Road Test: Mitsubishi Eclipse:

 

Say hello to the new Mitsubishi Eclipse, an American coupé aiming for a bigger slice of the sports car sector. Launched this week in the States, it is powered by a 3.8-litre V6 offering 263bhp. With swooping bodywork and front-wheel drive, it is Japan's answer to the Audi TT.

Available in the UK as an import, the name is likely to be new to many British car fans - but when the Eclipse first appeared the US in 1990, it shook the coupé segment to the core.

Petite proportions, a capable four-wheel-drive chassis and a turbocharged four-cylinder engine made it an instant hit. Now powered by a big V6, the new car is longer, lower and wider, yet is still a sensational-looking machine.

Inside, the interior is more daring than past Mitsubishi offerings. The dash curves across the cabin, while the layout is clear and easy to use. Some of the plastics are of a poor quality, though.

Cabin space is tight, despite the car's larger dimensions. The front seats are claustrophobic and you will also need to think twice about taking back seat passengers. As with the TT, the rears are more a goodwill gesture than functioning chairs.

Their small size does at least mean there is a generous boot, which can be extended by folding the rear bench flat. When it comes to road manners, the Eclipse feels bigger and heavier than the original car. It is based on the same platform as the Outlander SUV, and while the suspension offers reasonable control, the front-wheel-drive chassis and heavy V6 engine mean the car understeers through tight corners.

However, with 263bhp and a six-speed manual or five-speed auto gearbox, the Eclipse is certainly quick, with the sprint from 0-60mph taking only seven seconds. So perhaps it is no surprise that the coupé is a success. With 40,000 orders already taken, it is sure to become a familiar sight on US roads.

With a convertible Spyder coming, things can only get better. So could the car do well in the UK? It has the looks, yet without official support, it is unlikely.

Verdict:

First Opinion:

Mitsubishi's 3.8-litre V6 is fitted with MIVEC variable valve timing, which offers smooth power and plenty of torque.

At A Glance:

Good looks, a powerful engine and a decent chassis make the new Eclipse a memorable car to look at and to drive. It's a little cramped inside, and lacks the material quality of some of its rivals, but the coupé has a unique character. Given the sales figures, it's a style that has appeal with image-conscious sports car drivers in the US.

 

 

Road Test: Seat Leon:

 

Article:

It is not only sports cars and coupés that are turning on the style these days. Family hatches are discovering fashion, too! First there was the dynamic Vauxhall Astra, and then Citroen stunned everyone with its bold C4. Now, SEAT's new Leon has landed in the UK - and it looks set to make an equally big impression.

The Spanish company is actually referring to its new model as a five-door coupé, a description that's not entirely misleading. A low roofline - along with Alfa Romeo-style rear door handles hidden in the C-pillars - helps give the Leon a long, lean look to complete the maker's three-car line-up.

That's why the newcomer's nose is so familiar, as this design has already been seen on the Altea and Toledo. The cabin is equally distinctive, with a more sporting driving environment than those of other compact family cars.

Yet there is nothing wrong with the interior headroom or seating position, either - only the centre console draws criticism. While the layout and instrument clarity are pleasing, the expanse of bare plastic looks odd and the quality of the materials is not outstanding. And although there is plenty of room in the rear, the boot lip is high, so it is less user-friendly than some rivals.

Under the bonnet, five engines will initially be available. The 1.9 and 2.0-litre diesels are familiar, as are the 1.6 and 2.0 FSI petrol units. The flagship uses the Golf GTI's 2.0T FSI, but here it is detuned to 182bhp. However, there are rumours of a possible hot 230bhp Cupra arriving next year.

It should be an enticing prospect, because even in 1.6 Reference trim as tested here - one of five spec levels offered - the Leon is fun to drive. The 101bhp engine is not in the first flush of youth; neither economy nor emissions are particularly impressive. But performance is respectable, and the five-speed gearbox shifts neatly.

SEAT's engineers have adjusted the Golf-derived suspension to deliver a sporty feel, making the Leon agile and responsive. It is well balanced, although let down slightly by light steering.

However, our biggest gripe is the lack of refinement. The ride is firm and the cabin relatively noisy; both the Ford Focus and Citroen C4 would be better propositions for offering comfort over long distances. Still, neither of these rivals can match the SEAT's value for money. Prices start at £11,295, with diesels available from £12,995.

Verdict:

First Opinion:

The new Leon is a real step forward for the Spanish marque. Blessed with good looks and even more attractive pricing, the new family hatchback has plenty of showroom appeal. The styling hasn't compromised practicality or driver comfort, and the car is equally good on the road. Only the mediocre refinement detracts.

At A Glance:

The Leon's dynamic new look should help it win sales when the car appears here next month. The latest model, built on the same platform as the VW Golf MkV, is 131mm longer but only 19mm taller than its Golf MkIV-based predecessor.

 

 

Road Test: Mercedes B-Class Turbo:

 

High performance plus family-friendly practicality. With such a mix of abilities, the popularity of fast estates is no surprise - so why haven't high-performance people carriers had similar success?

It's a tough question, but Mercedes is hoping its new B-Class is the answer. Part estate, part MPV, the turbocharged flagship version has been driven by Auto Express. With 190bhp, the B200 Turbo boasts enough power to worry hot hatch class favourites, but will it draw in fans of fast family cars?

The B-Class's 2.0-litre turbocharged engine delivers its power to the front wheels, and offers a commendable 280Nm of torque. On-paper performance is equally eye-catching, with 0-62mph taking only 7.6 seconds and a top speed of 140mph.

From the driver's seat, the B-Class feels every bit as quick as the figures suggest. However, the car is so clinically efficient, we can't help feeling it lacks the character of rivals such as the VW Golf Plus or Vauxhall Zafira GSi. The quiet powerplant is smooth and refined; as with many Mercedes models, the Turbo is more about discreet pace than deafening acceleration.

It's a similar story for the rest of the driving experience, as none of the controls is as taut as those of a true hot hatch. The six-speed manual gearbox has a sloppy feel, while the steering is little better, showing a lack of feedback and over-light weighting. With limited bodyroll when cornering and plenty of agility, the chassis is more capable. The B200 Turbo does not beg to be driven hard, but should you enter a corner too quickly, it shows plenty of composure.

Where Mercedes hopes to score points over conventional hot hatches is by offering a more mature package. The styling is attractive rather than garish, and the high-quality interior feels solid and durable. There's enough boot space to rival many conventional estates, while the cabin is light and airy. A bumpy ride is the only drawback to what is an ergonomically sound and comfortable five-seater.

And it's probably best that potential buyers are sitting down when they glance at the top end of the B-Class's price list. While the entry-level variant seems like good value at £16,995, the flagship turbo weighs in at a far less appealing £22,795. What's more, the options on our luxuriously equipped car pushed the value up to a massive £27,390. With cheaper prices and lower running costs, the less-powerful B-Class models make far more sense.







Verdict:

First Opinion:

If ever a car had an identity crisis, it's the B-Class Turbo. It looks sharp, accelerates like a hot hatch and handles tidily, but it falls short of the excitement mark. The Merc is little more practical than an estate, so the Turbo will have to rely on its badge and distinctive style to attract buyers. Keen drivers will be disappointed.

At A Glance:

The B-Class is based on a lengthened A-Class platform, sharing the smaller model's innovative sandwich floor design. The turbo version is the range's fastest variant.

* Engine: 2.0-litre 4cyl, 190bhp

* 0-62mph: 7.6 seconds

* Price: £22,795

 

Road Test: Volkswagen Golf GT:

 

Together with bumper-mounted machine guns and ejector seats, the idea of a supercharged and turbocharged engine sounds like something James Bond's 'Q' branch might dream up. However, from early next year, UK drivers will be able to buy a Volkswagen Golf GT equipped with just such a powerplant - and this is the first of a whole new range of 'super-turbo' VWs.

But why is the technology being applied to the mass market now? Well, with petrol prices and road tax on the rise, VW says sub-1.4-litre units are the future. The trouble is, as cars become heavier, you need more power, too.

The firm's innovative solution is the 1.4-litre TSI, which stands for turbocharged stratified injection. Based on the FSI petrol engine, the unit features a supercharger that operates up to around 2,000rpm, after which a turbocharger takes over. The result is 168bhp - about the same as the old 2.3-litre V5.

Installed in the new Golf GT, it gives 0-60mph in less than eight seconds, plus 39.2mpg economy and impressive CO2 emissions of 173g/km. But headline figures aside, the most striking aspect is the TSI's performance. Put simply, it feels like a large, lusty engine, with lots of punch and power right up to 6,500rpm.

Inside, the only clue to the new technology is a boost gauge, complementing the GT-spec sports seats and three-spoke steering wheel. Outside, there's a new GTI-style front grille, while lowered sports suspension and bigger brakes are the only other mechanical changes.

The result is a vehicle that rides and handles well. A Focus is sharper, but Ford doesn't yet have a 'super-turbo' engine. Not even James Bond has one of those.







Verdict:

First Opinion:

A world first for a production car, the new TSI unit more than lives up to its 'ground-breaking' billing. More powerful and torquier than the 2.0-litre FSI, yet more frugal and cleaner, the all-new 1.4-litre 'super-turbo' is a brilliant engine, and makes the Golf GT an even better all-rounder. We can't wait to try it in future VW models.

At A Glance:

The 1.4-litre TSI-powered GT comes as a three or five-door, with manual or DSG sequential gearboxes. It will go on sale alongside the existing 2.0 FSI engine.

* Engine: 1.4-litre 4cyl, 168bhp

* 0-60mph: 7.9 seconds

* Price: £17,000 (est)

 

 

Road Test: Honda Civic IMA:

 

At last! Honda's charge for honours in the family car market has begun. The new Civic hits the road this week, spearheaded by an innovative hybrid - COTF was first behind the wheel.

The petrol-electric saloon is set to debut at the Frankfurt Motor Show, and is being described as the most advanced machine of its type. Aimed squarely at the Toyota Prius, and expected to cost £16,000, the Civic IMA (it stands for Integrated Motor Assist) joins the hatch in UK showrooms in January.

First impressions are mixed. This is actually the eighth edition of Honda's small family car, and the first to be so dependent on design. But the styling of the new four-door is a world away from that of the stunning hatchback, which the manufacturer revealed for the first time at last March's Geneva Motor Show as a bright orange concept car.

While we won't get a chance to drive the hatch until later in the autumn, the firm has tried hard with the saloon. The headlights offer an angular shape, and the grille incorporates a thick chrome centre that bosses say is modelled on the shape of a Japanese Samurai sword.

The sleek profile is enhanced by a generous glass area, a rakish windscreen - which lies at an incredibly shallow angle - and a gently arcing roof. As the car measures 70mm longer, 55mm wider and has a wheelbase 80mm longer than its predecessor, passengers can expect more leg and elbow space. But headroom is a little tighter.

Up front, there's a new Cockpit layout, while the seats offer good support. A large dashboard surface area makes front seat occupants feel slightly claustrophobic,
and from the driving position it takes a while to work out where the corners of the car are. Otherwise, the interior is well laid out, with a digital speedo and clear switchgear. It's certainly functional, and very practical, too.

As you would expect with a Honda, the Civic's crowning achievement is its engine. The 1.3 i-VTEC is mated to an electric motor and a CVT transmission.

The petrol powerplant also has a new three-stage variable cylinder management (VCM) system, which can shut down fuel supply to selected pistons at cruising speeds. However, floor the throttle and the hybrid accelerates much faster than the outgoing model.

The fact the electric motor is directly attached to the crankshaft means throttle response is swift. The IMA's improved torque also enhances the performance, with the car taking only 11.3 seconds to reach 60mph from a standstill. But despite the increased straight-line pace, fuel economy remains impressive.

In fact, a new generator recovers 10 per cent more braking energy than the previous model, and consumption is reduced by five per cent. Although the official numbers have yet to be revealed, it's thought the combined figure will be close to 60mpg.

The Civic also handles better than the current model, thanks to the addition of speed-sensitive electric power-steering. The suspension is firmer than at present, too, although Honda has managed to balance superb traction with a comfortable ride.

So there's no doubt about it. In terms of performance, handling, ride and economy, this Civic marks yet another step forward for fuel-saving technology.









Verdict:

First Opinion:

Hybrid engine technology may once have been dismissed as a futuristic fad promoted by manufacturers hungry for a slice of motor show publicity, but the new Civic proves that it's here to stay. The Honda offers more efficiency, a decent amount of power and, crucially, great value for money. The hi-tech pairing of petrol engines and electric motors goes from strength to strength.

At A Glance:

In profile, the aerodynamic design of the Civic four-door is clear to see, with the steep windscreen. In addition to this 1.3-litre hybrid, UK buyers will be offered 1.4 and 1.8-litre petrol engines, plus a 2.2-litre diesel.

* Engine: 1.3 4cyl/electric hybrid

* 0-60mph: 11.3 seconds

* Economy: 60mpg (est)

* Price: £16,000 (est)

 

Road Test:

 

Lexus IS350:

 

Since 2001, the Lexus IS 300 has taken on the BMW 3 Series with marginal success. Although it never really lit up the sales charts, the rear-wheel-drive IS 300 has earned a small but loyal following. Young, too. In fact, according to Lexus, the median age of IS buyers is just 29. That's the youngest for any car sold by any luxury maker and decades younger than the median age for buyers of most luxury cars.

In the car business, young buyers are good buyers, but so are more buyers, so when it came time to dream up the second generation of the IS, Lexus had to design a sedan with expanded appeal that wouldn't disenfranchise the kids.
A tall order, but we think Lexus may have pulled it off.

The 2006 Lexus IS sedan is bigger, more luxurious and much more powerful than the car it replaces, and for the first time several models are available. Buyers can now choose between the Lexus IS 250, Lexus IS 250 with all-wheel drive and Lexus IS 350, all which get V6 engines and six-speed transmissions.

The GS' double-wishbone front and independent multilink rear suspension moves intact to the IS and is retuned for the new application. Even the big 13.1-inch diameter ventilated front and 12.2-inch diameter solid rear disc brakes from the V8-powered GS 430 migrate to the new IS 350. The less powerful IS 250 uses the GS 430 slightly smaller discs.

The one significant piece of GS technology that didn't make it onto the new IS is variable-ratio power steering. Instead the IS has a speed-sensitive, electric variably assisted rack and pinion system.

The IS 300's straight six has been replaced by two new all-aluminum members of Toyota's latest family of 60-degree, DOHC, 24-valved V6s. The engines feature VVT-i variable valve timing and are already powering everything from the GS 300 to the base Toyota Tundra pickup.

The V6 in the IS 250 displaces 2.5 liters. Lexus rates it at 204 horsepower at 6,400 rpm with the 185 pound-feet of peak torque at 4,800 rpm using the SAE's latest rating regimen. An expansion in bore and stroke turns that engine into the 3.5-liter that powers the IS 350. It's rated at an impressive 306 hp at 6,400 rpm and a chunky 277 lb-ft of torque at 4,800 rpm. Both engines use direct gasoline injection with the IS 350's also having additional injectors in the intake ports to promote better fuel distribution when intake charge velocities are down.

Behind those engines are new six-speed transmissions. A true manual transmission, you know with a clutch pedal, is only available on the base rear-drive IS 250. If shifting isn't your thing, a six-speed automatic with a manual mode is optional. Order all-wheel drive on your IS 250, which by the way adds 216 pounds to the car's curb weight, or step up to the IS 350, and a six-speed automatic with a manual mode becomes mandatory. Lexus does supply paddle shifters just behind the steering wheel, but a real manual like you can get in a BMW 330i would be better.

Also coming from the GS is the suite of electronic technologies — traction control, stability control, Electronic Brakeforce Distribution, BrakeAssist and the conventional antilock brakes and such — that Lexus groups together as the "Vehicle Dynamics Integrated Management" (VDIM for acronym lovers). VDIM is standard on the IS 350 while most of the technologies also come on the IS 250, the integration isn't quite so comprehensive.

With VDIM working, it's tough to see how anyone could get in trouble with a new IS 350 unless they aimed for a telephone pole. Of course, if they'd opted for the "Pre-Collision System" that integrates with the Dynamic Radar Cruise Control when they whacked that pole it would be in a car that had prepared its occupants by pre-tensioning their belts, preinitializing the BrakeAssist system, and even trying to apply the brakes itself.

During the collision the front passengers would appreciate their knee airbags and double-row curtain shield airbags, and that the front passenger's unique "twin-chamber" airbag spreads apart to reduce blunt impacts.

As with the GS, there's no conventional key for the IS 350 as it senses the presence of an electronic fob that allows the car to be started with the press of a button. There's a suggestion of the original IS' trapezoidal instrument binnacle and its chronographic instrument faces, but the dash design is much more elegant and rationally planned. The seats are well shaped, the steering wheel is a neat three-spoke design, and the pedals are covered in aluminum plates. Unlike in the IS 300, the interior materials on the new IS are up to Lexus standards.

Lexus claims the IS 350 will rip to 60 mph in just 5.6 seconds and it's easy to believe because the engine produces gushers of thrust in near silence. This is an engine that delivers power seamlessly — there's no point where the VVT-i "kicks in" or the torque drops off. The IS 250's V6 is just as creamy and only lags in terms of overall thrust.

We drove an IS 250 with a six-speed manual and IS 350 with the optional performance package around Southern California and the Willow Springs Raceway road course. Although we expected the smaller-engined model with the real manual transmission to be our favorite, it was the IS 350 we liked best.

The IS 250 cruises along freeways like the luxury car it is. The ride is controlled but soft. On twisting roads it sort of wafts along never doing anything that could upset the passenger cabin extensively. Exciting? Not really. But it is comfortable, reassuring and competent. Plus, the manual transmission in the preproduction machine we sampled shifted with long throws and hazily defined gates. Lexus says it will be better in production models.

On the other hand, with 18-inch wheels and more than 300 hp, the IS 350 with the performance package is an undeniable performance car. There's no discernable exhaust note, but the IS 350 builds speed easily, the chassis is tenacious, and if there isn't going to be a manual transmission around, at least the paddles add some involvement to the driving experience. There's no real comfort penalty for the big wheels and tires either, and turn-in is noticeably quicker than in the 250.

Still, there's so much technology aboard the IS 350, the driver is too insulated from the driving. The electronic throttle's response isn't as crisp as we would like, the transmission takes too long to respond to the paddle shifters and the steering is precise and quick, but hardly communicative. It's enough to make you miss the old IS 300's nervy, adolescent edge.

The biggest downer, however, is the inability to disarm the VDIM system, which mutes the sedan's performance long before the limits of its chassis and its optional 18-inch summer-spec tires are reached (17-inch all-weather tires are standard). There's a great engine, a great chassis and spectacular brakes under all that electronic baby-sitting, but the VDIM system is so intrusive it's hard to tell. We expressed a similar complaint about the GS 430.

A VDIM "Off" button would make this a much better sport sedan.

With the structural heft of a beryllium atom, spectacular engines and exquisite assembly quality, the new IS is a car even committed Bimmer-philes should test-drive. It goes on sale this fall and should be priced competitively with, if not slightly below, BMW's 3 Series. It should be quite a sales race