Added safety and a fresh look aim to keep Holden’s light-car contender competitive

By BYRON MATHIOUDAKIS 25 August 2008

Story Source: GoAuto

GM Holden has revealed pricing and specification details of its facelifted Barina.

This follows the release of images of the MY09 TK model on the Holden public website earlier this month.

The recommended retail price remains at $14,490 for the three-door MY09 TK Barina, and $15,990 for the four and five-door versions.

These prices now include front-occupant side airbags offering head/thorax protection on all three variants, augmenting the dual front airbags that the series has had as standard since the Opel-built SB Barina introduced them during 1995.

However, ABS anti-lock brakes cost more, as part of an $1190 safety pack option that also includes alloy wheels instead of the standard steel items.

It also appears that there have been some minor changes to the Barina’s 1.6-litre twin-cam 16-valve unit, although these may have been implemented prior to the facelift.

At the current model’s 2005 launch it delivered 77kW of power at 6000rpm and 145Nm of torque at 3000rpm; the MY09 TK produces 76kW at 5800rpm and 145Nm at a higher 3600rpm.

Fuel consumption figures for the new model have also altered – from 6.9L/100km for the five-speed manual to 7L/100km, while the four-speed automatic’s result actually drops 0.2L/100km to 7.6L/100km.

Furthermore, while Holden has not stated if there have been mechanical alterations, the European specification MY09 model – which is called the Chevrolet Aveo – has seen several, including changes to the manual gearbox.

However, Holden stated at the TK’s launch almost three years ago that it did extensively modify the Daewoo T200 Kalos underpinnings to make the Barina version more suitable to Australian conditions as well as tastes.

As we reported last week, the Barina facelift is not minor, resulting in new sheetmetal forward of the A-pillar for the hatch models.

This takes in a redesign for the bonnet, front guards, grille, bumper and headlights, with the latter incorporating a jewelled effect.

Rear changes include a revised tail-light and bumper design.

The Barina sedan also boasts a different grille and bumper, but its sheetmetal –fresh in 2006 – is newer than the 2002-vintage five-door and 2003-vintage three-door hatch designs.

The sedan also lends its newer dashboard panel to the hatch, bringing to it restyled instrumentation dials, a different centre console and trim modifications.

Eight colours are now available, with five of them being new.

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French car-maker skips ESC on base model 308 Touring but includes a standard sunroof

By JAMES STANFORD 18 August 2008

Story Source: GoAuto

PEUGEOT has introduced a wagon version of its 308 small car that will be used to lure more customers away from compact SUVs.

Practicality is a key strength of the 308 Touring, as it can be optioned with two extra seats to take the total number to seven seats and five of those can be removed or folded flat.

The 308 Touring, which follows the introduction of the 308 hatch in February, comes at a $2600 premium.

That means prices start at $30,590 for the XS automatic and run though to the fully loaded XSE HDi at $38,390.
While Peugeot’s own data shows that 70 per cent of the previous generation 307 Touring models were bought by families, it has decided against including electronic stability control as standard for XS models. It is a $450 option on those models and standard on XSE cars.

Peugeot defends its decision to not include ESC in all its cars, which is surprising given it is standard on many far cheaper rival models.

It states that it is up to the customer to decide if they want the equipment and also points out the 308 Touring has six airbags, while some of its rivals do not.

While it was unable to justify the extra cost of including ESC as standard, Peugeot has fitted a panoramic glass sunroof as standard to all 308 Touring models.

This three-layer dark tinted panel, which is an option in almost all other markets, also features a fabric sliding cover.

The 308 Touring is based on the 308 hatch, but is 224mm longer, 66mm taller and has a 100mm longer wheelbase. Thanks to its wagon tail, the Touring also has 124mm more rear overhang.

With five seats in place, the Touring has 560 litres of bootspace, which is 130 litres more than the 308 hatch. If you remove the second row of seats, this space opens up to a vast 2085 litres.

The third row of two seats is available as on option on all models and costs $1180.

Peugeot refers to these seats as ‘occasional’ as there is limited legroom and very minimal cargo space when the seats are in place. The second row of seats can slide forward to offer more legroom for the third row passengers.

Just like all the other passenger seats, the front passenger seat can also fold flat (forwards) in case the customers need to carry long items.

Peugeot has fitted airline-style airport trays to the back of the driver and front passenger seats.

It has also introduced a feature that uses Wi-Fi technology to detect when occupants have not buckled their seatbelt. Given the seats can be removed and therefore no wiring can be installed, Peugeot uses the wireless computer technology to make sure passengers have their belts on. This system is not installed to the third row of seats.

A cargo blind, which can be stored in the floor of the cargo area when not being used, is standard.

Like the 308 hatch, the Touring models feature a MacPherson strut front suspension and a torsion beam rear, although the settings have been fine-tuned to account for the added rear overhang, its extra weight and the fact it will more likely be used to carry heavier loads.

The spring and shock absorbers were given firmer settings and new stiffer composite front mounts were installed while the standard 308 rack-and-pinion steering with electric assistance is used.

The same engines and transmissions have been passed onto the Touring, so there are two petrol and two diesel engines available.

The entry-level engine is a 1.6-litre four-cylinder petrol that generates 88kW at 6000rpm and 160Nm at 4250rpm. This is the same engine that powers both the 207 and the Mini Cooper and is the product of a joint-venture between Peugeot-Citroen and BMW Group.

This engine is available in the XS and XSE models, but only with a four-speed automatic transmission.

A 1.6-litre turbo diesel four-cylinder HDi using common-rail technology is next up with 80kW at 4000rpm and 240Nm at 1750rpm. This powerplant is only available with a six-speed manual and only in the one XS level model.

A turbo version of the 1.6-litre petrol engine is available in the XSE, but only with a four-speed auto. This engine generates 103kW at 6000rpm and 240Nm at 1400rpm.

The range-topping 2.0-litre common-rail direct injection HDi diesel generates 100kW and a healthy 320Nm at 2000rpm.

This engine is available in the XS and XSE and is available with a six-speed automatic as standard on the XS model. The more luxurious XSE is available with a standard six-speed manual, while the six-speed auto is a $2200 option.

Fuel economy is a strong point of the 308 Touring range, with the 1.6-litre diesel using just 5.3L/100km on the combined cycle.

The 2.0-litre diesel manual is the next best at 5.9L/100km, although choosing a manual pushes that figure up considerably to 7.1 litres per 100km, the naturally-aspirated 1.6-litre petrol returns 7.7L/100km and the turbo version uses 8.2L/100km.

But these figures are far more impressive than the 0-100km/h sprint times.

The fastest model in the range is the 2.0-litre diesel manual that manages the sprint in a fairly pedestrian time of 12.0 seconds, while the 1.6-litre petrol model takes the equivalent of an automotive eternity – 16.1s.

This lacklustre performance is partly due to the 308 Touring’s 150kg extra bulk over the hatch. With kerb weights ranging from 1541kg to 1675kg, the 308 Touring is not far off a Ford Falcon or Holden Commodore.

Though lacking ESC, the XS model comes standard with high level of features, including cruise control, dual-zone climate control, foglights, heated mirrors, trip computer and cargo net.

It has front, side and curtain airbags that cover the first two seat rows and ABS brakes with electronic brakeforce distribution, but it does not get alloy wheels and has to make do with 15-inch steel rims.

The base XS models also have a less sporty front grille than the other models.

The XSE adds electronic stability control, automatic headlights and rain-sensing wipers, rear parking sensors, leather-wrapped steering wheel, lumbar adjustment for the front passenger seat and 16-inch alloys.

Metallic paint costs an extra $700 for all models, satellite navigation is $3600 but is only available on XSE models (as is Bluetooth connectivity for $500), 17-inch alloys are $500, leather seats cost $2900 and a driver’s knee airbag is $250.

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Diesel at petrol model prices and more safety sees facelifted Epica undermine Camry

By BYRON MATHIOUDAKIS 11 August 2008

Story Source: GoAuto

DIESEL at a Toyota Camry petrol price, a six-speed automatic for all versions, more safety including standard stability control and six airbags, and no price rises over the model it replaces are the latest Epica’s weapons of choice.

On sale now, the mid-sized four-door front-drive sedan from Holden’s South Korean GM-DAT division has undergone a mild makeover, barely 15 months after debuting in Australia.

Out goes the $25,990 CDX 2.0-litre in-line six-cylinder petrol engine with a five-speed manual gearbox as the base model, for the $27,990 CDX 2.5-litre in-line six-cylinder petrol that eschews the old five-speed automatic for a new 6T40 six-speed auto with Tiptronic-style Active Select shift as standard.

For $2000 extra, buyers can now choose the CDTi, boasting the 2.0-litre four-cylinder diesel found in the popular Holden Captiva SUV – but with six instead of five speeds for the automatic gearbox.

And like that transmission, the diesel engine – a 1991cc SOHC 16-valve four-cylinder unit featuring a Bosch common-rail system with direct-injection, a variable-geometry turbocharger and a particulate filter – is also made in South Korea, but was devised and developed in collaboration with Italy’s VM Motori.

Euro IV emissions-compliant, it produces 110kW of power at 4000rpm and 320Nm of torque at 2000rpm, can return 7.6L/100km on the combined average fuel consumption cycle, and emits 210 grams of carbon dioxide per kilometre.

In contrast, the 2.5-litre petrol six manages 9.3L/100km (exactly the same as the previous five-speed auto-equipped Epica, and still less than the Camry auto’s 9.9L/100km), and 221g/km of CO2 emissions, while its power and torque outputs (115kW at 5800rpm and 237Nm at 2600rpm) also remain the same.

You can spot the revised Epica by its smoother appearance, the upshot of a new grille and rear valance, while the alloy wheels have also come in for a restyle.

Drivers are more likely to appreciate a steering column that now telescopes and tilts.

A redesigned flip-out key fob, the inclusion of standard rear parking radar on the better-equipped CDXi models, and the introduction of heated front seats, as part of the $2000 Leather Pack option, complete the MY09 Epica’s transformation.

Underneath, the Epica dates back to the 1997 Daewoo Leganza, which was used as the basis for the Magnus, a more luxurious six-cylinder model that was introduced in Korea in 2000.

Nevertheless, GM modified the car significantly during a 27-month redevelopment regime costing around $55 million that saw 3,000,000km of vehicle development and 6,000,000km of engine durability testing.

Holden says its 64,000km of chassis tuning included developing different spring and damper rates, as well as working with tyre manufacturers to select the right rubber, transmission calibration and durability testing in Australia, with another 40,000km evaluating the diesel engine over here.

For the diesel model, the Epica’s MacPherson strut front suspension sees unique spring rates to offset the 70kg increase in engine weight, while the rack-and-pinion steering is a speed-sensitive device. There are no changes to the car’s multi-link rear-end.

According to Holden’s press release, its engineers “…tightened the handling feel, tuning spring rates and dampers to provide sharper responses, meeting Holden’s high-speed double lane change and limit handling criteria at the extreme end of the scale. Body control and front-to-rear grip balance have also been improved.”

So, with a petrol and a diesel range available for under $30,000, Holden sees the Epica as finally being well-enough equipped to snare more than a few Toyota Camry customers its way, although how many exactly remains a secret. Fleets are being heavily targeted.

Around half of all sales are likely to be diesel.

According to Holden marketing director Philip Brook, a shortage of vehicles after a large fleet order earlier in the year saw previous Epica stocks dwindle, explaining a poor sales performance of just 1332 units to the end of June, compared to 11,771 Camrys and 11,387 Toyota Aurions over the same month.

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Australia’s next model: The Epica gets its first facelift after just 16 months.

Holden strives to revive moribund Epica with a facelift, more safety and a diesel

By BYRON MATHIOUDAKIS

Story Source: GoAuto

HOLDEN has been quick to give its slow-selling Epica a comprehensive makeover in a bid for the mid-sized sedan to live up to its lofty name.

Out goes the oddball manual-only 2.0-litre in-line six-cylinder petrol engine and in comes a variation of the 2.0-litre four-cylinder turbo-diesel found in the strong-selling Captiva SUV.

Now in Holden showrooms, the Epica now comes with a standard six-speed automatic gearbox with Holden’s Tiptronic-style Active Select shift pattern, six airbags and electronic stability control – at no increase to the prices of the corresponding outgoing EP models.

The diesel – which costs $2000 more than the petrol equivalent – is a 2.0-litre single overhead cam 16-valve four-cylinder unit featuring a Bosch common-rail system with direct-injection and is Euro IV emissions-compliant.

Like the Epica, the engine is made by General Motors Daewoo Auto and Technology (GM DAT) in South Korea, but was devised and developed in collaboration with Italy’s VM Motori engineering group.

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Racey: Two-seater sports convertible to debut inside two weeks.

Honda reveals the next step in its hybrid sports car strategy: the OSM roadster

By MARTON PETTENDY

Story Source: GoAuto

HONDA has revealed a sketch of the saucy two-seater roadster concept that will make its global debut in less than two weeks at the British International Motor Show in London on July 22.

More than just another convertible concept, the Honda OSM (for Open Study Model) could be the latest step in the Japanese maker’s strategy to produce a family of hybrid sports cars, starting with the road-going version of last year’s petrol-electric CR-Z coupe concept in 2010.

Read more . . .

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