At the
HEAD OF THE PACK
No one could rightly accuse Japanese carmaker Honda of resting on its laurels, particularly when it comes to the popular CR-V. A policy of continuous improvement has imbued the latest CR-V with enough technical, equipment and style enhancements to keep it at the head of the current pack.
The CR-V still comes in two well-equipped models: CR-V ($31,990) and CR-V Sport ($36,749). Both are powered by the same lively 2.4-litre, four-cylinder engine found in their predecessors.
CR-V features double overhead camshafts and valve timing control to produce a credible 118kW of power and 220Nm of torque. A new drive-by-wire throttle provides better response to accelerator inputs.
Honda has addressed criticism of its Real Time 4x4 system – that it was slow to react to wheel spin in some conditions. The new system delivers better acceleration and hill-climbing ability on slippery surfaces, as well as a swifter response when accelerating around corners. Honda claims the system now transmits torque instantaneously and responds to the slightest amount of wheel spin.
Both models come with a five-speed manual transmission but can be optioned with a new five-speed electronically controlled automatic transmission. While it adds $2,000 to the prices, its new ratios have been matched to the engine to maximize performance and provide very smooth shift qualities.
Body changes, particularly to the bonnet, grille, lights and front bumper, provide the car with a sportier and more purposeful appearance. Larger 16-inch steel wheels (on CR-V) and new 10-spoke alloy wheels (on Sport) better fill the flared guards and match larger disc brake rotors all around. A new vertical tail-light stack runs from the roof down each rear corner to the redesigned bumper bar.
Smaller rear-seat headrests improve rear visibility, and a security alarm now features on all models.
Sport models come with a new six-disc in-dash CD audio system that plays MP3s, and driver and front-passenger side airbags. An extra $1,500 will buy heated leather seats, leather door trims and a leather steering wheel for Sport models.
On a test drive, the gold CR-V Sport automatic proved much more stylish – both inside and out – than its predecessor. All seating positions are extremely comfortable and offer excellent head, shoulder and leg room.
Visibility is good, as is the driving position; and all controls are easy to reach and use. The handbrake lever is somewhat different but easy to use – it leaves the space between the front seats uncluttered. Likewise, the auto-shift lever is dash-mounted and easy to handle.
Honda’s latest CR-V is a delightful vehicle which offers excellent on-road performance. It has ample power for all situations, and the auto is as smooth as silk.
A surprise, perhaps owing to its thicker front and rear stabilizer bars, was just how agile it was on tight winding roads.
Its interior is roomy and functional as designers have provided heaps of useful storage solutions. A large under-floor well – covered by a removable panel that converts to a picnic table – enhances the sizeable cargo area.
Rear seats have a 60/40 design and can be laid back, or slid or tumbled forward, to reveal a very large cargo space. The rear tailgate features a flip-up window, which is excellent for accessing small items.
Holden has excelled in making its new VZ SS V8 look the part. Up front is a more aggressive bonnet that blends nicely with a honeycomb grille and lower air intake. A deep section bumper, projector style headlamps and large fog lamps add to the look, as does a smart body kit which enhances the SS’s long, low appearance.
The front guards feature fake but impressive-looking air vents, while the SS badges on the rear door make their own statement. Massive 18-inch alloy wheels – shod with 235x40 low profile tyres – also enhance the car’s profile. Other features are dual exhausts to the left, and an impressive rear wing.
The sports theme continues inside with special instruments, lots of brushed alloy trimmings and alloy pedals. Body-hugging sports-style front seats are extremely comfortable and offer plenty of adjustment to strike the right driving position.
And Holden has included a thick leather-bound steering wheel, and leather boots on the gear and handbrake levers.
A silver Police Journal test car came with Holden’s improved GEN III V8 and six-speed manual gearbox, sumptuous black leather trim (a $2,190 option on SS) and front seats with SS embossing.
Holden has tweaked its popular 5.7-litre, all-alloy V8 engine and installed a “drive-by-wire” electronic throttle. The carmaker claims that doing away with the cable system improves throttle response, driveability and system durability.
The SS V8 models now produce 250kW of power at 5,600rpm and 470Nm of torque at 4,800rpm. Changes to the engine management, induction and exhaust systems have resulted in a 10kW power increase over the previous model.
The six-speed manual transmission has a new final drive ratio, which provides shorter gearing, improved launch feel and better mid-range power delivery.
Holden’s SS V8 is a perfect example of just how sophisticated the big, powerful cars have become. This car is just fabulous to drive in any situation. It is quiet, flexible and capable of great economy.
At the same time, however, it can be a beast. One can drive it around town at 60km/h in sixth gear as the tacho sits on just above idle (around 950rpm). On the open road at 80km/h in 6th, it pulls a mere 1,200rpm and, on the freeway at 110km/h, the big V8 cranks over at just 1,700rpm.
Its superb gearbox and immense torque provide the driver with enormous flexibility for overtaking, spirited hills driving or heavy-duty towing. At 90km/h, for example, one can drop from 6th to 3rd, 4th or 5th and the car will still be capable of quick overtaking. It will pull away in 6th at 60km/h, while engine braking in the middle gears is excellent.
Easy suburban driving left the average fuel consumption at 13.5 litres/100km. With 200km of easy country roads and freeway driving, that average dropped to 11.4 litres/100km. These are excellent figures for a big V8, but this car loves a big drink if one has a heavy right foot.
With manual or automatic transmission, the SS Commodore starts at $51,290 – substantially less than its sibling Monaro CV8.
The Mazda 6, released a little more than two years ago, laid the foundation for a whole new range of exciting cars that would change Mazda’s fortunes. And, although it has undergone only minor specification upgrades, it still has tonnes of appeal.
Having test-driven the car in March 2003 (Guaranteed to thrill), the Police Journal gave the latest luxury Sports Hatch a workout.
It looks fabulous, still turns heads, and is a delight to drive and beautifully appointed. In fact, drive this car on a hot day with the sunroof open, all the windows down and your favourite CD playing, and you could swear you were in a swanky sports car.
Up front, it’s a sharp-looking car with:
The hatch’s profile is very sporty, with a long sloping rear hatch which incorporates a smart spoiler. Dual chrome exhausts and jewel-style tail lamps, again with chrome surrounds, also feature.
Inside, the dash layout is sporty and comprehensive. The leather steering wheel is one of the best around, and features audio-control buttons on the left spoke and cruise-control functions on the right.
The silver central facia features a digital display with readouts for audio, climate control and trip computer functions. It also features large, round air vents and an integrated, high-powered audio system, which is hooked up to some impressive Bose speakers.
Seating is firm but superbly comfortable and covered in full leather. Drivers score an electrically operated, multi-adjustable seat that provides a driving position akin to those of many sports cars. Rear seats are equally comfortable and offer stacks of leg, head and shoulder room.
The hatch’s cargo scape is enormous, particularly in light of the size of the car and its spacious cabin.
Under the bonnet, things are the same with power provided by a lively 2.3-litre, all-alloy four-cylinder engine. Its 122kW of power might be considered modest when compared to its biggest rival, Honda’s Euro Accord, which can muster 140kW. However, the engine is extremely willing and capable of acceleration quick enough to make it exhilarating to drive.
The Police Journal test car came with Mazda’s easy-to-use gated-style four-speed automatic transmission with sequential manual mode. The engine – whisper quiet, except when pushed near redline – and transmission work nicely together to provide smooth useable power across the rev range.
Cornering and braking are highly efficient and allow for spirited driving, while ride quality remains excellent.
Mazda 6’s range consists of sedan, wagon and hatch models, with each available in different specification levels. All models come highly specified, particularly for standard safety equipment.
Entry Limited sedan ($27,690) comes with:
Prices rise to $41,800 for the beautifully appointed Luxury Hatch auto. It needs premium unleaded but on test only consumed 9.4 litres/100km.
Mazda released its revised range of B Series commercial vehicles late last year. The extensive Bravo range consists of a variety of models in three cabin layouts – Single, Freestyle and Dual cab. Also to choose from, in each cabin configuration, are two- or four-wheel drives, and petrol or diesel engines.
As the name suggests, the Single cab is a two-seat tradesman-style vehicle available in cab-chassis or utility designs.
Freestyle, also available as a cab-chassis or utility, has a small rear seat and a pillarless four-door configuration, as featured on Mazda’s RX8. It is not quite a dual cab, but offers extra cabin space for storing gear and limited rear passenger room.
Dual cab is the biggest and most versatile vehicle in the range, and is available only with a utility body.
All Bravo models sit on a ladder chassis and feature torsion-bar suspension up front and a leaf-sprung rear end. Four-wheel-drive models come with a two-speed transfer case – operated by a second lever – and limited-slip rear differentials. Auto-locking front hubs feature on 4x4 dual cabs, with the remainder scoring manual hubs. And Mazda offers two power plants: a 2.6-litre four-cylinder petrol engine, or a turbo-charged 2.5-litre four-cylinder diesel engine with intercooler.
By today’s standards, both engines offer (on paper, at least) modest power output – the petrol delivers 92kW at 4,500rpm, and the diesel 82kW at 3,500rpm.
Torque is a different story, with the petrol motor offering only 210Nm, but the diesel can muster 271Nm at 2,000rpm. Figures are one thing, but it really comes down to driveability.
The Police Journal test-drove the range topping SDX Dual Cab 4x4 fitted with the diesel engine. While some of its attributes are a little dated, the car was quite impressive with its all-round comfort and ability.
Outside, it is a smart-looking vehicle enhanced by alloy wheels, side steps, chrome mirrors and the optional two-tone paint. Like most up-market dual cabs, it is pretty civilized inside. It has a nicely laid-out dash, a decent console bin and smart-looking cloth trim.
While the front seats are nice and comfortable, the rear seat is typically short on leg room, but not the worst around. Convenience items include:
Even though it runs out of puff quickly in first gear, it accelerates quite well through the remainder of the smooth five-speed manual gearbox. At highway speeds, (100km/h) the diesel is reasonably busy at around 2,600rpm. Plenty remains in reserve; and, although engine noise is a little more noticeable, it is not unpleasant. Remarkably, it had no trouble holding 100km/h in overdrive on the notorious Willunga Hill.
While suspension has been tweaked and the ride made more compliant, the car has a tendency to buck on undulating roads – something a bit of weight in the ute would solve. Dirt-road and off-road manners are quite good: the vehicle remains confident on most surfaces. As one would expect, low-range reduction is very good.
Bravo SDX Dual Cab diesel would normally sell for $42,610. A Plus Pack which adds air conditioning, a colour-coded canopy and an alloy bull bar costs an extra $4,350. On-roads push the price to around $50,000.
Currently, you can drive one away (with the Plus Pack) for a mere $39,990. Unfortunately, airbags and automatic transmission are only available at the lower end of the range.
