Monday, January 16, 2012

Asus X53E Laptop





Featuring 2nd Generation Intel Core Processors and an elegant colour scheme based on premium aluminum textures, the new X53 Series offers an expressive combination of technology and style. The highly durable premium aluminium textures retain their looks and quality even during extensive, prolonged use, allowing you to do more with your X53 Series in complete confidence
IceCool Technololgy makes your PC experience cool and comfortable even during the longest computing sessions. Exclusive dual-sided motherboard design places hot components on the underside and away from users. Combined with heat pipes and vents, palm rests and typing surfaces stay cooler
Intelligent touchpad distinguishes between palm and finger contact to prevent inadvertent cursor movements during typing. 
Processor
Intel Core i5-2430M 2.4GHz
Memory
4GB DDR3 RAM 1066MHz
Configuration 2GB + 2GB
2 x soDIMM
Hard Drive
320GB SATA 5400rpm
Optical Drive
DVD Super Multi Dual Layer
Software
Operating System: Genuine Windows 7 Home Premium
ASUSDVD 6-in-1
Adobe Acrobat Reader 9.0
Trend Micro Internet Security 2010
ASUS SmartLogon
Asus Power4Gear Hybrid
Asus Live Update
Asus Multi-Frame
ASUS Wireless Console
Virtual Camera
ASUS Splendid
Asus Screen Saver
Fancy Start
eManual
AI Recovery
ASUS FastBoot
ControlDeck
Display
15.6" HD, Colour Shine
Resolution: 1366 x 768
Graphics
Intel GMA HD
Audio
Built-in speakers and microphone
Altec Lansing speakers
Input Devices
Keyboard and Touchpad
Networking
LAN: 10/100/1000
WLAN: 802.11 BGN
Power Supply
6 cells Battery
Dimensions
Width 37.8 cm
Depth 25.3 cm
Height 2.83 ~3.49 cm
Weight 2.6 kg
Interfaces
1 x Microphone-in jack
1 x Headphone-out jack
1 x VGA port/Mini D-sub 15-pin for external monitor
3 x USB 2.0 ports
1 x RJ45 LAN Jack for LAN insert
1 x HDMI
Expansion
4 -in-1 card reader ( SD/ MS/ MS Pro/ MMC)
Warranty / Miscellaneous
1 Year Manufacturer Warranty
Webcam

Mercedes E Superlight (2015)

Mercedes' answer to the Audi E-tron and BMW i is the new E Superlight, a revolutionary carbonfibre saloon depicted here in CAR's artist's impression.
In size the new Merc E Superlight is close to the CLS, though its price stretches closer to the S-class. In design, it's said to borrow elements from ho-hum concepts like F800 (C-class-size) and F125 (S-class-size).
We can only hope that the recently prevailing jellyfish-with-rabbit-hind-legs approach will soon give way to a trend-setting architecture that is aerodynamically efficient, functional and versatile, pretty to look at and sufficiently exciting to match the revolutionary content.

So you're not sure about the latest Mercedes design look?

The three German premium kings share a potentially fatal styling problem. Audi is reducing itself to the size of the singleframe grille and the number of LEDs they can cram into light clusters; BMW is following an inexplicable hit (5-/3-series) and miss (1/7/5series GT/X1) course; and Mercedes is indulging in flamboyantly decorative shapes with questionable proportions and OTT detailing.
Halo cars such as the new E Superlight, however, present an opportunity to break new stylistic ground.

Mercedes E Superlight in detail

The E superlight is a four-door notchback loosely based on the footprint of the next-generation E-class. A saloon may not have the marketing impact of a supercar or the deep green lustre of a subcompact, but the E-class segment is Mercedes heartland which harbours all the core brand values.
According to the Sindelfingen grapevine, E superlight features a state-of-the-art door concept with relatively short rear pantograph panels that swing out and back. Thanks to the stiff and strong carbonfibre structure, there is no need for reinforcing B-posts which should make entry and egress a truly grand experience.
Although the suicide doors draw a certain parallel to project i, Mercedes will go one step further by creating a full carbonfibre architecture which does without an aluminium chassis. This allegedly does not only reduce cost and complexity, it also brings the weight down to a new low level.
Thanks to a clever load-based confectioning scheme, suspension and drivetrain can be fully integrated into the monocoque. The sole initially intended source of propulsion is a 150bhp fuel-cell which drives the rear wheels in sync with a 50bhp electric motor. At a later stage, Mercedes may add a conventional petrol or diesel engine, or a plug-in hybrid application.

When can we expect to see the E Superlight?

Although the timing is still provisional, low-volume production is expected to commence in late 2015. By then, Mercedes will have gained plenty of carbonfibre experience by manufacturing body panels, suspension elements and structural parts from the new material.
By 2017, insiders expect an annual output of close to 20,000 E Superlight units, which is remarkably similar in volume to what the friends from Munich have in mind. The biggest quesion mark seems to concern the feasibility of the fuel cell for which the optimistic product planners have set a best-case scenario of 100,000 MB passenger cars and vans for the same timeframe.
But apart from some unresolved engineeering issues (membrane, valves, connectors), the main markets have also still to establish a hydrogen infrastructure, and so far neither the politicians nor the manufacturers seem to be able to agree on maximum on-board tank pressures and on filling procedure norms.
Having said that, E Superlight can of course also fly without a fuel cell. After all, its main asset is the lightweight structure which is tipped to undercut the current steel-bodied E-class by over 350 kilos. Once the E Superlight has taken off, the carbonfibre technology will also be applied to the SLS replacement, sources say.

Sunday, January 15, 2012

Audi A1 1.6 TDI S-line (2011)

What did you get for Christmas? The Audi A1 got itself a brand new set of boots in the shape of four winter tyres. Seems like the must-have present this year – half the CAR long-term fleet has been decked out with rubber to cope with snow – but at £792 from your local Audi dealer (including fitting and VAT) it's an expensive gift. You can't blame us though. The past few years have been very snowy up here in the east Midlands
Only problem is, it hasn't snowed yet. Just as I’m still waiting to see how my very own pair of wedge wellies hold up in snow, so I'm none the wiser how our winter tyres will perform when the going gets slushy.
I’ve never tested winter tyres before and at first I found the A1 felt like a stilt-walker. As I write, England has just been battered by wind – not snow – and I've felt Audi's supermini wobble a little more than it did on normal 'summer'  rubber.
But as the gales subsided, I've pushed the A1 a little more on back roads and found the new Dunlop SP Winter Sport 3D grip well, even though they aren't designed for dry, warm roads. And because my A1 doesn't have too much poke, it's not constantly flashing its ESP light and struggling for traction, like our winter tyre-shod 1M and M5 are.
Naturally, winter tyres are designed to work come snow or no, and so long as the ambient temperature is below 7deg C they're supposed to outperform their fair weather cousins. So I’ll be keeping them for a few months longer yet.
Thing is, I don’t trust the English weather much. Perhaps we'll have snow some time around July this year. Around the Olympics sounds about right.

We recently had an Audi A1 1.4 TFSI Sport in the office. If you haven’t seen it, think Quattro colours. It’s decaled up to the nineses, but looks kind of cool if not to everyone’s taste. It made an interesting comparison with CAR's own diesel A1 in S-line trim.
Compared with our TDI, the 1.4 petrol turbo was quicker off the mark. The 1.4 TFSI is a great engine and suits the A1's character well. The trade-off for the fact it's more fun to drive? Its 126g/km CO2 rating can't match the diesel's double-digit figures. Although our 1.6 TDI spews out 106g/km, the latest versions actually snip under 100g/km by a digit.
Our A1 TDI is slow off the mark, by comparison with the petrol Sport. I find you have to switch into second quite quickly – if you don’t, the revs shoot up and the car sounds in pain; do it too early, and you lose all speed and are left floundering.
Apart from the style, gearing and step-off at low speed, both A1s shared similar characteristics. This remains one of the smartest superminis around.
But as much fun as the Sport was, I have a more understated personality. For me, I'll stick with my Audi A1 TDI in commuter silver. It's just fine for me. 

Silver suits the Audi A1. There – I’ve said it. I’ve read a lot of comments about the colour of my long-term A1 – apparently silver’s such a common colour on cars nowadays that it’s become rather passe. But I don’t agree. A quick look around the car park shows I’ve made the right choice. Only black does the job equally.
Actually, I’m amazed at how many A1s we have in the car park at CAR HQ. I’m worrying that it’s a bit too common. That’s the trouble with Audis – they seduce you with their chic looks, inch-perfect interiors and granite residuals and then you suddenly realise that everyone else has had the same idea. Before joining CAR I always used to go for a car because I liked it and because it was a rarity on the road. The A1’s too appealing to pull off that trick, which is why I’m talking colours. It’s all about differentiation.
As much as I admire the way our A1 looks (particularly in the less common ice silver) it’s a bit like walking into a gym full of muscle-toned men; you get bored of looking at them very quickly. Fortunately the A1’s no meathead – it has hidden depths; other features that keep it interesting. Like the rain and light sensors, although these have yet to come into their own in our Indian summer. I’m waiting for it to elaborate on these and other party tricks.
Meantime I’m impressed with the Audi upgraded sound system – it’s been great for going through all my mum’s
After a long await CAR Magazine's new Audi A1 is here. This may be the most luxurious small car I’ve had on long-term loan so far.
You pay for the privilege of picking an A1 over a Polo, however. In 1.6 TDI S Line spec, the A1 is not exactly cheap - and with a few choice extras onboard, the total jumps from £17,220 to £20,840. Yikes. 
Is it worth the extra dosh? Over the next six months time will surely tell.
For now though the A1’s sleek styling is definitely worth admiring, especially in our car's optional Ice Silver paint. Some in the office - step forward associate ed Tim Pollard - moan about silver being so boring these days, but on the A1 I find it sophisticated. No coloured rooflines for our A1; ours is just simple silver, through and through.
The extras on this particular A1 long-term test car weren't wildly over the top. Here's what's on board:
18in twin-spoke alloy wheels £410
 Technology package including HDD satellite navigation with Audi music interface £1375
Light and rain sensors £125
Climate control £330
 Audi sound system £225 
I might if this was my own personal car have gone for the optional air vent sleeves, to add a bit of colour inside - but at £100 you'd have to really want a bright cabin.
Time now to get on with living with our new Audi A1. Stay tuned for our regular online reports.
old music she’s been throwing out.

Saturday, January 14, 2012

HP Pavilion G6-1251 Laptop



The perfect balance between design, performance, mobility and productivity. Latest Intel and AMD processors and discrete graphics give full PC performance and a streamlined workflow, with all the social networking and multimedia features you want.

Make sure you don’t lose touch! Use the integrated webcam and digital microphone to stay connected with family and friends, hop on to the web and share your photos and videos – all made easier with one-touch action keys and side-access I/O ports.

Enjoy a great audio experience! The HP Pavilion g6 gives fantastic audio and visual satisfaction with Altec Lansing speakers and SRS Premium Audio. View movies and photos and share them with your friends, on a 39.6cm (15.6”) HD BrightView display.

The HP Pavilion g6 comes in multiple colour options so everyone will find one to suit their personal style. Here is everything you need, in a compact, reliable, well-designed notebook. The HP Pavilion g6 means you can surf the web, manage daily tasks, listen to music – and all at a price you can afford.    
Processor
Intel Pentium B950 2.1GHz
2 MB L3 cache
Intel HM65 Express
Memory
4GB DDR3 RAM
Expandable to 6GB
Configuration 1 x 4GB
2 x soDIMM slot
Hard Drive
500GB 5400rpm SATA
Optical Drive
SuperMulti DVD±R/RW with Double Layer Support
Software
Operating System: Windows 7 Home Premium 64
Display
39,6 cm (15,6") High-Definition LED BrightView Display
Resolution: 1366 x 768
Graphics
Intel HD (up to 1.92 GB)
Audio
Altec Lansing speakers
Input Devices
TouchPad supporting Multi-Touch gestures with On/Off button
Networking
Integrated 10/100 BASE-T Ethernet LAN
WLAN: 802.11 b/g/n
Bluetooth
Power Supply
65W AC Power Adapter
6-cell Lithium-Ion (Li-Ion)
Dimensions
Height: 3.63 cm
Width: 37.4 cm
Depth: 24.5 cm
Weight 2.55 kg
Interfaces
1 VGA
1 HDMI
1 headphone-out
1 microphone-in
3 USB 2.0
1 RJ45
Expansion
Multi-Format Digital Media Card Reader for Secure Digital cards, Multimedia cards
Warranty / Miscellaneous
1 Year Manufacturer Warranty
Webcam with Integrated Digital Microphone (VGA)

Friday, January 13, 2012

Fujitsu Lifebook AH530 Laptop Product Description

The Fujitsu LIFEBOOK AH530 is a solid and reliable 39.6 cm (15.6-inch) notebook to overcome your daily challenges. Its high-definition glossy 39.6 cm (15.6-inch) LCD is big enough for ergonomic working. Anytime, anywhere with high connectivity for work and private use. Integrated WLAN, 1.3 megapixel webcam, and digital microphone.

Experience the ease of use and protect your most valuable data like confidential figures, pictures, videos and more. Special flat cap spill-resistant keyboard with full num pad and kensington lock

Processor
Intel Pentium Dual Core P6200 2.13GHz,
3 MB Cache
Memory
4GB DDR3 1066MHz RAM
2 x soDIMM slot
Hard Drive
500GB 5400rpm SATA
Optical Drive
DVD Writer
Software
Operating System: Genuine Windows 7 Home Premium
Display
39.6 cm (15.6-inch), TFT, (HD), LED backlight, glossy,
Resolution: 1366 x 768 pixel
Graphics
Intel GMA – Integrated
DirectX 10 support
Audio
Support of high-definition audio,
2x built-in speakers (stereo),
Built-in digital microphone
Input Devices
Spill-resistant keyboard with number block
Number of keyboard keys: 106, Keyboard pitch: 19.8 mm, Keyboard stroke: 1.8 mm
Touchpad
Networking
WLAN IEEE 802.11b/g/n
LAN 10/100/1000 MBit/s
Bluetooth v2.1
Power Supply
100 V - 240 V (AC Input)
50 Hz - 60 Hz
Li-Ion battery 6-cell, 4400 mAh, 48 Wh
up to 6 h Battery life
Interfaces
3 x USB 2.0
1 x VGA
1 x HDMI
1 x Ethernet (RJ-45)
1 x DC-in
1 x Audio: line-in / microphone
1 x Audio: line-out / headphone
1 x Internal microphones
Expansion
1 x 4in1 Card Reader (SD /SDHC / MS / MS Pro)
ExpressCard slots 1 (34/54 mm)
Warranty / Miscellaneous
1 Year Manufacturer Warranty
Webcam
 
 

BMW M5 (2012)


Ben Barry meets his new M5 – 6 January 2012

Almost exactly 10 years since I bought my first BMW M car – an E36 M3 – I’ve been lucky enough to take delivery of a new long-termer, the latest F10M-spec M5. With 552bhp and 501lb ft, the M5 has roughly double the power and torque of the old M3 that’s still tucked up in my garage. That’s pretty incredible, considering the E36 still feels like a fairly rapid car. Funnily enough, the M5’s colour combo reminds me of the old Estoril Blue/silver leather pairing that was such a staple of the old E36 Evo too.
I’ve done only a few hundred miles in this car so far, but I haven’t really got to stretch the M5’s legs: instead my first mission was to load it with two kids’ seats, and fill the boot with bags and Christmas presents. Both of which was easy, thanks to easily accessible Isofix points in the back (sometimes they’re fiddly and tucked away, which makes me shout), and a large, deep boot with a wide opening.
Kids and wife aboard, I snuggled into the plump driver’s seat and dropped it down to the floor, then fired the 4395cc twin-turbo V8 and pointed us up the A1 from Lincolnshire to Cumbria. The new M5 lets you tailor its throttle response, steering weight, suspension settings and gearshift modes, but I didn’t mess with any of that: I just left it all in Comfort, and the seven-speed dual-clutch gearbox in its default mode, the first of its three settings.
I noticed one anorak detail as I pulled away: the auto handbrake automatically disengages, where every other new 5-series insists that you do it manually. I always find this infuriating – why would I want the handbrake to stay on if I’m accelerating away in first gear? – so it’s interesting that the M bucks the trend. Is this a philosophy thing on the part of M Division – where the driver is firmly in control and doesn’t like being nannied by the car – or is it that the unique-to-the-M5 dual-clutch gearbox wouldn’t enjoy straining against the handbrake? I’ll have to ask Munich and risk being labelled a nerd before I can answer that.
If you’ve ever driven the old E60 M5, there are a couple of things you’ll instantly notice when you drive its successor: first is the easy flexibility afforded by that twin-turbo V8, which brings a new-found effortlessness to motorway cruising, the V8 giving a distant, tympanic rumbling that’s very, very different to the old car’s V10. It’s not as engaging as the naturally aspirated V10 when you wind it out, but it’s definitely quicker, and there’s the promise of big economy gains over the old car too. More on that later.
The other big difference is the gearchange: the E60 M5 used a seven-speed clutchless manual transmission with six different shift speeds. Despite – or perhaps because of – these multitudinous options, I never quite found the perfect setting in the old car. And the delay between gear changes was at times agonisingly ponderous, at others ferociously vicious. The new ’box is faster and much smoother, but it also has a pleasingly direct engagement, rather than a slur, and I know what I want in terms of settings: the third, most aggressive one for manual mode, and either mode one or two in auto. The gearbox is one of the new car’s biggest leaps.
As ever with dual-clutch auto M cars, one tap on the paddleshifter is all it takes to switch from auto to manual mode, and that’s definitely a philosophy thing on the part of M Division: the driver is in charge, and he doesn’t want the gearbox to overrule him and default back to auto like so many rivals do. By and large I agree with this, but every now and again on the journey home for Christmas, I found myself leaving the car in auto and pulling the paddles to make an overtake on the motorway, then forgetting I’d now completely transitioned to manual mode. It might be nice to be able to configure that through iDrive, so you can choose an auto mode that defaults back to auto even after you’ve pulled the paddles. After all, pulling the gearstick to the right locks you into manual mode anyway. Or perhaps I’m going soft here.
One thing that hasn’t changed much is the ride quality: this M5 still rides magnificently, and it’s such a quiet, comfortable, smooth thing to cruise about in that it’s incredibly easy to sneak up past 90mph without even realising it.
However, on our first trip the weather was largely foul and the M62 seemed covered almost entirely in 50mph zones, so while I did hit 90mph or more on a few occasions, my typical cruising speed was a more plod-friendly 70mph or so. I was intrigued to see how much fuel the M5’s new turbocharged engine would use – after all, the smaller turbo motor goes against M’s previous DNA, and has been introduced to make M cars cleaner and more frugal – and I’d zeroed the trip computer before we set off. After a few hours on the motorway with the engine nicely warmed through and the ’box mostly in seventh gear, the dash confirmed we’d averaged 24.6mpg. In similar circumstances, my old Mercedes E63 AMG would have averaged 21-22mpg, so the M5 offers a worthwhile improvement – although it’s worth noting that the new E63 engine is also smaller and turbocharged, and therefore more frugal than my old 6.2 V8 was.
If anything’s going to challenge the M5’s so-far-impressive mpg figures, it’s the next week or so: while I’m back home in Cumbria, I’ll be sneaking the M5 out onto some of my favourite back roads and having a bit more fun.

Skoda Superb Greenline Estate (2012)


I awaited the arrival of my new long-term test car with great excitement: a Skoda Superb Estate was on its way and I for one couldn’t wait. Others haven’t been quite so enthusiastic: the first thing my older brother did when news of my new wheels reached him on the family grapevine was email me a long list of ancient Skoda jokes lazily culled from the internet.
My eager anticipation was not to be dulled however, and when delivery day arrived I was duly impressed. First, err, impressions are of a large, handsome estate. Finished in white (a favourite colour of mine) with dark tints to the rear windows and pretty light clusters it looks smart – if a little indistinct. The wheels are a let-down: 16 inches would look small on a Micra, but here they are a necessary part of the fuel saving Greenline-spec of this model. The eco changes extend to the engine (a 1.6 TDI producing 104bhp), the gearbox (five speeds rather than six to save weight) and the ride height (a 15mm suspension drop, combined with a revised front bumper for better aero performance).
Despite the Greenline spec, which besides the wheels is thankfully signalled only by a couple of small and cheap green stickers, this is one luxury Czech barge. In Elegance trim it’s the top of the range model; I’ll save a full list of the goodies for a later report, but immediately noticed and appreciated were the full black leather interior, colour touch-screen sat-nav, multifunction steering wheel, heated and electric front seats, and xenon headlights. The cabin feels very well appointed indeed, if not quite Audi-esque then certainly more Phaeton than Golf.
If you really do want to get a joke out of your new Skoda then, rather than resurrecting playground gags from the 1980s, ask your victim to jump in the back seat and watch them start laughing. Unless you are used to limos or first class air travel you will find the legroom on offer frankly absurd – the footwells are around the size of my old Mini Countryman’s boot. Similarly large is the boot itself, with a good square shape, flat floor and low lip for easy loading. I’m a very happy photographer.
All in all I think the car is going to suit me just fine – I look forward to putting the big Skoda to work.

Wednesday, January 11, 2012

Mercedes C63 AMG Coupe Black Series (2012) CAR


This is the Mercedes C63 AMG Coupe Black Series, a £100k rival for Porsche’s 911 GT3, Maserati’s MC Stradale and BMW’s M3 GTS. The C63 Black has a more powerful 6.2-litre V8, unique motorsport-inspired suspension, and that Black Series badge isn’t just applied to any old hot rod Merc; there have been just three prior Black Series models, with a total of only 1170 having ever been built. Expectations are high, so read on for our first drive review of the Mercedes C63 AMG Coupe Black Series.

So how does a Mercedes C63 AMG Coupe Black Series differ from a normal C63 AMG Coupe?

Let’s start with the engine, AMG’s famed 6.2-litre V8. In regular C63 guise it boasts 451bhp and 443bhp, but in Black Series form it gains the SLS supercar’s forged pistons, conrods and lightweight crankshaft, and a new ECU, to push its outputs up to 510bhp and 457lb ft. That’s actually barely any more power (and actually less torque) than its predecessor, the 500bhp and 465lb ft CLK63 Black, but it’s much gruntier than the 444bhp and 325lb ft BMW M3 GTS.
It means three-tenths are trimmed from the 0-62mph time, but no more because the C63 Black only weighs 20kg less than the normal C63 Coupe – there are no ceramic brakes or carbon panels to save weight. But there is that coilover suspension, and massively widened front and rear tracks (by40mm and 79mm respectively) which nestle behind broader front and rear wheelarches (28mm and 42mm).
Which means the Black no longer looks like a C-class saloon but a hardcore coupe with big, butch looks: intakes and vents pepper the nose, the creased aluminium bonnet and the enlarged arches, and if you spec the AMG Aerodynamics Package (circa £7k and fitted to our car) you get a set of carbon ‘flics’ on the front bumper, a carbon front splitter and an adjustable carbon rear wing.

And inside the C63 Black?

At first it feels like a regular C63 Coupe as the gearbox defaults to Controlled Efficiency mode, pulling away in second and shifting seamlessly up to seventh. And besides the bucket seats and Alcantara-trimmed steering wheel, it could be a regular C63 Black: the contrasting stitching is subtle, as is the carbon trim and small Black Series badge; and if you want to use it every day you can option the C63 Coupe’s standard front and rear seats instead of the standard buckets and deleted rear bench.

So, how does the C63 Black drive?

Like the best ever AMG. The noise is louder, the acceleration is harder, the steering is sharper, the braking ability is stronger (30mm bigger discs all round, to 390mm up front and 360mm at the rear), body control is better and the optional track-biased Dunlop tyres (yours for around £5k, together with active transmission cooling as part of the AMG Track Package) mean huge levels of grip.
Alas the trick MCT auto ‘box (a wet clutch replaces the torque converter) doesn’t always drop to the required gear even when you know there’s the requisite revs, but it makes up for it by performing changes in 100 milliseconds when you’re at full throttle in Sport+ and Manual modes. And the brief interruption of both ignition and injection to speed up the shifts means a monstrous crackle erupts from the quad pipes with each cog swap. And then the engine’s back to bellowing and snarling towards 7200rpm again.
It doesn’t feel over-engined and lairy like the DR520 C-class, but supple and fluid, and so thoroughly sorted and together that the changes aren’t instantly apparent. It’s not night and day different from the C63 Coupe, and at first almost feels too subtle, but there’s a big dynamic gap between the Black Series and the car it’s based on.

Verdict

As above: it’s AMG’s best ever car. And unlike the rest of the world’s motoring media, we weren’t limited to a handful of laps of Laguna Seca to deliver that verdict. Instead CAR had the Mercedes C63 AMG Coupe Black Series for two full days on the roads of California – read our exclusive drive in the new January 2012 issue of CAR Magazine, out now. See a digital preview of the issue here.

Statistics

How much? £100,000
On sale in the UK: February 2012
Engine: 6208cc 32v V8, 510bhp @ 6800rpm, 457lb ft @ 5200rpm
Transmission: Seven-speed MCT automatic, rear-wheel drive
Performance: 4.2secs 0-62mph, 188mph (limited), 23.2mpg, 286g/km CO2
How heavy / made of? 1710kg/steel
How big (length/width/height in mm)? 4764/1997/1388

Citroen DS5 Hybrid4 (2012) CAR


The DS5 is Citroën’s most innovative car since the 1970s. It’s a beautiful, five-seat family car that looks like the lovechild of an MPV and an estate, and it bloods Peugeot-Citroën’s unique diesel/hybrid powertrain. The result should be a hatchback with a decent turn of pace, extraordinarily low fuel consumption, CO2 emissions and running costs, and a desirability unmatched in a Citroën since the SM and GS glory days. Read on for CAR’s verdict on the DS5, which goes on UK sale in March 2012, with prices starting around £23,000.

How does the DS5 fit into Citroën’s range?

Good point, let’s start with the basics. The DS5 is the third model in Citroën’s new DS range, which takes a platform underpinning a humble Citroën and grafts on a distinctive new bodyshell to attract a different type of customer. In 2010, the Citroën C3 supermini spawned the sportier DS3 hot hatch, while in 2011, the C4 sired the jacked up but unremarkable DS4. Next up is the DS5, rolling on an upgraded version of the C4 hatchback’s PF2 platform.
The DS5 is significantly shorter than the C5, almost as wide and just 52mm taller, which translates into a stout, wedgy two-box car with beautiful proportions. Most people have forgotten, but the DS5’s general design theme was first shown as the C-Sportlounge concept car in 2005. Two years later, when Citroën bosses green-lit the upmarket DS range, they blew the dust off the dormant C-Sportlounge concept and began its journey to production.
Many of the DS5’s most eye-catching details survived that journey: the chrome blade running from B-pillar to headlamp; the coupe-like glasshouse and stepped window line; the boomerang rear lamps and quadrilateral tailpipes. See the DS5 on the move and you’ll be captivated – as CAR’s writers were upon seeing the cars used as shuttles at 2011’s Frankfurt motor show.

Is the new Citroen DS5 like a choc ice: just as good underneath the shell?

It sure is. The driving position offers the best of both worlds: it’s raised up to deliver a SUV-like view of the road, but the enveloping dash and towering centre console fool you into thinking you’re sat low in a sports car. Citroën is no longer a dirty word when it comes to materials and build quality, and the leather seats on the top spec D Sport Hybrid4 (around £33k) are divinely luxurious, and feature interlocking leather inserts like a watch strap’s. Look overhead and you’ll find a first class execution of airline-style overhead features: there are cubbyholes, switches and twin sunblinds.
For a six-footer, rear legroom is fine though headroom is only adequate, but that’s the price worth paying for the sloping roofline. The Hybrid4’s battery pack eats into boot space, reducing it from a regular-engined DS5’s 468 litres to 325, but you can fold the seats to stow mountain bikes or somesuch. Annoyingly there’s no external boot release (aside from a key fob button), though insiders promise a quick fix is on the way.

Talk us through this DS5's Hybrid4 diesel/electric hybrid…

Peugeot-Citroën’s Hybrid4 system features two distinct power sources: a 2.0-litre diesel engine sending 163bhp and 221lb ft to the front wheels via a six-speed automated manual, and an electric motor mounted on the back axle and mustering up to 37bhp and 148lb ft. This means the DS5 has four-wheel drive capability, though there’s no mechanical link between the two axles, with by-wire electronic impulses orchestrating their inputs.
Press the start button and the experience is just like in a Toyota hybrid: silent, because the Hybrid4 can run solely on electric power. If the batteries are fully charged, the DS5 can cover up to 2.5 miles at 37mph. Chances are that the DS5 will default from this ZEV mode to ‘auto’ mode much sooner, with the diesel engine chattering into action. This distinctive combustion gurgle replaces the wailing CVT cacophony of Toyota’s hybrids, and makes for a less intrusive soundtrack. The integration of the two power sources is smooth, with the DS5 automatically switching back to EV power if the urban pace drops sufficiently.
A rotary dial enables you to select the two other drive modes: 4WD for negotiating a slippery surface like wet grass, and sport mode to optimise power delivery for sportier driving, delivering the system’s maximum power (some 200bhp and 332lb ft). The DS5’s performance looks pretty useful on paper: 0 to 62mph takes 8.6secs. But the Hybrid4 never feels that sprightly on the road, and its acceleration at 80mph on the motorway is pretty sluggish: the electric motor is decoupled above 74mph to prevent high-speed mechanical losses.
Where the DS5 really scores is in its fuel consumption. With stop/start and the electric motor taking the strain off the diesel engine, a Hybrid4 on 17-inch rims delivers an outstanding 74mpg and 99g/km on the combined cycle. That means it’s exempt from road tax and London congestion charge, while company car tax equates to just 13% of the vehicle’s list price. Expect to see an abundance of DS5 Hybrid4’s smoking around the capital – with puny wheels lost in those gaping wheelarches, as the greater rolling resistance of 18- and 19-inch rims downgrades economy to 68mpg and CO2 to 107g/km.

What’s the rest of the driving experience like?

A mixed bag. CAR has long grumbled about Citroën’s inability to set up a chassis to steer sweetly and consistently, and the DS5 is only marginally better than usual. Put on a quarter turn of lock at urban speeds and the rack feels disconcertingly light and vague, while at motorway speeds the heavier steering becomes as stodgy as a Christmas pudding. At times it’s hard to confidently judge the grip level and position of the front wheels, and chuck the nose into a corner and the DS5 feels heavy and laboured.
A case of CAR treating a luxobarge like a hot hatch? Hardly: officials say the DS range is engineered to be more sporty than its Citroën counterparts, with different models getting individual spring and damper settings depending on powertrain and even trim level. Indeed the Hybrid4 ditches the torsion beam rear suspension deployed by the regular petrol and diesel DS5s for a multi-link rear axle, primarily to package the electric motor. The Hybrid4 on 235/40 R19s feels firmly sprung, crashing through potholes at urban speeds and occasionally bucking during hard cornering. It’s calmer at motorway speeds, though coarse surfaces will transmit noticeable road noise. Rival firms – Ford and VW spring to mind – can make a C-segment hatch steer sweetly and ride more dynamically with superior refinement.
The brakes are decent though, responding firmly and progressively whereas a Toyota hybrid’s stoppers tend to snatch during the initial electronic braking/energy recovery process before the friction brakes kick in. The six-speed automated manual can fluff its lines by changing up or down at an inconvenient moment (like dropping abruptly to first when you’re coasting smoothly to take a roundabout in second). Manual paddleshifts eliminate some of this aggravation, though the paddles feel about as robust as the prize in a cheap Christmas cracker, they’re not wheel-mounted so you can find yourself groping at thin air, and get too close to the redline and the computer can infuriatingly change up for you.

Verdict   

If you’re thinking that the DS5 sounds like a triumph of style over substance, you’re probably right. Citroën’s latest hatchback looks absolutely stunning and has an equally beautiful cabin, while its concept feels fresh, just like the Mercedes-Benz CLS and BMW X6 did when they first appeared. These credentials alone will have some aesthetes signing the paperwork. Similarly the DS5 will appeal to tech junkies wishing to sample the smooth and unique diesel/electric drivetrain, or to company car drivers attracted by its sensational economy figures.
However, one important customer group  – you, the passionate drivers who inhabit a website like CAR’s – will most likely find it underwhelming to drive. That’s a crying shame. But it doesn’t have to be like that, Citroën. Continually improve this car, as Jaguar did with the S-type or Aston has done with the DB9 – and hopefully you’ll deliver a DS5 which is a triumph of style and substance. Because that car would be as sensational as the DS5’s kindred spirit and 2011’s darling of the motoring press, the Range Rover Evoque.

Statistics

How much? £33,000
On sale in the UK: March 2012
Engine: 1997cc 16v turbodiesel, 163bhp @ 3850rpm, 221lb ft @ 1750rpm, plus 148lb ft electric motor
Transmission: Six-speed automated manual, four-wheel drive
Performance: 8.6sec 0-62mph, 68.9-74.3mpg, 99-107g/km CO2, 131mph
How heavy / made of? 1660kg/steel
How big (length/width/height in mm)? 4355/1965/1635

Honda Civic 2.2 i-DTEC (2012) CAR


Swindon’s most famous export (aside from Billie Piper) has had a re-boot. The all-new, ninth-generation Honda Civic will go on sale in January 2012, and gently evolves the space-age Civic of 2006 – itself a radical departure from the safe, blue-rinse optimised Civics of old.
First impressions count, and oddly some of the most memorable design flourishes which gave the last iteration its futuristic flavour, have been dropped. The triangular tailpipes are gone, as are the ‘50s fridge door handles. You couldn’t accuse the new Civic of being bland, it’s wilfully leftfield – but the overall ensemble doesn’t hang together as well as its predecessor.

Is the mad dashboard still there?

Yes, the split-level dash lives on, and whether you buy into that is probably a sound barometer of whether or not you ‘get’ the new Civic – there’s no obvious advantage to the layout, which can be confusing at a glance – but the execution is distinctly premium in feel. Fit and finish are ostensibly tighter; it’s a quality product, the new Civic.
Ergonomically, the layout is something of a curate’s egg. Where an Astra’s switchgear is aesthetic yet busy, the new Civic manages better separation between core functions – the climate control buttons aren’t bunched closely together with the stereo for instance. The dashboard’s top-tier features a digital display which summarises what’s going on elsewhere on the dash – with audio, navigation and trip information.
Whilst it feels roomy enough up front, the angled sweep of the lower dash makes it a touch snug around the driver’s left knee. The seat also doesn’t adjust low enough for taller drivers to get properly comfortable, leaving you a bit ‘perched’ behind the Civic's wheel. Other ergonomic lowlights include the brake-light bar across the back window, which hampers rearward visibility.
Fresh thinking comes in the form of ‘magic’ seats in the rear – an innovative feature, which allows the back seats to fold totally flat, or flip vertically backwards so that the rear passenger compartment can carry awkward upright loads easily. Honda is clearly wise to the fact that neat details like that shift cars from showroom floors.

So how does the new Honda Civic drive?

The new Civic acquits itself pretty well on the road, although it doesn’t sparkle. The 148bhp 2.2-litre i-DTEC diesel unit in our test car elicited a pleasingly offbeat thrum, with only a muted clatter at idle. Honda’s latest diesel motor endears itself by feeling smooth and refined, with effortless progress on tap thanks to the diesel unit’s 248lb ft of torque – meaning you don’t need to swap ratios too often. You’ll pass 62mph in a claimed 8.5 seconds, which is punchy enough against most of its rivals, and it rarely feels laboured.
Although the gearchange deserves special mention, being crisply mechanical and slick in operation, the Civic doesn’t rise to the top of the class in any one area. It steers precisely and is easy to place on an apex, but there’s little granularity transmitted through the helm into your hands. Presumably the refinement brief took precedence over ultimate seat-of-the-pants thrills in the planning meetings at Honda HQ.

And the handling?

The new Civic rides compliantly – thanks to fluid-filled suspension bushes. It’s also planted through tighter corners thanks to a stiffer torsion beam at the rear, and rarely feels unruffled. Yet the ride can get slightly busy over high frequency undulations and broken tarmac. The overall feeling is smooth and refined, but drivers are insulated from the action and ultimately the experience lacks engagement.

Verdict

The new Civic makes a strong case for itself if you value something different from the obvious Euro-boxes. Ubiquity has dulled the impact of its predecessor, but there’s still an appealing package to be had in the new Civic. And the premium-feel shines through in this new model, particularly the upmarket cabin. Some of the innovations, including the magic rear seats are genuinely useful, too.
Detractors might bemoan a lack of fizz and slightly awkward styling, but in 2.2 diesel form, this Anglo-Jap concoction appeals in its own offbeat way. The oil-burner is priced at a heady £26,495 in the top-line EX GT guise tested though, which nudges BMW 318d territory. Being a bit more parsimonious on spec would certainly lessen the shock at trade-in time.
However, square a more mildly-specced oil-burning Civic up to a Golf 2.0 TDI and it makes a better case for itself – it’s a touch gruntier and there’s a more generous 90,000-mile warranty on offer. Ultimately though, fans of the current Civic expecting another exponential leap forward in design, might feel short-changed by this latest iteration.

Statistics

How much? £26,595
On sale in the UK: January 2012
Engine: 2199cc 16v 4-cyl, 148bhp @ 4000rpm, 258lb ft @ 2000-2750rpm
Transmission: Six-speed manual, front-wheel drive
Performance: 8.5sec 0-62mph, 135mph, 67.3mpg, 110g/km CO2
How heavy / made of? 1487kg/steel
How big (length/width/height in mm)? 4300/1770/1470mm