Smart. Sophisticated. Safe. Swift. Sexy. The 5 'S's'....or something.....
2012 TM Barina - Holden's Baby Grows Up.
Now, not just a cheap-cheap, Beep-Beep!
By Mark Cadle
[url]BBDOS CV8[/URL]
16th October 2011
www.gminsidenews.com
Sometimes, it seems you just can't win. The TK Barina Classic, now on runout, is a very-unloved device. One credible daily motoring journo - who in the same article nominated a VE SS Sportswagon as his ideal car - called the TK a blight that tarnished Holden's good name. A quarter-century old, the Barina nameplate has goodwill; the trick is, how do you engage the jaded auto media who are used to writing it off, and convince them your autistic problem child has suddenly become above average?
Enter the new TM Barina aka Sonic in America, Aveo elsewhere. And it is new. It has a new skin - designed with the tastes of international markets in mind, and their standards like pedestrian safety. It happens to be penned by a Czech thirteen-year Holden Design veteran; outposted to Korea. It is the most current snapshot of GM design language. It's a clever hatch that looks like a 3-door. I had to point out to everyone I was showing it to, that it had rear doors!
2 Barinas, Boracay Blue manual, Urban Grey auto - almost two different personalities, surprisingly considering the only diff is the cogbox!
The old one was (is - get the last Classics while they're hot) cheap and had good content, so it was a solid seller - reliable and not expensive to run. It was fairly average in tangibles and intangibles. Grey porridge at best - not fun to drive, not nice to drive, a bit more cheap than cheerful.
The first thing the new version has to conquer is the perception of 'yeah yeah, sure sure'; it will just be a tizzied-up version of the old one - warmed-over grey porridge. Fortunately, nothing could be further from the truth: This one hasn't just been to a Trinny and Susannah makeover. It isn't just the frumpy old one in a halter top, leather mini-skirt and hooker heels. It's brand new. It has a new, rigid, highest-safety-rated shell, much improved driveline and more refined execution and much higher competence.
Manual - positive, light gearshift, positive, light clutch. Matches the positive, light steering that has tons of feedback. Very, very simple to drive; confidence inspiringly-easy. Japanese-quality build, fit and function.
It has to be convincing, but be affordable to build and buy and operate. And this small-car segment is more competitive than ever - even the ordinary entrants (apart from maybe the Chinese) are very good, clever little cars with high safety ratings, increased equipment levels and smartly-priced. So it has to make GM money at a bargain-basement price, but also put a smile on potential buyer's dials. I think they've 95% nailed it.
Yes, I was disappointed at not having the 1.4 turbo of the Cruze SRi and Sonic. But, on the other hand, they've maintained a keenly-competitive price in a balanced package. Like the Cruze before it, there are no major faux-pas, and an awful lot to like about it. I think it's actually a more mature product than Cruze - it is more cohesive and more slick, even though it's lower-priced and equipped.
Auto in Urban Grey
It's faster, smoother, quieter, pollutes less, consumes less and is much nicer to drive than the TK it's replacing. It's even better equipped. It's achieved all this, which you would expect of any Japanese or Euro prestige car but it adds something else the no-sugar, saccharine Japanese and perfect Germans often miss out on - it's actually got a fun 'up-for-it' personality. Every multilane roundabout I hit, doesn't matter what was on the inside, I could almost hear it whispering urgently 'go on, punch it, you know you wanna.....'
An Econobox, not a Penaltybox!
Irrelevant pic time: when picking up the Boracay Blue manual, I saw a familiar face behind Holden HQ's glass alongside the Cruze hatch concept.
It is a fresh and new tech approach: inside and out. The individual headlight bezels (accessory red 'eyeliners' available) and the motorcycle style binnacle are both new and modern-looking, and functional - and draw attention: 'I am different, not just another econobox'.
I bet the individual round lenses are much cheaper to replace than a conventional headlamp if you get a stonechip in one; the analogue tach and digital speedo is extremely readable at a glance and convey all the info you need without clutter. The eyelid above it does a good job of shielding reflected light.
There is no temp gauge (warning lamp), and the fuel gauge is LED segment bars. Both modern and simple, and very practical. When you adjust the reach/rake adjustable wheel, it puts the display in the ideal position to be seen through the small-diameter steering wheel.
Motorcycle-style binnacle reduces individual components, probably reduces cost but improves readability.
My only complaint/criticism of the instruments is the lack of any fuel consumption information in the DIC. I know the car is built to a price, but a 'distance to empty' or average consumption readout would seem to be doable at not much extra, and add the only real thing the average driver would use/need.
It does have a handy shift indicator in the manual - drive sedately, and it flashes an upward arrow with 'shift' written underneath to let you know, presumably as an economy measure, that the engine can cope with a higher gear. This remaps itself according to throttle position i.e. how hard you're accelerating. If you flatten it in the lower gears, it doesn't come on at all. It would help not only a novice driver, I found it useful to let me know how low the engine would lug without damage.
The auto model has 'D-P-R-N' displayed in the instruments in auto mode, if you put it in manu-matic mode you get a large gear-posi indicator next to the tach. Active-Select works well, almost instantly, but I wouldn't bother. The car picks gears better than you can.....
Tangible Improvements and Other Good Stuff
Engine/transmission
DCVCPVoodoChile - whatever the acronyms, it's a cool little mill. Conventional, but solid technology.
The engine is officially a third-gen Family 1 motor. It now features dual continously-variable-timed cams, heat exchanger for coolant and oil to speed warmup but contain excessive temperature, variable intake tract, piston-cooling oil jets, a hyper-sensitive crank position sensor with improved CPU for more accurate timing (shows as smoothness and good pull from nothing), and a raft of minor improvements. The block and head are revised castings, so it too qualifies as all-new, despite similar bore-stroke as the old one.
Redesigned head, block and crankshaft - 11% increase in power, 7 % increase in torque, reduction in Co2 and an improvement in fuel economy. The car now meets Euro V emissions standards.
What doesn't show on paper: it also features quite a nice note, and it's eager to rev (easy to bounce off the limiter - more later) with a meaty midrange. No you won't be badgering 2.0 litre fours, by and large. Well, not new, six-speeders. Older ones are 'doable'.
But it's an eager motor, and hauls the higher mass shell easily. It doesn't run out of puff on hills, and hitting headwinds and a hill with the aircon in is no sweat. The auto shifts down sometimes - but I am sure that is an emissions thing, as the engine is not even straining and losing speed. Bear in mind - it's pulling 2,300 rpm in top at a real 100km/h (104 indicated, in both versions). It's still pulling less than 3,000rpm in fifth.
It isn't as frugal as other cars in the segment, but it's also bigger inside and out, that means unavoidably it's heavier - but it's not just fat. It's well-built with high dynamic ability, but it's also quiet, smooth and yet with high levels of handling and grip considering it's design intent. It's actually about the same physical size as the old Nissan Pulsar.
My 81-y-o mum commented it's easier to get in and out of then my brother's 2010 Mazda 3.
Maximum safety ratings in each jurisdiction it has been tested in. Six airbags, stability and traction control in Barina, all the 'E'-electronic braking aids.
There's a new chassis. Rails run from one end to the other. The whole driveline is held in a six-mount cradle that means less 'float' under the body - less loss of rigidity, better integrity. Most of the structure under the panels is high-strength steel. It's been fundamentally tuned to resonate at a high frequency which reduces boom. New deadening and silent glass contribute to very low ambient noise.
A new, wider track and longer wheelbase with innovations like a hollow anti-rollbar give it a more stable stance. It might be an automotive shopping trolley but it no longer rides and handles like one!
The team working on the car was international and different versions have been rolled out worldwide - indeed were tested on five continents. It has a high beltline for side impact, and space under the bonnet for pedestrian-collision safety. The US model will pass rollover tests. There's no other way nowadays in a global market, global economy. Not on something on which margins are going to be so low, in probably the most competitive segment. The result has great integrity, and measures up very well.
'No Hairdryer for You!'
It's a pity Australia is not - for the moment - to receive a 1.4 iTi SRi version. Holden didn't say no, just not now. Here's hoping - it would be one of the hottest of hot hatches and spawn a whole new cult. The shell would shrug off the extra power, and the underpinnings would provide a great-handling foundation. It would be a licence-loser, without doubt. But the motor it does have is good considering a modest specification, and competitive in the class. 160,000km/ten year cambelt changes, 15,000 km servicing.
With traction/stability off (push and hold TC button for five secs) it will chirp the tyres with a 1500rpm launch. And again into second. The overall gearset is tallish. It would be nice to have a sixspeeder just for the launch and a slightly taller top cog, because it would pull it. But, once rolling, keep it above 2,000rpm and there's plenty of go. It doesn't need six speeds and it's not an enthusiast car, really. Oh well, hang off for the SRi.....
First is tall - it will run almost 60km/h. You can take off in first, then shift to fourth @ 5,000 rpm where it will be @ 1500 around 53km/h. It will then pull quite happily if not rapidly from there - enough to keep up with the flow of traffic. There's a little shift indicator that lights in the display, set to show you where to shift for best economy in each gear. It indicates upshift to 5th on gentle acceleration at 55km/h.
The car will pull 5th quite happily up even a moderate incline at that engine speed. It is very flexible, positive and smooth - not as grunty as a big motor, obviously but happy to lug. I deliberately ran it down to 1,000 rpm or about 35km/h in top, planted it, and it pulled - slowly but smoothly - without fluffing, farting or complaining until about 50, then it became more eager and started accelerating reasonably smartly.
You can pick second coming into 60k corners (that's why I like being able to heel-toe it to blip on downchanges) and if you keep it pegged and are smooth, it rockets through like you're playing WRC or something. Roundabouts - no muss, no fuss. It will pull 100 with only two shifts. 80km/h in top is 2,400rpm, 100 is just shy of 3,000. The speedo is about 4-5% optimistic according to my GP-enabled Smartphone. 61 indicated, 58 actual at a roadworks radar speed-check.
Performance and Economy - 'C'mon, you're kidding, right?'
Well no, actually. Lots of people have been querying the use of the 1.6. 'Why not a 1.8, why not a turbo 1.4?' Because it's more than sufficient. How do I back that up?
OK - Kia claims the manual sixspeed 1.4 Rio will do 0-100 in 11.5 seconds - the 4-speed auto is something like 13.2 secs. They claim 10.2 for the directed injected, turbo, manual 1.6/10.3 for the auto. Kia tests their cars with a 75kg tester - who I bet didn't mind wasting a few trannys in getting these times and likely in perfect conditions. Not on a dodgy backroad to avoid getting busted.....
I weigh 100 and *cough-cough* kilos and didn't want to blot my copybook with Holden by having the car come back on a trailer, so I was kinder to the trans...
My very last run in the manual, I pulled 10.969 secs to 100km/h, with 5.011sec to 60. The second last run was a great launch, but I hit the limiter in second and fluffed the change. But the 0-60 time was 4.013sec......
What that means I think, is for me, the Barina is a 10-second flat car - maybe a very high 9-second with a better driver. Especially if they aren't a lard-ass like me......
The auto will pull 11.1 seconds, run after run with a simple torque-braking to 1200rpm. Either version, competently driven, should kill any 1.4 Rio, and the manual with the Si/SLi, it's a driver's race...... So it has similar performance to other cars in this class. Like the published figures I've seen for the Polo 77TSI.
Observed economy was 8.4 litre/100km fill-fill over 280km in the manual, and 9.0 litre/100km over 237km in the auto. That doesn't sound impressive, but this was only one-each 45km freeway run, all the acceleration tests and a lot of commuting and carparking in the CBD. I was willing myself to get good economy, but my foot kept slipping, honest! Like the Cruze SRi, it's just too much fun to boot!
The Drive
Cruising on the freeway is effortless. It feels like a bigger car - in a good way. The silent glass and good doorseal design mean wind noise is absent. There is only a faint motor sound. Cruise control is handy just to keep you legal, it will run away on downhills, no doubt partly due to a slipperish shape for a hatch.
GM has achieved a minor miracle with this car. Australians might tolerate many things from Holden, but poor-handling and roadholding isn't one of them: it's a prime reason the TK was reviled. It is honestly, hard to concieve a better mix of compliance and competence. You're reminded it's a small car on big whoops, because it pitches and yaws more than a large car - like a rowboat compared to a yacht. But the 15" alloys and widish tyres cope and transmit little turmoil to the cabin.
The steering is light, yet this is one of the most communicative 'talkers' about grip, feedback, understeer I've driven.
Swish new looks - arguably best-in-class. Definitely different to the melted-lozenge look of virtually all the competition.
Balance is near-perfect. This is where the main difference between the auto and manual comes in: you can feel the manual is more direct in steering and feels more responsive; probably just due to slightly less weight in the nose, and the immediacy of throttle response without the auto having to be consulted. It feels like your foot is attached to the throttle butterfly.
That makes the manual feel peppier and more adept in corners. The auto is no slouch - it feels more refined, especially on the open road where it pulls less revs and is smoother and quieter. On sweepers, for a small, light cars, their behaviour is exemplary. Hitting a bathtub-shaped depression braking into an offramp at speed did not unsettle the car at all. Thump-thump and it just carried on in it's previous trajectory.
The really good thing is, if you are the sort of driver who muddles along at 1500-2000 rpm, either car is smooth and refined, comfortable. So it's on par with a lot of cars of bland nature, which boast toaster-like competence and character but have the enjoyment factor of bran grain. But if you like to wind the wick up, either car will smirk at you and say 'Is that all you got?'
Inside Story.
Moved on from the Cruze design, this is a pleasant place to commute. Decent sound system, with some thump. No squeaks/rattles in either testcar, controls feel pleasantly-damped - substantial to the touch.
Seats are fine - similar hard-wearing fabric which sponged clean with soapy water from a sausage-sandwich saucy whoops! They are firm, but nicely shaped backs and plenty supported squabs apart from maybe pipecleaner-legs like MikMak. Rear seat has three headrests and is comfortable for up to late teens. Sound system is at least as good as the system in a Golf Comfortline. Messages from the DIC like 'Passenger Seatbelt Unfastened' appear in the media display. And the cars have Bluetooth, USB, iPod connectivity native.
Interior is hard plastics - as you'd expect in this class. But, they are nicely textured and feel softish! Like touching a snake for the first time - you're amazed it's warm and tactile, rather than slimy and cold.
Folded, the rear seats don't quite go flat, but there's plenty of space under the hatch area. Even with seats up, a couple would get their weekly shopping in the boot. Unless they were the Klumps. It has four-door electric windows with driver lockout for rear windows and doolocks. CD player and radio, phone and volume controls on right steering-wheel spoke, with cruise control on the left.
Marketing and Product Placement.
Holden is pursuing a one-size-fits-all strategy with this car. There are no model trims. There is a five-speed manual available for $16,990 driveaway. The only factory option is automatic @$2000 extra. Then there's a range of dealer-fit accessories like foglamps which are at pretty reasonable prices.
Given the high standard content, this makes sense. It reduces demo inventory for dealers, model inventory for Holden and means buyers in the end will benefit from a lower initial price, but all versions will have a higher retained-value.
How good do I think it is? If I lived inner city, and had to take infrequent country trips, I'd seriously consider owning one. Especially in the blue. It u-turns in a length and a half, parks in the tiniest of spots when the idiots on either side overstep the while line and over-the-shoulder visibility is tops.
I would take one in preferrence to a Cruze CD 1.8 - without question. As an economy car, it will still punch all the buttons the old TK did. But now, it's got refinement, safety, a comprehensive equipment list and a spirited drive to recommend it. I hope Holden will highlight that it is now a fun drive, and won't disappoint drivers who want their car to be more than just cheap to run and reliable.
Another new Holden I don't want to give back tomorrow. Oh well, I'll just have to console myself with the 2012 SV6 I'm getting in exchange.
I think they're going to sell a ton of these. With an SRi, I think a hundredweight more......
Little blue car peeping out from in between people's cars who can't keep to their own bays.
Pros:
- Top-of-the-class safety; equipment not even optionable in competitors.
- Comfortable
- Cheap to buy and maintain
- Smooth and refined
- Interior attractive and well-designed.
- Ergonomics good.
- Excellent open road performance and dynamics for a sub-compact. Feels like a bigger car
- Fun to drive, excellent ride, handling, steering and stability tradeoff.
Cons:
- No turbo 1.4 iTi.
- No trip computer.
- Could be better economy (sixspeed manual, turbo 1.4?).
- They won't give me one.
Price as tested: $16,990 Onroad Australia-wide (manual).
Auto $2000, Prestige Paint $400.
Observed economy: 8.4 litres/100km manual, 9.0 litres/100km auto.
