Ferrari California

Ferrari California - 2010

Through a fluke in timing or just plain luck, I'm fortunate enough to have now been behind the wheel of every single current Ferrari currently on sale. That's a rarity even for automotive journalists, and it's an honor I don't take lightly. Today's drive of the California marked a special occasion, since this was not just the only Ferrari I haven't driven, it's also an all-new kind of Ferrari.

The California is full of firsts: it's the first-ever front-mounted V-8-engined Ferrari, it's the first use of direct injection in a Ferrari, and it's Ferrari's first dual-clutch automated manual transmission. It's also the first Ferrari built on a modular architecture, and the first built on a new production line that is downright spooky in its modernity. I was able to tour the facility last month, and the California's production line is spotlessly clean, eerily quiet, and freakishly automated. On the one hand, computerized, precise mass production makes the California seem somehow less special; on the other, it ensures the highest level of quality. I think it's a worthwhile tradeoff, especially for a Ferrari that's inherently less special than some others.

Screeeetch -- less special? I mean the California no insult by that. It's the least expensive offering in Ferrari's stable, but that's only part of the reason why. The other reason is that I equate "special" with "insane." I, a certified automotive nutcase, adore the F430 for its insanity. I love the way it crackles and barks and screams. I love how it scares small children and grown men alike with its acoustic assault; how it accelerates and shifts with such violence that it renders its passengers hysterical. I love how its occupants are assaulted with the feel of every pebble on the road after luring them in with the sight and aroma of the world's finest materials.

Some, however, might find the F430 a bit much. For these people, Ferrari makes the California. The California is a softer, milder, less insane Ferrari. Ergo, it's less special to crazy people like me, but it's no less special in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible is smooth and luxurious. Its sound level and ride are sedate by Ferrari standards, and its cabin elegant and luxurious.

From the driver's seat, the experience is typical of today's Ferraris, which means a big red start button, a Mannetino controller on the steering wheel, and a paddle-shifted transmission. Upon first driving off, you notice that the suspension is supple, the gearchanges are smooth, and, like all modern Ferraris, the steering is Cadillac-overboosted and lacking in feel.

I drove the California in traffic for almost a hundred miles before I finally flung it into a corner-and became quickly aware that, like the 599 GTB and the 612 Scaglietti, it has two very distinct personalities. The California turns in with amazing immediacy-likely a result of having most of its weight between the axles. To that end, the V-8 is mounted completely aft of the front axle and the dual-clutch transmission is a transaxle mounted in the rear. Not much feedback comes through the steering wheel, and the brakes are somewhat wooden, but this is a car that knows how to dance. Chassis balance is spot-on perfect, serving up high-speed drifts that are easily controlled with the throttle.

The dual-clutch transmission shifts with no interruption in power; it's nothing like the old F1's brutal, neck-snapping full-throttle shifts. But I actually prefer the single-clutch transmission, at least until Ferrari's software engineers get around to a Version 2.0. Even though the dual-clutch box provides mostly seamless shifts, making for more comfortable driving, it's not quite as well programmed as the old F1 box, and a few glitches are apparent. (Read my blog on Transmissions for more detailed information about the Ferrari dual-clutch transmissions.)

Like all modern Ferraris, the California's suspension is able to filter out small road surface irregularities without compromising body control. Lateral body control (lean in corners) feels, from the cockpit, to be nonexistent, but the suspension does allow a lot of brake dive

The 453-hp, 4.3-liter V-8 is deeper in pitch and less sonorous in note than the F430's engine. The California's V-8 still uses a Ferrari's trademark flat (180-degree) crankshaft, so it sounds like two manic four-cylinders instead of the deep, distinctive burble that you get from 90-degree V-8s. The California's exhaust note is certainly impressive, but it achieves that more by virtue of its volume than its pitch, especially from inside the car. That's exacerbated when the transmission is in automatic mode-the lack of interruption in power during shifts makes the engine's note change sound just like a conventional automatic. I think Ferrari needs to program in a very quick misfire during shifts to interrupt the exhaust note momentarily. Other sports car manufacturers do this.

Speaking of fuel delivery interruption, one other area that could benefit from additional programming is at very light throttle openings. All modern cars cut fuel to the engine when you lift completely off the throttle-and the transition between very light load cruising and fuel-cutoff is quite rough in the California. It's especially noticeable when you're trying to coast down a hill or when you're in stop-and-go traffic, as it makes for considerable jerkiness. On the other hand, Ferrari has done a fantastic job of hiding the ticking sounds that high-pressure injectors make at idle. The injectors are located under a big, red, and gorgeous intake plenum, and the underside of the hood is lined with a sound-deadening material that makes the ticking almost completely inaudible. And lest we forget the important part-the California's big, wide, flat torque curve. This is a V-8 that never feels soft; it pulls hard from idle to its 8000-rpm redline.

The California's navigation system is the same Harman/Becker unit used by Chrysler. It's a decent touch-screen unit with great usability, but the screen's resolution is a generation or two behind the best, so the map itself is of limited use. The sound quality is only fair (it doesn't come close to the JBL sound system in the Scuderia Spider 16M, for example), but the system offers easy-to-use Bluetooth phone integration, a hard drive for music storage, aux-in jacks, and full iPod integration.

The California also comes with two-zone climate control and air conditioning that kept the cabin cool even in 105-degree desert sun. The seats are supportive, and without exception every interior material is top-rate. The folding hard top refuses to rattle or creak, and even though it required a few ticks longer than Ferrari's quoted fifteen-second time to open or close, it's quick enough to operate if you're the first to arrive at a red light. The mostly aluminum structure is so incredibly robust that at no time did I notice any scuttle shake or chassis flex.

The California looks best in darker colors, which help hide its homely rear end. The stacked exhaust pipes supposedly made more room for underbody airflow management, but they're not pretty. I also don't care for the frowning horizontal opening that contains the supplemental rear lights. Fortunately, the front of the California is far better resolved, although the car appears tall and narrow, rather than having the wide and low stance that one expects from a sports car. The long front overhang is very reminiscent of the Maserati GranTurismo, a more elegantly styled piece of automotive jewelry. As always, styling is subjective-you might look at the photos and love it.

Visibility to the rear is acceptable, and what can't be seen is detected by standard parking sensors. The trunk is easily large enough, at least with the roof up, to accommodate a large suitcase. The California's rear seats are 911-sized (meaning two things: the same size as the back seats in a Porsche 911, and that you'd have to dial 9-1-1 to have emergency personnel extract any adult who tries to squeeze into the back.) The rear seats can be replaced with a beautifully finished cargo shelf at no cost, but in either configuration, the space can be used for additional storage, and the California even offers a trunk pass-through for long items.

All of the usability means the California can easily be driven daily, and for long distances. That is, of course, the very purpose of a Gran Turismo. This Ferrari is a few programming issues short of true perfection-but the important stuff is all there. The California hits 60 mph in about four seconds, tears up back roads with impeccable balance, and cruises quietly, smoothly, and comfortably. It's an F430 with a Vulgarity Reduction Program, which is exactly what Ferrari set out to achieve and exactly what its buyers will expect. People like me will still prefer an F430, but those of sound mind, body, and pocketbook needn't look past the California in their search for a Maranello masterpiece.

Peugeot RCZ - 2010

Peugeot RCZ - 2010

Picture the scene. A one-off, almost irreplaceable concept car has been let loose on the public road by the man who built it. Inside are two people, neither of whom is an employee of the company whose car it is. The driver (me) is enjoying the power and the pep, revelling in the fact that this concept car, unlike many, not only works, but works convincingly well.

People point, jaws drop – for some have seen this neat little coupé in the motoring press and can't believe they are now seeing it for real. I am trying to get past a slow cement lorry, and splatters of cement have formed on the Peugeot RCZ's unique, show-car bonnet. It's a surreal moment.

The car is returned to its creator. You must make a production version, I say, and so does everyone else who encounters it. What better way to rekindle Peugeot's lost art of style and driving fun?

Now, two years later and encouraged by the positive vibes, Peugeot has done just that. It looks almost exactly like the concept, right down to the double-bubble roof and rear window shaped to match. The bold rails that form the roofline were aluminium in the concept car and are aluminium-clad in the real thing, and you can have the roof in real carbonfibre if you like. There are changes from the concept, but they are mere details.

As a concept, it was known as 308 RCZ, because it was based on the 308 hatchback, but with wheels set further apart on the axles. This is still true, and the dashboard is still clearly 308-derived, albeit with posh leather and a smart clock in place of the central air vent. The air of luxury tells us this is a "premium" coupé – costing from £20,450 to £22,750 – perfectly placed to compete with the Audi TT whose profile it obviously resembles. But look past the leather upholstery and the metallic accents and you'll find hard plastics for the middle section of door trim and the glovebox. That's a pity.

The RCZ does look exotic from the outside, though. It's a neat, taut coupé with minimal rear seats and a self-raising rear spoiler, and in black with black wheels and the black chrome roof-arch option it looks particularly purposeful. Three engines will be offered, a 2.0-litre turbodiesel with 163bhp for the CO2-watchers, and a pair of 1.6-litre, direct-injection, turbo petrol engines with 156 or 200bhp. Part of a joint venture between Peugeot and BMW, similar engines are also found in Minis, but this new 200bhp unit uniquely combines variable valve timing and lift with a twin-scroll, fast-response turbocharger.

Most recent tales of sporting Peugeots have been laced with regret at a once-great talent lost. But Peugeot's newest family cars (308, 3008 and 5008) do show a return to form with their combination of precise steering and a supple ride. So I am optimistic as I settle into the seat of a diesel RCZ and head for the hills.

The dashboard may be 308-like but the driving position is lower-set and more sporting. Straight away some optimism is rewarded, because this RCZ is smooth, quiet, supple over bumps, and accurate in the steering. The engine pulls with the gusto expected of a modern turbodiesel, yet it spins more freely than most and sounds as if it enjoys the process. This is a promising combination of engine and sports coupé, but something is missing. Could it be just a little sharper when turning into a tight bend? Could it give its driver just a little more chance to balance the flow of power and steering on an interesting road? Rehabilitation isn't complete yet.

And so to the RCZ 200 THP, with that new turbo engine and a standard-fit Sport pack. This includes a slightly smaller steering wheel which should clearly be standard, because it's one reason for this car's greater flickability on tight, twisty roads. Another is the lighter engine, a third is that the front suspension uses stronger pivots on a stronger subframe and so feels crisper and more direct in its responses.

And yes, this is it. This is the Peugeot that puts things right, the Peugeot that augurs well for the next hot hatchback that the company has hinted is on its way. The engine pulls with crisp-edged energy, and the way this RCZ copes with one of the best driving roads I have ever experienced (in the mountains west of Bilbao) will stay with me a long time. This is one entertaining car, a car which involves you in the art and science of automotive dynamics in the way a TT just does not.

I'd have one over any TT, because it's just as well made, it's more fun and it costs less. Convinced? You should be.

Like the original Audi TT, Peugeot's new RCZ is a stylish and compact sports coupe built on the platform of a mainstream, front-drive hatchback. But it's been a dozen years since the Volkswagen Golf-based German went into production, and three more since the TT concept was first revealed at the 1995 Frankfurt Motor Show. Perhaps the French just wanted to be absolutely certain the idea would stick...

While Peugeot can't be accused of creating a hasty imitation, the similarities between the RCZ and TT are remarkable. The French car began as a concept unveiled at the 2007 Frankfurt show. Turning it into a production car took three years. It's built on the platform of a volume-production European C-segment model, in this case the 308. Every one of these steps treads in the faded tracks of the TT. Price is the only point where Peugeot departs from the blueprint. Going on sale across Europe through May, the RCZ will wear price tags 20- to 25-percent lower than equivalent TT models.

This is a big discount, but the RCZ does not lack for style. It's easily the most convincing and cohesive car turned out by Peugeot's studios in recent years. The cab-forward proportions are pleasingly attractive, hinting at the presence of something powerful in the coupe's tail, even though in reality its four-cylinder engine resides up front. The stepped waistline provides a launching pad for a pair of athletically muscular haunches, while genuine aluminum garnishes the artful arc of pillars and roofline. And the rear of roof features a double-bubble form that continues through the rear glass. While vision to the rear and sides is good, the A-pillars can make properly sighting some corners impossible, and the front of the car is pretty much invisible from the driver's seat.

RCZ's interior is less original than its exterior. The Peugeot's circular air vents are reminiscent of the TT in particular and the neat stitching of the leather trim and upholstery of Audi in general. Like the TT, the rear seats aren't designed for full-size humans. Peugeot describes them as intended for "occasional use." Still, when flipped forward, the coupe's already reasonable 11 cubic feet of cargo capacity is doubled. One of few differences between RCZ and TT is that the Peugeot doesn't have a liftback. There's a normal trunk instead, with a two-position spoiler built into its lid.

Peugeot used to enjoy a stellar reputation for dynamic excellence, artfully blending ride and handling. The legend has lost its luster over the past decade, as the French futilely attempted to imitate the German chassis setup recipe. Instead they produced cars that lacked autobahn-speed handling precision, often combined with poor low-speed ride.

But renaissance is a French word, and the RCZ shows Peugeot knows what it means. Despite its relatively humble suspension design -- simple struts at the front, even simpler twist beam at the rear -- the coupe delivers an appetizing blend of grippy balance and bump-blotting ride, especially on 18-inch wheels and the standard spring and damper combination. With optional 19-inch wheels and sports suspension package the firmer rebound damping reduces comfort, but boosts cornering ability. The rack and pinion steering isn't particularly feelsome, but is quick and sharp, and the brakes are able to take a reasonable amount of punishment before turning -- like many a fine French cheese -- soft and smelly.

The RCZ's best engine does encourage brake abuse. Although closely related to the engine of the Mini (Peugeot parent PSA cooperated with Mini-owner BMW in its development), its 197-horsepower 1.6-liter direct-injection four with twin-scroll turbo version was French-developed. Peugeot engineers cite the RCZ's intercooler and Valvetronic variable valve timing and lift system tuning as being major points of difference. This is a good engine, combining a sweet rush of turbo thrust with exemplary refinement. Quick as opposed to manic, it delivers strong real-world performance.

Two other engines are available. One is a 154-horsepower low-tech 1.6-liter gasoline (minus direct injection and other refinements) that's the only RCZ engine teamed with an optional six-speed automatic transmission. The 161-horsepower 2.0-liter turbo diesel (like the high-power 1.6-liter gasoline) is offered only with a reasonably slick six-speed manual.

Peugeot obviously sees the RCZ as a turning point for the brand. It's the first Peugeot ever to not have the company's usual three- or four-digit designation with one or two zeroes in the middle. It's also the first to feature a redesigned version of Peugeot's rampant lion badge. And derivative though the RCZ may be, it truly does deserve to stand apart from Peugeot's recent parade of mainstream mediocrity.

Specification

Model: Peugeot RCZ

Price: From £22,750 (range starts at £20,450). On sale now

Engine: 1,598cc, four cylinders, 16 valves, turbo, 200bhp at 5,500rpm, 206lb/ft at 1,770rpm

Transmission: Six-speed gearbox, front-wheel drive

Performance: 146mph, 0-62 in 7.6sec, 39.8mpg official average, CO2 159g/km

for more info check here

2010 Peugeot RCZ
Base Price	$32,000-$38,000 (est)
Vehicle layout	Front engine, FWD, 4-seat, 2-door coupe
Engine	1.6L/197-hp 203-lb-ft direct-injection turbo DOHC 16-valve in-line 4
Transmission	6-speed manual
Curb weight	2800-3000 lb (mfr)
Wheelbase	102.8 in
Length x width x height	168.8 x 72.6 x 53.5 in
0-62 mph	7.5 sec (mfr est)
EPA city/hwy econ	Not rated
On sale in U.S.	No

Lexus GX 460 2010

Lexus GX 460 - 2010

When we first drove the all-new 2010 Lexus GX 460 back in November 2009, we came away impressed with the premium SUV's high riding mix of leather-lined luxury and traditional body-on-frame toughness. We applauded Lexus' decision to keep the GX a true off-roader by retaining the solid rear axle and carrying over the boxed ladder frame from the Land Cruiser Prado and Toyota 4Runner. We clapped even louder when we found out the Kinetic Dynamic Suspension System (KDSS) that was optional on the previous generation GX 470, is now standard on the GX 460. And after sampling the GX's smaller displacement but stronger and more fuel efficient 4.6-liter V-8 (pulled from the Toyota Tundra), well, were ready to give it a standing ovation.But recently our hands (and those of roughly 9,400 GX 460 owners) have been quieted due to a model-wide recall. After a leading consumer magazine identified a handling problem with the new GX 460, Lexus quickly pulled back all models to address the issue. The problem in question involves the GX's propensity to hang its tail out during emergency cornering maneuvers and what was perceived to be an unacceptable lag in electronic stability control (ESC) system. After pulling the truck from dealer lots, Lexus says it has identified the GX 460's problem and solution -- though perhaps not quick enough for some critics -- and it is now back on sale. How has our opinion changed since the hubbub and recall?

Surprisingly not very much. While Lexus' swift response is understandable in light of Toyota's recent recall woes, the GX 460's performance and handling have not caused our opinion to, erm, slide much at all.

At the test track, we found the new 2010 GX 460 accelerates briskly, hitting 60 mph in an impressive 6.9 seconds. That is just over a full second faster than the GX 470 we last tested (8.0 seconds) in 2003. The quarter-mile marker also arrives much sooner -- the new model needs only 15.4 seconds at 89.7 mph to the GX 470's 16.1 seconds @ 84.8 mph. Braking is also much improved; our 5112 pound GX 460 needed only 114 feet to stop from 60 mph, which is astonishing for a vehicle that heavy. The 440 pounds lighter GX 470 we tested ages ago needed 131 feet.

Of course, the real news is what we discovered on the skidpad and in the real world. Is there a real problem with this Lexus? Should the GX 460 be relegated to the SUV category in the 2010 Formula Drift series?

Yes and no.

Around our figure-eight course, the GX logged a respectable 0.74 g (avg) and a time of 28.3 sec @ 0.58 g. Those are competitive numbers for luxury SUVs in this class, but more telling is what our road testers had to say regarding the GX 460's behavior at its handling limits:"Braking and then turning into the first left-hand corner of the figure-eight test, I was startled with how out of shape the GX became," says technical editor Kim Reynolds. "Yes, the car's stability control was switched off (as we typically do for this test), but, yikes, the Lexus was slewing crazily. My first thought was -- 'Hey, this is kinda fun." My second thought was '...but, wow, this shouldn't be in the hands of a general consumer.' My third thought was to have road test editor Scott Mortara try this too (he did, and agreed with me)."It's worth repeating that Reynolds induced the tail-out behavior during our figure-eight test only with the stability control switched off. That is because we do not perform any of our handling (or braking or acceleration) tests with ESC turned on, as the systems typically intervene well before the limits are reached. As an enthusiast publication, we're interested in finding those limits.



Consumer Reports identified the oversteer issues with ESC turned on, which our test conditions do not replicate. That doesn't mean they are invalid, and Toyota/Lexus found CR's findings serious enough to warrant a full recall and stop sale.

However, we were not able to replicate the same behavior while on an extended road trip with the GX 460 involving hundreds of miles of city, highway, and off-road driving. Never once did the GX put a tire wrong, despite some fast blasts on dusty dirt roads and even a bit of rock climbing. Comments from the log books do call out the ESC system for some notably un-Lexus-like behavior. "The GX's stability-control system does indeed feel "looser" than many we've tried," noted editor-at-large Arthur St. Antoine. Senior editor Ron Kiino dubbed it "surprisingly sporty."


Our feeling is, like many of the problems highlighted by recalls of all manufacturers, the handling issue that plagues the GX 460 would have likely gone unnoticed by the average (even enthusiastic) driver. Lexus' rapid response to the issue speaks less to the seriousness of the problem itself, and more to the high charged atmosphere Toyota currently finds itself in.Here's the official word from Lexus on where the company stands on the GX 460 recall, attributed to Mark Templin, Lexus Group Vice President and General Manager, on May 7:Lexus dealers began contacting customers as soon as details for the VSC update were available. Virtually all of them were contacted by their dealers within a few days and an estimated 75 percent of GX vehicles have already been updated. In the process, they’re providing free loaner vehicles, remote repairs, pick-up and delivery service, and fueling and washing customer cars.Since it was launched more than 20 years ago, Lexus has built its reputation on customer respect and concern for safety. When Consumer Reports announced on April 13 that the 2010 GX 460 did not pass their ‘Throttle Lift-Off’ test, we immediately stopped selling the vehicle and commenced a vigorous investigation. Thanks to the quick response and hard work by our engineers, we were able to identify and address the issue in just about two weeks. This is our assurance to Lexus customers that their safety and satisfaction are our top priorities.As previously announced, we will continue to provide a courtesy vehicle to anyone who has purchased a 2010 GX 460 and has concerns about driving it until the recall work has been completed. Customers who have any questions or concerns should contact their local Lexus dealer or Lexus Customer Satisfaction at 1-800-25LEXUS or 1-800-255-3987.So there you have it. Our test of a pre-recall Lexus GX 460 finds this controversial luxury SUV to be capable and comfortable whether on and off road.

2010 Lexus GX 460
POWERTRAIN/CHASSIS
Drivetrain layout	Front-engine, 4WD
Engine type	90-deg V-8, alum block/heads
Valvetrain	DOHC, 4 valves/cyl
Displacement	281.2 cu in/4608cc
Compression ratio	10.2:1
Power (SAE net)	301 hp @ 5500 rpm
Torque (SAE net)	329 lb-ft @ 3500 rpm
Weight to power	17.0 lb/hp
Transmission	6-speed automatic
Axle/final-drive ratios	3.91:1/2.29:1/2.57:1
Suspension, front; rear	Control arms, coil springs, adj anti-roll bar; live axle, air springs, adj anti-roll bar
Steering ratio	18.4:1
Turns lock-to-lock	3.0
Brakes, f;r	13.3-in vented disc; 12.3-in vented disc, ABS
Wheels, f;r	7.5 x 18-in, cast aluminum
Tires, f;r	265/60R18 109H M+S, Latitude Tour HP
DIMENSIONS
Wheelbase	109.8 in
Track, f/r	62.4/62.4 in
Length x width x height	189.2 x 74.2 x 72.6 in
Ground clearance	8..1 in
Apprch/depart angle	28.0/25.0 deg
Turning circle	38.0 ft
Curb weight	5112 lb
Weight dist., f/r	52/48 %
Towing capacity	6500 lb
Seating capacity	7
Headroom, f/m/r	38.0/40.4/35.2 in
Legroom, f/m/r	41.7/34.1/29.3 in
Shoulder room, f/m/r	55.4/57.3/54.4 in
Cargo volume behind f/m/r	64.7/17.0/4.2 cu ft
TEST DATA
Acceleration to mph
0-30	2.3 sec
0-40	3.6
0-50	5.2
0-60	6.9
0-70	9.5
0-80	12.2
0-90	15.5
Passing, 45-65 mph	3.8 sec
Quarter mile	15.4 sec @ 89.7 mph
Braking, 60-0 mph	117 ft
Lateral acceleration	0.73 g (avg)
MT figure eight	28.3 sec @ 0.58 g (avg)
Top-gear revs @ 60 mph	1550 rpm
CONSUMER INFO
Base price	$52,845
Price as tested	$57,619
Stability/traction control	Yes/yes
Airbags	Dual front, f/m side, f/m/r curtain, fr knee
Basic warranty	4 yrs/50,000 miles
Powertrain warranty	6 yrs/70,000 miles
Roadside assistance	4 yrs/50,000 miles
Fuel capacity	23.0 gal
EPA city/hwy econ	15/20 mpg
CO2 emissions	1.15 lb/mile
MT fuel economy	15.8 mpg
Recommended fuel	Unleaded premium

Read more here.

Focus RS500

Piers Ward reports back live from Germany as he tackles Ford's hardest hot hatch, the 350bhp Focus RS500.

Phew, no rain. Showers are always a risk in Eifel mountains, which is where we're driving today, but fortunately it's a scorcher. Dry weather is crucial to this Ford Focus RS500 - 350bhp and 340lb ft fed through the front wheels is going to make traction a rare commodity, even on smooth tarmac.

The RS500 is the run-out special to the RS Focus. Five-hundred cars will be built, and 101 are destined for the UK. First though, the bad news: all of them have sold out. And that's despite the RS500 costing a whopping £35,650.

• Comfort

  OK, so this isn't the kind of car that'll soothe a broken back because the ride can get fairly nibbly, but it's not half bad considering the performance potential. Heavy clutch is pretty much offset by an easy gearbox (nicked from the ST) and general familiarity - it's ‘just a Focus' in a lot of ways. That Volvo five-pot has a fantastic spread of torque and you can cruise quite easily, and the seats feel upright, but are pretty comfy over distance.

To give you an idea of just how popular this car is, Ford's dedicated RS500 website was hacked four days before it was due to go live. In those four days, before the car even officially existed, enough people had beaten down the door of their local dealer demanding a RS500 that Ford could have sold the 101 cars several times over.

• Performance

  Oh yes. There's 300hp on tap from 2.5 litres and five-cylinders, though it's the mid-range and general useable grunt that's the impressive bit. Still, 0-62mph in under six seconds and 160+mph top speed isn't half bad for a hot hatch. The torque is the key. The RS has plenty in the right places - third gear overtakes are a wonder.

  
  

Oh, and a word of warning. Not that the Focus RS was ever a car for a bloke who didn't want to be noticed, but prepare to be hassled a lot in the RS500. We took the car to the Nurburgring 24 Hours Race, and I lost count of the number of camera phones pointed at us. It was almost enough to make me feel a tinge of sympathy for a b-list celeb.

• Cool

• Let's be honest, when you're in the mood, the wide arches, turbo chatter and big wing can be brilliant fun. But it can also be a bit vulgar. It's a wee bit boy racer, appeals to the younger crowd and in the wrong colour can feel a bit desperate for attention. But when you realise that it has the mouth to match the trousers, it all ceases to matter.

To get the power to 350bhp, Ford has tweaked the ECU, changed the exhaust to give a better flow of air and increased the power of the fuel pump. Other than that, this RS500 is exactly the same as the standard RS, apart from the Batman-spec matt-black wrap on the bodywork.

• Quality

  The money was spent making the Focus RS go faster, so there's not much to write home about in terms of interior special-ness. Then again, there's not that much wrong with a stock Focus - it's just that some blue bits, a couple of boost gauges and rally seats do not the height of chic make. It hangs together well enough and doesn't squeak. Really, who cares when you can go this fast for £25k?

It's some tribute to the basic Focus that this RS500 still works brilliantly well. Sure, you'll have to drive it carefully over a bumpy back road, or when it rains. But on a good day, with the sun shining and the birds singing, the RS500 is magic.

• Handling

• Sublime, but you'll have to get used to the RS's driving style. The new version of the torque-vectoring diff works so much better than the old car's, and it's a real surprise that you can actually access that 300bp for 85 per cent of the time, even on a bumpy road. Flat, hard, great brakes; the RS loves to be thrashed. It demands that you drive it hard and then revels in it - a proper driver's car.
  

Honestly, 350bhp in a front-wheel drive car feels manageable. Before I came on the launch, I thought driving this car would be a lesson in self-restraint, but not a bit of it. You can be as much of a hooligan in this thing as you'd hope. It doesn't feel under-braked or like the 350bhp has altered the brilliant balance of the chassis.

Practicality

Actually, when all's said and done, it's just a two-door Focus. So there's plenty of room, even though getting into the back seats is a bit of a pain with the front seats taking up so much space. Boot's good though (Focus-sized!)... and, er.

thanks to topgear.com

Ford Focus RS 500 review and prices in US, EU, UK

2010 Ford Focus RS 500 is another way how to squeeze some more money from the generally boring second generation Ford Focus family hatchback. Ford Focus RS 500 will be regular three doors Focus with some really nice make up, some extra openings on the hood for the increased air flow and some masculine engine. For some people this will be reason to buy the second generation Focus instead of waiting for the third generation Ford Focus.

• Running costs

  Since testing the RS we've discovered that it actually records higher mpg figures than the lower-powered ST. So expect over 30 on a run and early twenties in town, with teens when you thrash it. There's a year-long waiting list, so residuals are set to be high, and insurance is somewhere just under the stratosphere. It'll probably eat front tyres too - and at a couple of hundred quid a hoop for the good stuff, that's worth noting.

What is the catch?

Ford Focus RS 500 is going to be manufactured only in 500 copies, which any of the produced RS500 will be marked with a serial number (we can also say that 500 regular 3 door Focus cars will get some extra make up).

What is new (what is old): The recipe of making the Ford Focus RS500 is very simple. The producers are taking regular Ford Focus RS and make some minor changes on the 305bhp 2.5 liters Volvo sourced engine. The changes on the engine will be made by Mountune, a specialized tuning company based in Great Brittan. The new engine will have 345bhp which is some 15% more than the regular engine. The torque of this 345bhp 2.5 liters Volvo/Mountune engine will be 460 Nm instead of 440 Nm of the regular engine. New Ford Focus 500 will also have larger intercooler which will feed the engine with colder and dancer air. Did we mention a new fuel pump? Yes, the new fuel pump will also be fitted for extra performance. The Revo Knuckle front suspension system stays the same as on the regular Ford Focus RS and the Quaife limited-slip differential is going to stay too. Also an old air-conditioning from the regular RS is going in the new RS 500 as parking sensors and Recaro seats. All Ford Focus RS 500 will be fitted with 19 inch wheels and unique matte black paint (producer of the paint is 3M, the giant in the chemical industry) which I must say it looks great. With the new Ford Focus RS 500 optionally the new owners can get a touch screen DVD, GPS Sat-Navigation and luxury red leather seats.

Result: New Ford Focus RS 500 can go from 0 to 100 km/h (0 to 66mph) in only 5.6 seconds. This is only 3/10 seconds faster than regular Ford Focus RS. Top speed of the new Ford Focus RS500 will be 263 km/h or 163mph.

Price: Now, only for the people with strong heart and even stronger wallet. The price of the new Ford Focus RS 500 is going to be near 39.000 Euro or £34,000. In good old US dollars the price tag will be around $50.000.

Ford Focus RS500 review:

A new and powerful limited edition Focus RS model, called the RS500, is being launched as the ultimate performance Ford and will provide the definitive driving experience for serious performance car enthusiasts.

Making its global debut at the 2010 Leipzig Motor Show in Germany on April 9, the new model has been given the RS500 designation to highlight its strictly-limited production run of 500 individually-numbered vehicles, all of which will be offered for customers to purchase.

The new Focus RS500 features a muscular 350 PS 2.5-litre 5-cylinder engine, which generates 15 per cent more power than the standard Focus RS and delivers truly exhilarating performance.

The RS500�s breathtaking power is matched by an equally dramatic appearance. The limited edition model sports a unique matt black 'foil' paint finish with matching alloy wheels to deliver a powerful visual impact which is unlike any other production Ford.

"We were determined to mark the end of production for the current and acclaimed Focus RS with something even more special," said Joe Bakaj, Ford of Europe's vice president for Product Development. "From its stunning looks to its intoxicating performance, we have no doubt that the RS500 will be appreciated and quickly snapped up by performance car enthusiasts.
"This vehicle joins a long line of iconic RS Fords and is a worthy recipient of the RS500 name, which became synonymous with success on the road and track with the legendary Sierra RS500 Cosworth that dominated saloon car racing during the late 1980s," Bakaj added.

Strictly Limited Production Run of 500 Individually Numbered Vehicles

The RS500 marks the end of production for the current generation Focus RS, with the last vehicles scheduled to leave Ford�s Saarlouis Assembly Plant in Germany during September 2010. While overwhelming customer demand has ensured that total Focus RS output is expected to exceed 11,000 units (significantly more than the 7,000 to 8,000 originally forecast), production of the RS500 will start at Ford's Saarlouis plant in Germany during May and will be strictly limited to 500 customer vehicles for twenty European markets.
Each RS500 will carry a metal plaque on the centre console, hand-engraved with a unique identification number from 001 to 500.

A small number of pre-production vehicles produced for internal Ford use � such as product development or press demonstrators � will have their own unique numbering scheme, to ensure the exclusivity of the 500 customer cars.

Demand for the RS500 is expected to exceed supply by a considerable margin, and the full production run of just 500 vehicles is being allocated across 20 European markets in line with the anticipated level of interest. For some countries, the very small number of vehicles allocated means the RS500 will, indeed, be a very exclusive purchase for its customers.

A dedicated website � www.focusrs500.com � will allow customers and enthusiasts to gain further information, including projected quantities of available vehicles by market, plus access to download photography and video clips. The site will also provide links to national Ford websites so customers can identify dealers and prices.
Focus RS also has its own Facebook page � www.facebook.com/fordfocusrs � with more than 13,500 fans from across the world, and RS500 launch activities will be shared on this site.

Upgraded 350 PS Powertrain

"The more urgent engine sound and sheer thrust of the mid-range performance tell the driver immediately that this is not a standard Focus RS," said Gunnar Herrmann, Ford�s Global C-Car Vehicle Line Director. "With 15 per cent more power and the same gutsy, sporting character, our new powertrain gives the RS500 the special engine it deserves."
To provide the RS500 with a fitting power unit, the 305 PS turbocharged Duratec RS 2.5-litre engine from the standard Focus RS has been upgraded to deliver significantly more top-end and mid-range power, but without compromising the base engine�s strength and responsiveness at lower revs.

Peak power is increased by 45PS to 350PS at 6,000rpm, while torque has been increased from 440 to 460Nm, delivered across a broad speed range from 2,500 to 4,500rpm.

To achieve the required balance of muscular mid-range and top-end performance, the engine has benefitted from a comprehensive package of enhancements aimed at improving the engine�s breathing and combustion.

The changes include a significantly larger air-to-air intercooler to deliver a cooler, denser charge; a larger air filter box for increased airflow; larger diameter exhaust downpipe; and an uprated fuel pump, along with an updated software calibration to optimise the performance of the revised engine.

"The engine�s improved breathing has allowed us to increase power without having to raise turbo boost pressure significantly," explained Herrmann. "This has made it possible to enhance peak performance while maintaining the excellent driveability, fuel consumption and emissions of the standard Focus RS."

Preliminary performance figures for the Focus RS500 indicate that it achieves 0-100km/h in 5.6 seconds, with a top speed similar to the 263 km/h in the standard RS.

Engineered by Performance Car Enthusiasts

The Focus RS500 engine has been modified by a team enthusiast engineers from Ford TeamRS in partnership with Revolve Technologies, the automotive engineering firm which develops Ford approved performance upgrades through its Mountune brand.

The shared development and testing programme ensured that the 350 PS Duratec RS engine achieved the specified performance targets while also delivering the standards of durability and serviceability expected by Ford RS customers.

The comprehensive engineering details already developed for the 305 PS Focus RS engine � including a revised cylinder head gasket, ultra-durable metal sprayed cylinder bores, revised pistons and new connecting rods � have ensured that no further mechanical changes were required to cope with the increased performance of the 350 PS RS500 unit.

Advanced Front Wheel Drive Chassis

A key factor in the success of the latest generation Focus RS has been its advanced front wheel drive chassis, which combines a wider track, the unique �RevoKnuckle� front suspension design and a Quaife helical limited slip differential to deliver responsive steering, outstanding traction and a minimum of unwanted torque steer.

The same chassis design has proved equally effective in handling the increased torque levels of the Focus RS500, and the specification is unchanged for this application, helping to retain the same sporting and responsive dynamic character which is central to the appeal of the acclaimed standard Focus RS.

The high-performance braking system, and the 19-inch wheels and 235/35/R19 tyres, are also carried over unchanged from the standard vehicle, although red brake calipers and a dramatic black finish for the alloy wheels are unique to the RS500.

Performance Tested to the Limit

In recognition of the extreme performance potential of the Focus RS500, the limited edition model has been subjected to a series of concentrated durability tests which have focused on the car�s track capabilities.

The development programme included a dedicated endurance test at the infamous N�rburgring Nordschleife in Germany, where Ford TeamRS engineers were joined by three Ford-employed racing drivers working in shifts to complete 10,000km of non-stop driving, equivalent to competing in ten consecutive N�rburgring 24-hour races without a break.
"We wanted to be sure that serious enthusiasts could drive the Focus RS500 to the limit on track, without any concerns about the car�s stamina," said Matthias Tonn, Focus RS500 Chief Programme Engineer. "This meant going beyond our standard test routines, and pushing the car to the edge of its performance envelope. After 500 non-stop laps of the N�rburgring, we are very confident of its durability and delighted at the way it performed, with an 8-minute lap time within reach".

Unique Matt Black 'Foil' Paint Finish for Maximum Visual Impact

The standard Focus RS already creates a lasting impression with its functional yet striking design, but the unique matt black 'foil' paint finish of the Focus RS500 makes this limited edition car even more special. Stunning matt black bodywork is combined with matching metallic black alloy wheels, and the gloss black finish of the trapezoidal lower front grille and splitter, twin-blade rear spoiler and the rear venturi, which manages airflow beneath the rear of the car.

Small flashes of colour around the vehicle � including the red brake calipers, blue RS badges, and the special blue and red RS500 badge on the tailgate � only serve to emphasise the car�s unique appearance.

"We deliberately set out to ensure that the Focus RS500 looks like no other production vehicle," added Tonn. "With its dramatic black finish and imposing stance, this car really is mean, moody and magnificent!" The matt black foil finish for the RS500 was developed in partnership with the technology company 3M, which specialises in advanced film products for the automotive industry.

All Focus RS500 vehicles will be painted in a standard Panther Black metallic colour, before being shipped to a dedicated 3M facility near Frankfurt, Germany, where a special foil film will be applied to the bodywork to create the matt black effect.

The film is extremely durable, and is specifically designed to resist superficial marks and scratches in automotive applications. In the event of damage to the bodywork, Ford dealers will be fully supported by a Europe-wide network of 3M agents who can replace the film on the affected panels.

Special Focus RS500 Interior Detailing

Attention to detail on the RS500 exterior is also reflected inside the car, with a series of special features which are unique to this limited edition model.

The centre console is distinguished by the car's individually-numbered metal plaque, and by a unique carbon-effect finish to the bezel which carries a distinctive RS pattern.
In contrast to the blue detailing on the standard Focus RS, the RS500 features a special red colour scheme, notably on the stitching of the leather trim on the steering wheel, door trim and gear lever gaiter, and on the floor mats.

Customers also have the option of specifying the bespoke Recaro front sports seats in full red leather, to further enhance the visual impact.

Premium Specification for All Vehicles

All Focus RS500 vehicles will be equipped to a very high specification as standard, with only two features available as optional items. In addition to the comprehensive equipment levels on the standard Focus RS, the RS500 includes the following features as standard:
Dual-zone automatic climate control
Heated windscreen
Rear parking distance sensors
Tyre deflation detection system
Automatic headlights and rain-sensing wipers
Auto dimming rear-view mirror
Ford key-free start
Enhanced connectivity with Bluetooth�, voice control and USB port
Sony 6-CD audio system
Recaro sports front seats with partial leather trim
The two optional features are touchscreen DVD navigation and audio system, and the full leather Recaro front seats in red.

"We believe that customers lucky enough to secure one of the limited edition Focus RS500 models will be getting a real collectors item," said Joe Bakaj. "From its stunning looks, to its immense driver appeal and its complete specification, the Focus RS500 provides enthusiasts with the ultimate performance Ford for the road."

End of Ford Focus RS500 review.

Hyundai ix35

2010 Hyundai ix35

Review

Things are not what they seem. That's the thrust of the new Hyundai iX35's introduction to the world. We are told that although it is essentially a compact SUV, a role within Hyundai's range that it takes over from the Tucson, it can actually be all things to nearly all buyers.

The iX35 – designed and engineered in Germany, incidentally – is slightly shorter than a new Vauxhall Astra (but then the Astra is corpulent for a "compact" hatchback). A well-equipped iX35 – they start at £17,995, rising to £20,745 – costs less than a basic Ford Focus (but the Focus has become overpriced). Running costs, servicing costs, and CO2-based taxation are all lower than various notional MPV and hatchback rivals, plus you get a very impressive five-year, unlimited-mileage warranty.

Sounds good. And you get to project to the world the notion that you have a stylish life and a propensity towards physical activity and wholesome ideals. There is some of that residual 4x4 baggage, but this is a friendly 4x4, treading lightly upon the planet.

Yes, yes. This is all very nice in theory. But even if the iX35 occupies no more road space than a typical compact hatchback, it certainly feels like it does. Its height is part of the reason, an attribute which adds to the sense of bulk and makes it feel wider than it is, not least because the verge is further away and its position harder to judge. At speed, at night, in the rain on a narrow, winding road, is when you feel this the most.

The height, albeit lower than the outgoing Tucson's, gives the iX35 a bulk and presence which together do make it more in-your-face, or in-your-mirror, than a hatchback. So owners won't be entirely absolved from anti-4x4 opprobrium, however misplaced. The misplacement is all the greater if the iX35 in question has, as most of them probably will, mere front-wheel drive rather than all-wheel drive. Indeed, the petrol-fuelled version can't be had any other way.

Inside, the iX35 is described as more "premium" than previous Hyundais, a claim based on some satin-finish mock aluminium, a soft-touch dashboard face and gentle blue instrument illumination, but actually it's no advance here on the already very habitable i30 hatchback. There is more cost-cutting than Hyundai would like you to think, such as hard plastics for the upper door trims and a lack of a one-shot-for-up feature on the driver's electric window, and it's a shame the rear-seat backrests don't fold fully flat.

But the cabin is roomy, and the cheaper Style model has sufficient equipment to make the posh Premium version an unnecessary indulgence. The latter's £1,750 extra cost buys you yet-bigger wheels, cleverer air-con, a large glass panel in the roof and rails on it, part-leather trim, cruise control, the ability to start the engine without that tiresome business of putting a key in a lock, and smoked rear windows for that celebrity look. I don't need any of it.

Do I need four-wheel drive, though? Not unless I'm tackling the sort of lumpy, slippery terrain for which the iX35 looks to have been created, but which few will encounter. None of this alters the welcome fact that the iX35 is a thoroughly pleasing car to drive, especially with the 134bhp diesel engine which is uncommonly smooth, has a proper "voice", and pulls with immediacy and authority from very low speeds.

So muscular is it that it sometimes makes the front wheels tug against the steering as it overcomes the grip, unless you're driving the 4x4 version in which this excess tractive effort is diverted to the rear wheels as needed.

The diesel is the one to have, no question. With front-wheel drive it is slightly faster and more frugal, with four-wheel drive slightly more agile; but both versions steer accurately, cope quite well with bumps, and stay level in corners. And driving them is a pleasure.

Maybe people shouldn't covet SUVs, but they do. That being so, this is a good one to covet: ownership costs will be low, ownership satisfaction will be high. Sounds ideal; just don't sign anything until you have also tried a Skoda Yeti. I know which one I'd choose.

The Rivals

Ford Kuga 2.0 TDCi Zetec WD: £21,497.

Cheeky and fun to drive. A touch too blinged-up for some tastes, but a quality product – if a rather expensive one.

Peugeot 3008 2.0 HDi Sport: £20,095.

No 4WD option, but copes on poor terrain. Upmarket cabin, smooth and crisp engine with a healthy 150bhp. Curious looks.

Skoda Yeti 2.0 TDI 110 SE: £17,320.

The most likeable of compact crossovers. Livelier than its 110bhp suggests, looks neat and friendly, great cabin quality, great to drive.

The all new Hyundai IX35 Compact SUV is the next step in the Korean manufacturers domination of the automotive market.

It’s hard to imagine how far Hyundai has come in the last decade. Last year was a monumental year for Hyundai both in Australia and globally. To put things into perspective the Korean giant sold 269,841 vehicles in January 2010 alone, a 50 per cent increase over the same period in 2009.

It also managed to finish in the top five of numerous quality studies (being beaten by the likes of Lexus and Porsche) and is no doubt causing nightmare for the likes of Toyota, General Motors and Ford.

Perhaps the best way to understand the company’s success is in realising that Hyundai has all to gain and nothing to lose. It’s the underdog that is trying to topple the kings, it’s a company that is alive with enthusiasm and excitement about the future. This is more than evident whenever you meet any employee from Hyundai.

So it was with a great deal of excitement that I jumped onboard a Qantas flight from Brisbane to Melbourne to attend the launch of Hyundai’s all new compact SUV, the ix35.

If you’re wondering, yes this is the replacement for the Tuscon.

The first thing you’ll notice about the Hyundai ix35 is it’s European looks. Many companies are happy to describe their cars as European designed or inspired, but Hyundai is actually justified in its statement as the car was designed at Hyundai’s Design Centre Europe at Russelsheim in Germany.

One of the greatest achievements of both Kia and Hyundai (sister companies) has been their ability to take the very best designers and engineers from other manufacturers. Peter Schreyer is a perfect example and the main reason why all new Kias look amazing.

Hyundai Australia brought out the ix35’s interior design manager Jochen Werner, a former GM designer who had been involved with numerous GM concept cars and behind the interior of the Opel Insignia.

The whole team behind the project spent over 2.5 years to create the final product which first presented itself in concept form as the Hyundai Ixonic and now in production form.

Although looks are subjective, there aren’t many that will be turned off by the IX35’s exterior design.

The new company look which will soon dominate the Hyundai range is the hexagonal grille, initially previewed on the ‘ix-onic’ concept car. The IX35 is both a feminine and masculine car, it’s not overly aggressive but it’s not a girl’s car either.

You may notice the swept back headlights alongside a lower air intake certainly give it that new age look. The rear is similar to the Audi Q5 in its beauty, which is a good thing.

Hyundai took a group of journalists to Studio 1 in Melbourne for the presentation on the ix35 and the announcement of the i20 and Sonata replacement (YF).

From here we began a three hour drive program to Rupertswood mansion in Sunbury.

Each hour was spent in one of the three variants on offer. Before we dig into the driving feel and interior, lets have a look at the variants.

The range starts with the ix35 Active 2WD 2.0-litre petrol (122kW at 6,200rpm and 197Nm of torque at 4,600rpm) five-speed manual coming in at $26,990. This is the only variant and engine type offered with a manual transmission. However it’s also available with a six-speed automatic for $28,990.

The midrange ix35 Elite gains all-wheel drive and a bigger 2.4-litre petrol engine (130kW at 6,000rpm and 227Nm of torque @ 4,000rpm) coupled to a six-speed automatic and retails for $31,990.

Nonetheless, the big story of the ix35 range is the 2.0-litre R-series turbo-diesel (135kW at 4,000 rpm and 392Nm of torque at 1,800-2,500rpm) which I will discuss in detail later. It’s available on the ix35 Elite AWD coupled to a six-speed automatic for an extra $3,000 over the 2.4-litre petrol ($31,990).

If you want it all, the top-of-range ix35 Highlander AWD (only available with the 2.0-litre R-series turbo-Diesel and six-speed automatic) starts at – $37,990. So there is a total difference of $11,000 from the base model Active 2.0-litre petrol to the range topping Highlander diesel.

We started our drive program in the Highlander powered by the Korean’s new 2.0-litre diesel. This is a very similar engine to the one found in the Hyundai Santa Fe R and Kia Sorento R, only that it’s 0.2-litre smaller. Can you imagine 135kW from a 2.0-litre diesel? How about 392Nm of torque?

Don’t understand the power and torque figures? I’ll give you some examples, the 4.0-litre six-cylinder engine found in the current model Ford Falcon puts out only 391Nm of torque and as far as I can find, no 2.0-litre diesel engine from the Germans can so far match the ix35’s overall figures. This means the ix35 diesel is the variant to go for.

As we drove out of Studio 1 and headed past Melbourne airport, the pulling power of the diesel became obvious. Although the official fuel economy figures say it uses 7.5 litres to travel 100km, as you can see from the video below, if required, it can do a lot better:

The ix35 all-wheel drive variants (Elite & Highlander) make use of a system designed by Japanese company JTEKT which, using a whole bunch of computers much smarter than you and I, control the power distribution between the front and rear wheels and help optimise driving performance.

Like similar systems the Hyundai’s AWD system generally only puts the power out to the front wheels to reduce fuel consumption. When the computer realises the car needs power delivery to the rear wheels (for example when the front wheels are losing traction) it instantly kicks into action without any assistance from the driver.

However if you don’t like the idea of front-wheel drive, you can always select the AWD lock allowing for a 50/50 torque split between the front and rear wheels, handy when you’re going off-road or when it’s wet.

Driving the Highlander variant on dirt roads gave a great indication of how quickly the AWD system can engage. Nonetheless given the enormous amount of torque available on tap, there is occasional torque-steer and the steering-wheel can feel a little light at high speed.

The near 400Nm of torque from the diesel engine means it can easily climb hills with a cabin full of passengers without any complaints. It’s also more than capable of performing overtaking maneuvers on the highway.

The next ix35 I drove was an Elite variant powered by the Theta II 2.4-litre DOHC inline four-cylinder engine. Hyundai says this engine will please buyers that would’ve liked a V6 as it delivers a similar amount of power and acceleration whilst using 16 percent less fuel than the old four-cylinder Hyundai engine. With 227Nm of torque, there was no more torque-steer in this one, however it does feel a tad sluggish compared to its diesel brother.

As for the Active variant powered by a smaller Theta II 2.0-litre four-cylinder engine and driven via the front-wheels only, there wasn’t much noticeable difference between the two petrol engines, although this one certainly sounded like it was working harder to deliver the goods.

Handling and driving dynamics in all three ix35 variants was better than expected and a serious improvement over the Tuscon it replaces. For day to day city driving you’ll never have a reason to complain, although the suspension is tuned to Australian roads, it does feels a little firm at first but the result is better handling dynamics.

Around corners the Electronic Stability Control takes care of you if you get out of shape and does so quickly. It’s worth noting here and commending Hyundai for including a whole range of safety features in the ix35 standard across the range. With Six airbagas + active front headrests, ESC Stability Control + TCS + ABD + EBD, Downhill Brake Control (DBC) and Hill Start Assist Control (HAC) all standard on the base model.

Interior wise the rear seats are not for basketball players, there is enough room to carry four adults comfortably but you’ll be pushing it with five. The front seats are comfortable and the leather upholstery is a delight. There is still some hard plastics used on the dash but its made up for by the funky design of the car’s centre console.

There is currently no satellite navigation available for the Australian market, but this will eventually be sorted.

All variants have support for iPod and iPhone and integrate straight into the car’s stereo (iPod controls via the car’s system), I had my iPhone plugged in for the three hour drive and not only did it charge the unit but played the tunes beautifully as well. This is a feature which is at times a $1,000+ option on some European cars.

Sound quality is pretty good and the Highlander variants even get a 6 stack CD + amp & sub-woofer that adds that extra kick.

Overall the ix35 is a model which will shake up the compact SUV segment, it presents great value and excellent styling in its class and if Hyundai’s recent success is anything to go by, the ix35 will be a massive seller for the Korean giant.

Hyundai IX35 Active 2WD 2.0-Petrol Engine
5-Speed Manual / 6-Speed automatic

• Six airbagas + active front headrests
• ESC Stability Control + TCS + ABD + EBD
• Downhill Brake Control (DBC)
• Hill Start Assist Control (HAC)
• 17″ steel wheels + full size spare
• Keyless entry & alarm
• Rear roof spoler
• Electric front driver’s seat
• AUX & USB port with iPod/iPhone compatability
• Body coloured side mirrors & integratedrepeaters
• Steering wheel mounted Audio & Cruise control

Hyundai IX35 Elite – AWD – 2.4-litre Petrol or 2.0 R-series diesel
6-Speed automatic

• Roof rails
• Front fog lamps
• Dusk sensing headlights
• leather/cloth upholstery
• leather steering
• luggage net
• 17″ allow wheels, full size spare
• Push button start + smart key

Hyundai IX35 Highlander AWD 2.0-R diesel
6-Speed automatic

• 18″ alloy wheels, full size spare
• Panoramic glass roof
• Electric folding mirrors
• Full leather upholstery
• Heated front seats
• Rear view camera
• Dual-zone climate control
• 6 stack CD + amp & sub-woofer

2.0 petrol 2WD	2.4 petrol AWD	2.0 R-series turbo-Diesel AWD
2.0-litres (1,998cc)	2.4-litres (2,359cc)	2.0-litres (1,995cc)
4 in-line DOHC	4 in-line DOHC	4 in-line DOHC
122kW @ 6,200rpm	130kW @ 6,000rpm	135kW @ 4,000rpm
197Nm @ 4,600rpm	227Nm @ 4,000rpm	392Nm @ 1,800-2,500rpm
Towing capacity: 750kg unbraked/ 1,600kg braked	Towing capacity: 750kg unbraked/ 1,600kg braked	Towing capacity: 750kg unbraked/ 1,600kg braked

FUEL CONSUMPTION^	2.0 petrol 2WD		2.4 petrol AWD	2.0 R-series turbo-Diesel AWD
	Man	Auto	Auto	Auto
Combined (L/100km)	8.5	8.5	9.2	7.5
Urban (L/100km)	11.4	11.4	12.4	10.1
Extra (L/100km)	6.8	6.8	7.3	6.0
CO2 (Combined g/km)	201	203	219	198
Fuel Tank Volume (L)	55	55	55	55

2010 Hyundai iX35manufacturer’s list prices (MLP)

• ix35 Active 2WD 2.0-litre petrol five-speed manual - $26,990†
• ix35 Active 2WD 2.0-litre petrol six-speed automatic - $28,990†
• ix35 Elite AWD 2.4-litre petrol six-speed automatic - $31,990†
• ix35 Elite AWD 2.0-litre R-series turbo-Diesel six-speed automatic - $34,990†
• ix35 HighlanderAWD 2.0-litre R-series turbo-Diesel six-speed automatic - $37,990†
• Optional metallic/mica paint - $320†

thanks to caradvice.com.au