responsiveness and beautiful balance without going crazy and breaking any road rules.

Even so, it is a car that is screaming out to be taken to the track and driven in the spirit in which it was developed.

It might not be the absolute fastest car on the track, but there’s a very good chance it will be the most fun and most rewarding.