Volvo has unveiled its revised C30 and C30 DRIVe models this week showing all-new frontal styling, interior upgrades and a new look rear on both exciting models.

he “bold is beautiful” C30, as Volvo calls it, offers more dramatic styling with cleaner, more fluid lines thanks mostly to its all-new front end. Since going on sale in Australia in 2007, the Volvo C30 has become a favourite niche model for buyers keen on the car’s distinctive styling, bold looks and signature rear end – itself sculpted to recapture the striking glass tailgate of Volvo’s own P1800 model of the 1970s.

Upfront, the revised C30 boasts a larger Volvo iron mark in the new honeycombe grille, the bumper too now colour coded lower to emphasise the car’s “visual volume”.
The new look brings the C30 in line with other models in the latest generation Volvo range, including the strong selling Volvo XC60 SUV, Volvo S80 sedan, Volvo V70 wagon and Volvo XC70.

“By integrating greater depth into the design language, the front has become more dramatic and expressive,” explains Volvo’s exterior chief designer, Fedde Talsma.
“Along with the angled lines of the front bumper, new headlamps, drawn offset and up, reinforce the impression of speed and sportiness.”

The all-new headlamps Mr Talsma refers to are now gracefully upswept into the front guards with larger air vents contributing to a more extroverted look.

Complimenting the exterior changes, two new alloy wheel designs are also offered including 16-inch ‘Convector’ and 17-inch ‘Styx White’ wheels, the latter a throwback to the 1980s.
Additionally, two new colours join the palette, Orange Flame Metallic (pictured above and below) and Lime Grass Green, taking the total number of available colours to 13.

Retaining C30’s iconic rear end styling, changes here are simple and few. A revised rear bumper featuring lower-set black panels aim to bring the body closer to the road surface (as at the front) while LED brake lights are now also included.
The new C30 range also gains Volvo’s Emergency Brake Light (EBL) system. Active at speeds over 60km/h, EBL pulses the brake lights at a rate of five times per second if the brakes are applied forcefully, such as during an emergency stop. Once the vehicle’s speed is reduced to 10km/h, the brake lights stop flashing and the hazard lights are activated. The hazard lights can then be manually deactivated, or will cancel themselves once the vehicle speed again reaches 10km/h.

Inside, the C30’s revised cabin offers buyers a infinite range of colour combinations, including the new Oyster Burst Deco texture for the centre stack and door panel inlays.
This new, distinctive grey/white finish replicates the classic Swedish Hagstrom guitars, as made famous by the likes of Jimmy Hendrix, Frank Zappa and Elvis Presley. The finish is darker on the edges than it is in the middle giving a feeling of depth (a little hard to see in the photo provided).

New surfaces are also found through out the C30’s cabin including a honeycombe-style aluminium trim that adds greater visual depth and contributes to scratch resistance.
A new rear luggage compartment cover also includes new material and new graphic pattern. The split panel allows easy access to the cargo area for small parcels and can be fully opened or even removed when carrying larger items. Split fold rear seats are also included as standard.

Maintaining Volvo’s strong reputation for safety, the revised C30 range includes as standard dual front and side airbags, full-length curtain airbags as well as the WHIPS whiplash protection system for front seat passengers.
The SIPS Side Impact Protection System is also featured, acting in unison with side and curtain airbags to protect occupants in the event of a side impact.
ABS braking with EBA and EBD plus ESP with Traction Control are also offered as standard, earning the Volvo C30 a maximum possible five-star ANCAP safety rating.

The new Volvo C30 range offers customers a range of engine choices including the new 1.6-litre turbo-diesel DRIVe variant, which we’ll touch on in a moment, a 2.4-litre five-cylinder naturally aspirated petrol verion, 2.0-litre) turbo-diesel, and 2.5-litre five-cylinder turbo-petrol (as pictured below).

The top-shelf performance enhanced T5 range is now headed by the new T5 R-Design model (as pictured) that evolves the sporty character of the C30 thanks to revised suspension and steering settings.

Powered by a turbocharged five-cylinder petrol engine (169kW/320Nm), the T5 models also feature Volvo’s Sport Chassis as standard. The chassis offers 30 per cent stiffer springs, firmer monotube shock-absorbers and stiffer stabiliser bars, the C30 T5 R-Design also gains faster-ratio steering and new 17-inch ‘Cratus’ alloy wheels.

As well as the Sport Chassis, which is available as an option throughout the C30 range (for $800), the Volvo C30 T5 R-Design also includes colour-coded front and rear spoilers and side skirts, plus chrome-plated 90mm exhaust outlets.

Inside the revised cabin a leather wrapped steering wheel, leather/aluminium gearknob, aluminium sport pedals, embossed R-Design seats and distinctive blue instrumentation are included.

A wide range of individualisation is also extended to the R-Design model with a large selection of colour and trim options available.

Two added option packages are also available with the Teknik Pack and Komfort Pack.

Teknik Pack ($3700):

• Satellite Navigation
• Blind Spot Identification System (BLIS)
• Active Bending Lights (Dual Xenon)
• Rear Park Assist
• Bluetooth Connectivity
• Headlamp Washer System

Komfort Pack ($2275 on T5 / $2600 on 2.4i and 2.0D):

• Keyless Entry
• Rain Sensing Wipers
• Auto Dimming Mirror
• Laminated Side Windows
• Heated Front Seats
• Electric Drivers Seat or Passenger Seat

“The Volvo C30 has always been a car with a destinct personality,” says Volvo Car Australia managing director, Alan Desselss.
“The new range offers more choice than ever before in a refreshed package that reinforces the vehicle’s visual and emotion appeal.”

In a move to offer buyers a more environmentally-friendly C30, Volvo has also introduced the C30 DRIVe to its revised lineup. The new model featuring a frugal 1.6-litre turbo-diesel engine developing 80kW/240Nm.
The best-in-class fuel economy and CO2 emissions see C30 DRIVe deliver combined cycle fuel consumption of just 3.8L/100km while emitting just 99 grams of CO2 per kilometre. Volvo says the result are enough to net the car a 1300-kilometre range from a single 52-litre tank of diesel fuel.

Including ‘Stop/Start’ technology, which switches the engine off when the car is at standstill, the C30 DRIVe also includes a regenerative recharge system to charge the battery as the vehicle brakes, low rolling resistance tyres and fuel saving aerodynamic alloy wheels.
As well, a wind-deflecting panel behind the car’s grille improves airflow around the engine. Wind deflectors are also fitted forward of the car’s front wheels.
Underbody panels and a revised front and rear spoiler also help improve the car’s aerodynamics.

To assist the engine in achieving better fuel economy when cruising, transmission ratios for third, fourth and fifth gears have also been altered. The Volvo C30 DRIVe is only available with a five-speed manual gearbox. Volvo said it has now plans to offer the car with an automatic transmission at this stage.
Like the rest of the range, the Volvo C30 DRIVe also includes a high level of safety features for a five-star ANCAP safety rating. The interior trim materials are all selected to comply with strict Oeko-Tex Standard 100 guidelines, an international benchmark for human ecological safety of textiles.
CarAdvice will bring you a full road test of the new C30 models over the coming weeks. Stay tuned.
Volvo C30 DRIVe specifications:

• Engine: 1560cc DOHC four-cylinder turbo-diesel (16 valve)
• Power: 80kW @ 4000rpm
• Torque: 240Nm @ 1750rpm
• Fuel Consumption: 3.8L/100km (Combined)
• CO2 Emissions: 99g/km
• 0-100km/h: 11.3 seconds
• Top Speed: 190km/h

Volvo C30 2.4i S specifications:

• Engine: 2435cc DOHC five-cylinder petrol (20 valve)
• Power: 125kW @ 6000rpm
• Torque: 230Nm @ 4400rpm
• Fuel Consumption: 8.4L/100km (Combined)
• CO2 Emissions: 200g/km
• 0-100km/h: 8.1 seconds
• Top Speed: 220km/h

Volvo C30 2.0D specifications:

• Engine: 1997cc DOHC four-cylinder turbo-diesel (16 valve)
• Power: 100kW @ 4000rpm
• Torque: 320Nm @ 2000rpm
• Fuel Consumption: 5.9L/100km (Combined)
• CO2 Emissions: 156g/km
• 0-100km/h: 9.5 seconds
• Top Speed: 205km/h

Volvo C30 T5 & C30 T5 R-Design specifications:

• Engine: 2435cc DOHC five-cylinder turbo-petrol (20 valve)
• Power: 169kW @ 5000rpm
• Torque: 320Nm @ 1500-5000rpm
• Fuel Consumption: 8.7L/100km (Combined)
• CO2 Emissions: 208g/km
• 0-100km/h: 6.7 seconds
• Top Speed: 240km/h

Volvo C30 Pricing:

• Volvo C30 1.6 DRIVe: $36,150 (M)
• Volvo C30 2.4i S: $34,950 (M) / $36,450 (A)
• Volvo C30 2.0D Powershift: $37,950 (A)
• Volvo C30 T5: $43,450 (M) / $44,950 (A)
• Volvo C30 T5 R-Design: $47,150 (M) / $48,650 (A)

Ford Australia will resurrect its Cobra name tag at this year’s Sydney International Show (Oct.11) with the presentation of the special edition Falcon GT Cobra and the Falcon Cobra Ute models. Ford says that the limited-edition GT Cobra Sedan and Ute are a celebration of the XC Falcon coupe finishing 1st and 2nd at the 1977 Bathurst 1000 in the hands of Colin Bond and Allan Moffat. -Continued after the jump Apart from the blue stripes running the length of the cars and the Cobra snake badgetry in and out, the Cobra GT and Ute also feature an updated version of FPV’s (Ford Performance Vehicles) Boss 5.4-litre V8 engine. Output has been enhanced to 302 KW (405Hp) mirroring the capacity of Ford’s small-block V8 engine (302 cubic-inches) and is also exactly double the 151 kW (202Hp) output of the 1978 Cobra’s 4.9-litre V8 engine. Sales are expected to start in the first quarter of 2008 with production being limited to 400 Cobra Sedans and 100 Utes.

Ford Performance Vehicles unveils the Cobra
Sunday, October 7, 2007
The iconic Cobra name has returned to Australian motoring, with Ford Performance Vehicles (FPV) today unveiling its new special edition GT Cobra and Cobra Ute.
FPV’s new Cobra range was revealed during a parade lap of Mount Panorama prior to the start of the 2007 Supercheap Auto Bathurst 1000.
Thirty years ago the Ford Falcon XC Hardtop staged the now famous 1-2 victory formation at the 1977 Bathurst 1000 race, which led to the release of the limited edition Cobra XC Hardtop the following year.
“The Cobra name invokes passion among motoring enthusiasts, and now 30 years after the famous 1-2 win at Bathurst, the new FPV GT Cobra offers the exclusivity of Cobra ownership to a new generation of car owners,” said FPV General Manager Rod Barrett.
“The new FPV GT Cobra combines the original XC Cobra’s bold styling with the latest in FPV engineering and total performance.”
“While the vehicle’s exterior features the same blue racing stripes and coiled snake emblem that Cobra is famous for, the vehicle will be powered by FPV’s latest high performance Boss 5.4-litre quad-cam 32 valve V8 engine, which now produces 302kW.”
The new Boss 302 engine powering both the sedan and Ute variants produces 302 kW of power and 540 Nm of torque, and is equipped with FPV stainless steel fabricated exhaust manifolds and a high-flow dual exhaust system.
For motoring buffs, 302 was the capacity in cubic inches of Ford’s small-block V8 engine and is also exactly double the 151 kW output of the 1978 Cobra’s 4.9-litre V8 engine.
The GT Cobra has a limited slip differential and is available with either a close ratio six-speed manual transmission with a high torque clutch or the ZF six-speed automatic transmission with Sequential Sports Shift.
FPV’s innovative R Spec handling package is fitted as standard to the GT Cobra, contributing to the outstanding chassis dynamics of the special edition model.
The white exterior features blue striping across the bonnet, roof and rear deck lid, and is completed by the unique Cobra badge on each front fender and the rear deck lid. The GT Cobra will also include exclusive R Spec badging.
Both variants are fitted with leather seats as standard, with each seat carrying the coiled Cobra snake logo.
The Cobra’s Dunlop SP Sport Maxx 245/35ZR tyres are fitted to special 19-inch five-spoke alloy wheels with white accents and a machined face finish.
Production will be limited to 400 sedans and 100 Utes, and each vehicle will come with a unique Cobra build badge identity.
The GT Cobra sedan will have a recommended retail price of $65,110*, while the Cobra Ute will be priced at $61,200*.
Boss 302
FPV Programs Manager Paul Cook said the objective of the revised Boss engine specification was to increase the peak power and torque in the mid to upper engine speed range, without affecting vehicle exhaust emissions and urban fuel economy.
“Several changes have resulted in the increased performance, including improvements to the volumetric efficiency of the engine above 3750 rpm,” said Cook.
“This has been achieved by a new inlet and exhaust camshaft profile to increase inlet valve lift and duration, with changes to the valve and valve spring to accommodate the increased valve lift.
The compression ratio has been increased from 10.5:1 to 10.8:1, which has improved combustion efficiency through the scavenging of combustion gas.
The engine calibration has been extensively revised to optimise the engine operating conditions with the new components, while improvements have also been made to improve accelerator response.
The FPV GT Cobra has been optimised to run on 98 RON premium unleaded petrol.
* Pricing excludes dealer delivery and statutory charges

 2008 Volvo C30 D5 review and road test

Model tested: 2008 Volvo C30 D5 automatic
Recommended Retail Price: $43,950
Options fitted: High-Performance Sound AM/FM radio, 8 speakers – $1350

Small with big is good. Just look back to the good old days. The Holden Torana GTR XU-1 – which I’m proud to say was my introduction to motoring (courtesy of my father) – was one such recipe.

Small body, powerful engine – it made for a great package. So if you combine something small with a torquey engine, you’re automatically onto a good thing, right? Well, yes and no. Small with big is good … usually.

The smallest Volvo, the C30 D5 we had on test has had the engine from the S80 D5 and the V50 D5 shoehorned into it. It seems like a reasonable proposition on paper. Plenty of torque locked into a capable chassis, and being a smaller hatch, it should have plenty of get-up-and-go.

It’s funky and chunky, but is it spunky? Well that’s all in the eye of the beholder according to some. It’s been said before, but it’s the looks that will attract and detract.

But a good looking car is nothing, if what’s beneath the skin is lacking. Well, the chassis and underfloor is shared with the excellent Mazda3 and superb Ford Focus, so the C30 has a good foundation.

But where Volvo sets itself apart is the cylinder count. Across the range, a series of five-cylinder engines are used. Each is model-specific.

There’s a petrol with a 2.4-litre capacity (2.4i/S), a petrol with a 2.5-litre capacity which is turbocharged (T5), and a diesel with a 2.4-litre capacity, which also is turbocharged (D5).

In the petrol engines, you get a warbly, unique note which really sets them apart from other cylinder quantities. If anything, the five-cylinder petrol motors sound more in line with a cut-down V10, which when you think about it, they really are.

But this diesel takes on another personality altogether. At idle, it’s like any other, with the typical ‘chunkalunk’ sound rattling away in the background.

But stick the boot in and it’s loud, throbby, and to be honest, a little intrusive. Think Peugeot/Citroen, and Volkswagen, and you’ve got the idea of the masters of diesel engines. Unfortunately, this one doesn’t cut it as far as noise goes.

The volume is turned down once you’ve stopped accelerating, but in stop-start city traffic, the NVH level from the engine is very agricultural. Thankfully it doesn’t sound like a truck, due to the five-cylinder configuration, but the sound is always there, and in comparison to other cars, it can get a bit wearing.

Make no mistake, Volvo ensures this a safe car. That adds to the weight. So it’s not the quickest thing out of the blocks. 0-100km/h is done in 8.4 seconds – an acceptable, but not amazing, result.

The transmission is also pretty good, being the familiar Geartronic five-speed auto. Not having driven the manual, I can’t pass comment on its action, but if its anything like the manual in the T5, that’d be my pick. Notwithstanding the fact that you also get more power and torque, and use less fuel when you specify a manual.

The rest of the car fares well. Practically, it doesn’t make itself out to be a five-seater to try and compete with other cars. Just four very useable seats, with a decent boot, so that everyone is happy. The rear seats are quite supportive and well-shaped as well.

Braking is good as is the case with most Volvos, and the ride and handling balance is quite good, too, as our test car ran on 17-inch wheels. Apart from the steering which is a bit dead, the dynamics are all good.

But there’s a problem – the C30 D5’s biggest rival is its brother.

You see, it’s going to be hard to justify the D5 when for over a $1460 less, the T5 is there for the taking. Put simply, it’s got more power, better handling, better braking, and with its body-kit and larger wheels, it’s also better looking.

If the engine in the D5 was a bit quieter, and the steering sharpened up a tad, it might be worth the extra money over the base model, let along the top-o-the-wozza sports pack.

Specifications:

• Engine: 2.4-litre, inline 5-cylinder, turbocharged diesel
• Power: 132kW @ 4000rpm
• Torque: 350Nm @ 1750-3250rpm (400Nm – manual)
• Transmission: Geartronic Five Speed Automatic (6-speed manual)
• Top Speed: 220km/h (225km/h – manual)
• 0-100km/h: 8.4 seconds (7.7 secs – manual)
• Fuel Consumption: 6.9 litres/100km (Combined) – (6.2L/100km – manual)
• Fuel Tank Capacity: 60 litres
• Fuel Type: Diesel
• Airbags: Front, Side, Seat & Curtain
• Safety: ABS, DTCS, EBA, EBD,
• Weight: 1498kg

When Proton announced a significant price cut for the struggling Proton Savvy, I simply had to go drive this car. In case you’re not aware, I am not a fan of cheap and nasty cars. I have taken most of my anger out on the Holden Barina so far this year but something tells me I have a new target, the Proton Savvy.

Test Model: 2007 Proton Savvy 1.2-litre Manual

Starting at just $13,990 driveaway for the manual, it almost seems like the bargain of the century, even more so when you consider the features.

With a Renault sourced 1.2-litre engine that produces 55kW of power (5.7 litres/100km fuel consumption), a five-speed manual transmission, ABS, dual front airbags, 15 inch alloys, rear parking sensors and keyless entry, I couldn’t fault the car on paper… so I went for a drive.

I am delighted to say that as far as this Proton goes, you really get what you pay for. With an interior resembling a 1990s Hyundai Excel, a gear stick that vibrates in 3rd and 4th gear and an engine which can deafen you in less than 5 minutes, I couldn’t run away fast enough.

Let’s start with the looks, although styling is subjective – this is an ugly, ugly car. It’s not like other small cars where it can be ugly but still cute, this car is just ugly! The front is barely passable, but from the back, the sagging rear lights resemble a baby rat stuck in a mouse trap.

Proton obviously doesnt’t have focus groups in Malaysia to seek public reaction before designing a car. I can’t imagine any young driver walking out of a Proton dealership thinking “damn, that savvy is hot”.

If you buy this car, what you will end up doing is approaching it with your eyes closed as much as possible, just so you don’t have to look at it too much. But the real horror starts inside.

With uneven and unfinished edges as well as plastic sharp enough to cut your skin, the Savvy gives a hint of what we should expect from other developing manufacturing nations (such as China) in the next few years.

My biggest problem with the car is engine noise. There is next to no sound proofing and given the 1.2-litre powerplant struggles, you really have to redline on every gear change if you intend to keep up with traffic.

As I attempted to join the highway, my ear drums were ready to explode from the screaming whine of the engine – this can scare you at first since no engine should sound like Avril Lavign on drugs, but no – its just part of the fun! If you intend to go past 5,000 RPM, make sure you bring some industrial strength ear muffs because you’ll need it!

But wait, there is more, cruise along in 3rd of 4th gear and the second you lift your foot of the accelerator the gear stick vibrates like a race dog trying to shag your leg. So along with unbearable engine noise and the vibrating gear stick, the Proton is not exactly a fun car to drive.

Surely I had a broken car? Nothing can be this bad! I took the car back and kindly informed the lovely gentlemen (who was keen to tell me the Savvy is Lotus inspired) that he owes me a set of new eardrums and a new Savvy.

He decided to come with me so I can point out the problems, he informed me the engine noise is normal, at least for a Malaysian car and as for the vibrating gearstick, “oh yeah that happens in the Gen.2s as well sometimes, it goes away after a while… I wouldn’t worry about it” uha… a car with 150kms on the clock should not have vibrating issues!

In fairness, it’s not ALL bad, the Savvy does have some Lotus blood in it after all. As far as handling goes, it would run circles around the competition (once it gets to speed). Comparing this to the Rio, Swift and Colt, the Savvy is easily the best handling small car. But that’s a small victory in war Proton have already lost.

The stereo is also rather impressive for a $13,990 car. Using a Clarion headunit and worthy speakers, Proton have supplied a very reasonable stereo so that you can overcome the unbearable engine noise.

Why on earth have Proton stuck rear parking sensors to this thing? If you can’t park this, you shouldn’t drive. Rear visibility is very clear and as far as dimensions go, it’s comparable to a micro car! Sure it’s free and yes, why not, but don’t let it persuade you, rear parking sensors in a car this small are pointless!

by Alborz Fallah

2008 Proton Persona Review & Road Test

 

Model Tested:

• 2008 Proton Persona 5-speed manual – $16,990 (RRP)

Love it or hate it, Malaysian car maker Proton isn’t going anywhere. In the past 12 months the company has gone from posting a loss to returning a profit, despite sales of only 1361 vehicles in the first seven months of this year.

What exactly should one think of Proton? Hyundai of the ’80s? On its way to global domination and taking on the big guys? Or a small Asian manufacturer doomed without a global partner.

Having previously driven the Proton Savvy, the thought of driving another Proton was actually intriguing. The Savvy was a lesson in how to not build a car, so I was hoping the Persona would change things around a little bit.

The first thing you’ll notice about the Persona is the looks. It’s actually a good looker, both the front and rear represent a very modern approach to car design. With the Proton badge displayed prominently (and trying its very best to be mistaken for a Lotus).

But that’s not much of an achievement, Proton has never really suffered in the looks category.

Before we start, it’s good to remember, the manual Persona costs all of $16,990, which even by today’s standards is still very cheap for a car this size.

Open the door, take a seat behind the steering wheel and you’ll start wondering if the interior designer for Proton was suffering from vertigo when he signed off on his work. If the random cluster of buttons operating the CD player don’t through you off, then the vertical layout of the air-conditioning controls should do the trick.

The stereo system is made by Blaupunkt, the same company that supplies most Holdens and to its credit, the actual sound quality in the Persona is very decent for a car under $20,000.

While we are talking about the interior, who on earth picked the seat colours?

When I said Proton could resemble Hyundai of the 1980s, I wasn’t literally referring to the ’80s, but the seat colour combination is definitely from another era, and it’s not the future.

The plastic steering wheel is about as comfortable as having a root canal and for a car that comes with no options, it’s simply not good enough. A steering wheel cover would be highly recommended.

My favourite part however, is the easily removable gearknob. Not only does it sometimes vibrate (much like the Savvy), but with absolutely no effort, it spins around. A few attempts were made to secure it back into its original position but alas, I had to do with reverse as my first gear 

 

Before I get on to the engine, it’s best to mention the cruise control. Out of the box, the Persona has no cruise control (even as an option), but our test vehicle was retrofitted with one, sort of. The man from Proton gave me a big fancy explanation were he referred to the cruise control system as ‘experimental’. He then got one of the engineers to unplug it, as it could ‘potentially put the Persona in limp mode’ – right!

Now don’t get me wrong, I am all for going for the underdog, but a blind mechanical engineer invented cruise control systems in 1945, so Proton has had at least 60 years to work it out. Not good enough.

The Persona is powered by a 1.6-litre engine that develops 82kW and 148Nm of torque. That might sound like a reasonable amount of power for a 1.6-litre engine strapped to a car that only weighs 1177kg, but that all changes once you have four adults in the car.

The Persona was loaded with the CarAdvice test crew and driven around our usual hilly testing grounds. Here then, exists the biggest problem with the Persona. You can cover the seats with seat covers, you can buy a steering wheel cover, you can even replace the gearshift lever, but the engine, unfortunately, is integral to the car and a big disappointment.

With just me on board the Persona got around fine, in fact before the test crew got inside, I was considering complementing the engine for its fuel efficiency, but with an extra 300kg on board, the car struggles at best. There were times when second gear was not sufficient to get up hills. If you have a family of four, the Persona might not be up to scratch to get you around in comfort and don’t even think about overtaking on the highway, it just won’t happen.

The engine (which needs 95 RON fuel) was designed with some help from Lotus, for “a more linear torque progression for better acceleration” – right. Better acceleration? Better acceleration than what? The Savvy? The manual Persona gets from 0-100km/h in 12.0 seconds, the automatic is another 2.3 seconds slower still!

The official fuel economy figure of 6.6L/100km is achievable with just the driver, but sit four adults and you’ll be lucky to manage 10.0L/100km, that’s if you don’t go deaf first (or get stuck on a hill).

There is one very noticeable plus to this car, it’s extremely fun to drive! Yes, I said it, a Proton Persona is fun to drive. With no ESC or any form of traction control (I would hate to test drive an ‘experimental’ Proton traction control system), it all comes down to the chassis and despite being driven via the front wheels, the Persona loves corners.

I’d hate to boast about Lotus here, but whatever they have done to this car, it has worked. You can push it around corners as hard as you can push a Golf GTi and it will have no issues keeping up (until you go for the brakes of course). As far as going around corners goes, the Persona is one of the best for under $20,000.

Moving on to safety, passive safety is taken care of by dual front SRS airbags while active safety features include ABS anti-lock four-wheel disc brakes and Electronic Brake Force Distribution (EBD). Unfortunately there is no option for side airbags or ESC.

So by now you are probably wondering why I’ve given the Persona two and a half stars instead of just one, well it’s simple, it’s actually a decent car for the money.

It looks good, it drives well, the stereo is well and truly above average and the interior can be spiced up with a few additions. Sure the engine lacks grunt, but for every day driving with just one or two people in the car it gets the job done. As for the potential quality issues, you can rest easy with the company’s three year, unlimited kilometre factory backed warranty and 24-hour road side assistance.

If you are after something cheap but capable of getting you around, whilst offering the versatility of a medium sized car, this – reasonably priced car – is worth a look.

Specifications:

• Engine: 1597cc S4PH DOHC 16V
• Power: 82kW @ 6000rpm
• Torque: 148m @ 4000rpm
• Transmission: Five-speed manual
• Brakes: Four-wheel disc with ABS & EBD
• Driven Wheels: Front
• Weight: 1177kg
• 0-100km/h: 12 seconds
• Top Speed: 190km/h
• Fuel Type: 95RON unleaded
• Fuel Tank Capacity: 50-litres
• Fuel Consumption: 6.6-litres per 100km (Combined)
• Safety: Dual front airbags
• Warranty: 3-year/unlimited kms