Archive for November, 2016
As auto manufacturers race against one another to release self driving vehicles, motorists will soon be presented with all types of autonomous driving solutions. With so many options likely to be available, as well as some current models that already claim to offer self driving functionality, motorists should be aware of the technology’s various iterations – namely, the five categories of autonomy as defined by the Society of Automotive Engineers.
Level Zero: This is what we’re already accustom to in today’s vehicles. Vehicles are dependent upon full driver input, with the exception of automatic safety features which are designed to prevent or mitigate the impact of an accident.There is no degree of automation which goes into the driving process.
Levels One and Two: This next band of technology is a step up from complete dependence on drivers, to a system where support is offered to manouevere and adjust the speed of the vehicle. The important feature to distinguish this stage is that it is only support which is offered, as the driver will still need to maintain a connection with the car. In a way, this adds a degree of control and surety when changing lanes and activating cruise control, since prompts will be made to the driver to maintain their focus and thus keep the car operational.
Level Three: This is the threshold at which point the vehicle becomes responsible for controlling the driving functionality, as well as responding to the driving environment. This is also the level at which point motorists may begin to disengage from the vehicle without it shutting down. Motorists may still be required to respond to unforessen events or directional queries, however, by and large the vehicle can navigate more complex driving conditions.
Level Four: The car is now equipped to fully navigate itself and also react as necessary in the event of an emergency. Any human dependence or interaction is limited specifically to the activation process when turning on the system upon ignition, and in an advisory capacity if required for navigation input (e.g. route selection) – rather than requests.
Level Five: The truly driverless vehicle. With level 5 capacity, a vehicle is capable of transporting its occupants without the need for a driver to be present. Similarly, the car may also be used without occupants or a driver as a remote vehicle to collect a person, or instead deliver an item to a specified address.
With Australia’s road laws that govern self driving still resembling something akin to a dog’s breakfast, what’s apparent is that for the higher categories of autonomy to become accepted, not only do we need to see regulatory change but also a sizeable shift in motorists behaviours. Mind you, even the benefits on offer by way of reduced transit times, fewer accidents and cheaper running costs don’t appear to be enough at the moment to convince drivers about the technology’s place in our future society.
Almost as a pre-cursor to self-driving technology, the advent of park assist technology has largely been an unheralded success. As we continue to mull the role autonomous driving will play in the motoring world, park assistance has effectively found its place within the development of today’s vehicles. With that said, if you’re uncertain about a park-assisted vehicle for your next purchase, here’s what you should know to help you make your decision.
The push for park assist technology has stemmed from the day to day frustrations of parking. Forget the dreaded issue of parallel parking –with the metaphorical flick of a switch, you’re all good. You also need not worry about the prospect of a fender bender in a tight spot – after all, computers will control your vehicle’s movements with precision that even the best drivers wouldn’t be able to match.
The technology is not particularly new either, having been in existence for over 15 years. With what is often a simple touch-screen activated system, sensors scan the sides of the road, parking lots, garages and the like in search of spots that a motorist would be able to park their vehicle. Once a vacant parking spot has been identified, a series of sounds and on-screen images will be used to illustrate the particular situation.
At this point the vehicle’s automated system will be engaged, which relies on the power steering system to override the steering wheel and direct the car into position. If the system is used for guidance instead, the screen will display a series of projectories for the driver to use to align the vehicle into the space -designating control to the driver. In either case however, the driver will be required to adjust the throttle to move the vehicle, and will also have the support of cameras.
Because the technology was initially only fitted to high end vehicles, it never gained widespread adoption and struggled to penetrate into the market. Initial iterations of the technology were also cumbersome and clunky, hence it was no surprise to see extensive development in this area. In fact, several generations of the tech were required to iron out the gremlins and make for a more efficient system. And it wasn’t until this system became more optimised that it found its way to a wider slew of vehicles, including all price points. That is to say, no longer is the technology inefficient, nor is it still restricted to luxury cars.
In some ways, the story and development of park assistance technology looks like it could be replicated via the emergence of self driving technology. And when you consider the growing prominence of technology in our daily lives, it’s hardly a surprise we continue to opt for automated solutions and refine them over time for the mass market to embrace.
The people mover…movement…is alive and well here in Australia. Kia’s Carnival has been part of it for some time and the current model that stems from 2015 is regarded as one of the best around. Private Fleet takes on the Kia Carnival Platinum petrol engined edition.Kia’s design team have done the remarkable; they have taken a box and made it not only attractive, but pretty. Although it looks like a box with a snout in profile, there’s enough subtle curves to have you thinking it’s smooth, rounded, not fat and edgy. The design of the tail lights goes a long way to helping that perception, with gently smoothed off edges, the now familiar neon light look at night that Kia has for them, plus the swooping eagle eye headlight and LED driving lights (which give a seriously bad arsed impression from a distance), with the Platinum getting halogen glode lights in each front corner.Kia’s pulled out the stops with the tech; on the keyfob and in two other locations, there’s buttons for there’s remote powered sliding doors. Yes, powered sliding doors. In an overhead position in the cockpit, ala an aircraft, and in the column where the leading edge of the doors meet the cabin are where the buttons lay and they genuinely make entry and exit so much easier. There did appear to be a glitch, in that when the doors were opening before the car started, they would then close upon ignition being engaged. It goes without saying that the rear door is also powered.Driving wise there’s Blind Spot Detection, Forward Collision Avoidance, Lane Departure Warning System, Lane Change Assist, Rear Cross Traffic Alert, Hill Start Assist Control plus there’s LED cabin lighting, Blutooth music streaming, Smart Cruise Control, DVD player (dash only, oddly, as there’s no glass roof to stop a roof mounted screen) and tri-zone aircon, with the front being dual and with separate controls for the rest of the vehicle. Toss in a 360 degree camera system and an LED rear cabin light that doubles as a torch and it’s clear just how smartly thought out this family oriented vehicle is.Motorvation comes from Kia’s 3.3L V6 petrol. It’s a pokey beast, with 206 kilowatts at 6000 revs but peak torque of 336 Nm is at 5200 rpm. Although the engine has torque aplenty below in order to get the two tonne machine up and running, it also means that consumption suffers because of the need for a heavier than neccessary right foot. Consumption around town is a tick below 16 litres of dino juice per 100 kilometres from the huge 80L tank…Consider, as well, a 2000 kilogram towing capacity.Kia fitted 19 inch chrome plated alloys, which complemented the deep metallic black paint on the test vehicle ideally, with 235/55 rubber. Although seemingly a lowish profile, there was enough give in the sidewalls and a touch of extra compliance in the suspension to provide a welcomed plush ride. Body roll was negligible and there was more than enough grip but a touch of understeer in turns, perhaps more to do with the steering rack ratio. On certain road bumps that provide an ideal suspension test, the Carnival refused to bottom out and pogoed only briefly before settling and continuing to waft along.
There’s enough grunt through the front wheels for the Carnival to “chirp” when vigourously launched, even on dry tarmac. Bearing mind its weight, there’s plenty of stopping power, too, with 320 mm vented discs up front and 324 mm solids at the rear. The overall feel of the braking system is fantastic, with plenty of feel and a beautifully weighted pedal, shading its sibling, the Sorento Platinum. Acceleration with a full load? Not leisurely but not rapid and watch the tank drain if you continually fang it.Sitting on a massive 3060 mm wheelbase, it comes as no surprise that there’s more than enough interior room. It’s a full house eight seater, with tilt and slide centre and second row rear seats. Cargo is considerable; even with all seats up there’s 960 L and 2220 L with the third row folded. Kia says there’s a mammoth 4022 litres with the rear seats folded and the centre row centre section removed. Staying with the interior, it’s the high quality we’ve come to expect from Korea, with a pleasing colour mix inside of grey over beige, subtle variations in the texture of the plastics, 3 USB and 12V sockets, a seven inch colour dash display with mechanical dials, drink holders aplenty (ten!! cups and four bottles) although, oddly, a cooling vent in the glovebox but not, logically, in the uppermost storage which was big enough to hold a one litre or so bottle.
There was a huge centre console storage locker as well, which also could have been fitted with cooling. There’s eight way power adjustment for the driver and passenger seats, heating and ventilation (yay!!) PLUS a heated steering wheel…unfortunately, the insert in the wheel itself holds heat from the sun so driving gloves may be an option in some parts of Australia.
Satnav and infotainment is accessed via an eight inch touchscreen; the system itself is user friendly and includes adjustments for the sound system. This one sounded far better than the diesel Carnival reviewed twelve months ago.
At The End Of The Drive.
The Kia Carnival Platinum tested was priced at $63304 driveaway, with the metallic paint paint a $695 option. The range starts at just over $45700. As an option to SUV’s, it stands up admirably. In fact, it is, perhaps, the most complete family car that isn’t a SUV that you can buy. Given the Carnival won drive.com.au’s 2015 People Mover of the Year and has garnered accolades here and overseas, combined with the driving experience, the look and feel, the feature list, the incredibly flexible and capacious interior, and Kia’s unrivalled seven year warranty, put the Carnival Platinum firmly into your list of cars to consider.
Go here: Kia Carnival range for your information on the brilliant alternative to SUV’s.
It was a chalk and cheese moment to hop out of the razor sharp 308 GTi five door hatch and drop into the four door saloon that is the 508 Active. Here’s why.It’s a big car, the 508, at 4830 mm long. However, the wheelbase isn’t that much bigger, at 2817 mm (the GTi is 2620) meaning there’s a bit of overhang. It’s powered by a four cylinder turboed petrol, with 121 kW and 240 Nm of torque. The Active weighs 1410 kilos, meaning the torque is already up against it in regards to moving the 508. The six speed auto is ok, it’s not the smoothest nor the roughest auto around. Using the paddle shifts to have it drop down a gear during hill descents was required, as the transmissions held third or fourth without human intervention.The 508 also suffers from an accelerator pedal that feels as if nothing happens for the first inch or so of downwards travel and then suddenly enages all of the kilowatts available, rather than smoothly counting by the numbers. It has the disconcerting effect of lurching the 508 forward with an appreciable time frame between pressing and motion also apparent. When paused at an intersection this can make all the difference between a safe passage and a pucker moment. There’s Stop/Start tech on board, with the button to disable this in the 508 oddly hidden in the driver’s right knee area…Actual acceleration is smooth once over that hump, with a linear delivery as the 508 sees the ton in 8.9 seconds. For all that, you’ll expect consumption of under 5.0 litres per 100 km for the highway from the large 72L tank. Around town, Peugeot quotes 7.5L/100 km.The brakes have nowhere near the grip expected nor does the pedal have the response. Again, there’s appreciable travel before any sense of bite exists and retardation begins. Even the steering is numb and wooly, with a less than communicative feel to it. The 508’s nose consistently ran wide in T-Junction turns, indicating the ratio for steering isn’t quite ideal.This was noted in traffic, with a softish feel, a spongy feel, and not a lot of feedback. The ride on the 17 inch alloys, with 215/55 Michelin rubber (of course!), is soft, with no leaning towarsd a sporting style, however the damping is finely tuned so there’s no ongoing wallowing once through a series of road ripples.Although it’s the entry level model, with the Allure and GT being both diesel powered, there’s a fair swag of kit on board. Naturally there’s airbags all around, collapsible steering column and brake pedal, cruise control, speed sensitive power steering, rear sensors (no front on the Active), reverse camera, and heated exterior mirrors. There’s even a rear window sunblind, clipped manually to two anchor points in the roof. It misses out on Blind Spot Alert, Hill Start Assist, electric parking brake and four zone climate control.As mentioned, it’s a big car. There’s an 11.9 metre turning circle thanks to the 2817 mm wheelbase, a tidy 1828 mm width (sans mirrors) and stands 1456 mm high. Boot space is huge, at 497 litres, rising to over 1530 litres when the rear seats are lowered. Peugeot’s “claw” tail lights are a standout, bracketing a somewhat too narrow boot load lip, and there’s nicely integrated LED driving lights up front.At The End Of The Drive.
In a way, the 508 suffers from being in the same family as the 308 GTi. Compared back to back after experiencing the lightning fast in response, punchy as a Cassius Clay, five door hatch, the big sedan comes up short in the important of driving a car. The driving part. Yes, there’s a good array of standard features in the sole petrol powered entry in the three tier range but the lack of overall road manners brings the 508’s shortcomings into sharp focus.
To make up your own mind, click here: 2016 Peugeot 508 range
Hot Hatch. Two words that belong to some, are linked to many, but come from just one. Peugeot. The latest iteration of a hot hatch from the French car maker is the 308 GTi. Take a sweetly curved five door hatchback body, insert a grunty 1.6 litre turbo and bolt in a slick shifting six speed manual and there’s the basis of what is one of the most complete cars of its kind going. Peugeot have two GTi versions available, the full house 200 kilowatt (GTi 270) or slightly less manic 184 kilowatt engine (GTi 250). Torque is a level headed 330 Nm spread across nearly 3000 revs. There’s a 53 litre tank on board, however, which makes the quoted 8.1L/100 km around town equte to something like 650 kilometres in range if drivien to achieve that number. Combined it’s 6.0L/100 and for holidaying call it 5.0L/100.These merge to provide a seamless mix of acceleration and driveability, aided by one of the best balanced clutch and gear selectors you can find. There’s plenty of pressure on the pedal, yet not so much that you need a leg of a body builder. The pickup point for the engagement of the gear is roughly mid travel but is balanced so it’s progressive from top to bottom, so there’s feedback all the way. The selector itself has just enough heft, enough spring pressure, to tell the driver there’s something alive there. It’s not loose or floppy nor is it rigid and inflexible or tough that strong arming the change is needed. It’ll ratchet through, a satisfying snick accompanying the movement and, importantly, the gate is so well defined that a racing change gets you to the next slot every time.Peugeot quotes 6.2 and 6.0 seconds for the run to 100 kmh, depending on the engine spec. When given space to do so, the GTi eyeballs the horizon, tells the driver not to blink and then launches the 1200 kilo mass as if a solid rocket booster has been lit. That fluid combination of clutch and gear shift work so wonderfully well as first becomes second becomes third. There’s an enthralling, engaging note from the front and a rasp from the twin exhaust. Hit the Sports button and that changes, with a wider note that adds a harder edge to the sound. It’s a bit of trickery as that extra sensation is fed into the cabin via the sound system…The ride of the GTi is superb; again, Peugeot have found that balance between tight and taut as the car holds on to every ripple and curve in the road without sending messages of warning to the driver. Imagine riding a push bike over mildly unsettled surfaces and having the wheels roll over everything without any bumps banging and crashing through. Having said that, although the GTi is forgiving, it doesn’t tolerate rutted surfaces or broken tarmac. The dampers don’t respond quickly enough and the 308 gets skatey, wriggly as opposed to the flat and normally limpet like grip otherwise exhibited. The 235/35/19 rubber and alloys go a long way to helping that ride and handling mix in the GTi 270 or 225/40/18s on the GTi 250.
The steering is razor sharp, responding to the slightest movement of the smallish steering wheel. Given the average steering stetup is geared towards understeer, it’s a pleasant surprise and defines the market the GTi is looking for. A 2620 mm wheelbase inside the overall 4253 mm length aids the nimbleness of the car.The brakes are the same. So quick is the response to the lightest touch on the brake pedal, it is almost an unreal feeling and defies expectation. There’s a real and instant feeling of slowing, rather than a soft press and a half inch of travel before there’s a semblance of bite. Here, the GTi lets you know straight away that the brakes from Brembo are engaged and that the harder you press the quicker you’ll stop or that if wish just a touch of slowing, a gentle touch is all that’s needed. the GTi 250 gets 330 x 30 mm discs up front, 268 x 12 at the rear. The GTi 270 takes it up a notch, gaining 380 x 32 for the front with the rear staying at 268 x 12.Inside it’s sports seats, a dash that glows red when Sports is selected, touchscreen and Bluetooth tech, a somewhat tame looking colour scheme that belies the ability of the engine. The seats are a measured mix of leather and charcoal cloth with brightwork in the cabin provided by chrome look surrounds for the centre console, binnacle and air vents. The tiller is a combination of vented leather look and non vented, with a red stripe sewn in to mark the twelve o’clock position. You’ll be protected by curtain, side and front airbags, side impact absorbing material in the doors, a collapsible steering column and pretensioning seatbelts.For comfort and cargo there’s auto windows all round, reverse camera, chromatic (auto dimming) rear vision mirror, parking sensors front and rear plus the driver gets an information screen when Sports is selected. For those that choose to buy the five door hatch and carry a little person or two around, there’s ISOFIX mounts for two. A pair of 12V sockets are in place front and rear also. There’s a handy 470 litres of cargo with seats up, increasing to over 1300L when all seats are lowered. Design wise outside it’s a sedate look, with LED driving lights, “claw” tail lights and a GTi specific grille as standard. There’s bespoke sill inserts for the door jambs, a sports diffuser at the rear that houses the twin tipped exhaust and bespoke GTi badging.
At The End Of The Drive.
Mid November 2016 sees driveaway pricing for the GTi 250 at just under $50K. That’s a hefty ask as is the just sub $55K ask for the GTi 270. There’s an enticing eight year warranty for any 2015 model purchased to sweeten the deal though. As a car, the 308 GTi is an outstanding package, almost a complete driver’s car and that’s the strongest point the car makes. It’s a DRIVER’S car, involving the organic element of driving to a level unlike so many road cars. The rapidity of response, the level of response, the feeling of being the final component of a computer that makes it all just work when the final slot is filled and power is turned on brings the driver into play across all levels of ability the Peugeot 308 GTi has.
Drop by this link for more: Peugeot 308 GTi information
So you’ve got your licence – you go, girl! It’s not that long (from Mum and Dad’s point of view) that you were just heading off to school for the first time, so it definitely won’t be long until you will be on your P-plates and really getting some independence.
During this learner licence phase, we’re going to get the basics in place so you become a competent driver who can hold her head up high and won’t give berks an excuse to sneer about women drivers. OK, there will always be some berks who do this, but if you know what you’re doing and you actually are driving well, you can ignore them (and don’t respond – the rule about not feeding the trolls applies to real life as well as on social media).
For a start, I don’t care if your friends are learning to drive in a vehicle with automatic transmission, blind spot monitoring, front and rear parking sensors, cameras and all the rest of it. You won’t be. If you learn to drive on a vehicle that has all the driver aids out there, you won’t learn how to do it for yourself and cope when you buy your first car… which will probably be some second-hand thing from the 1990s or early 2000s that isn’t quite as likely to have any of these things. Yes, this means you will be doing heaps of gear changes up and down the street and the boys from school may see you when you get it wrong… and you will get it wrong occasionally. If they laugh at you, they’re not the sort of guy you want to impress, so just brush them off. Doing it the hard way now will mean that you don’t look or act like a dumb bimbo later.
Before you get behind the wheel, you will hand your cellphone over and remove those high heels. Trainers are fine, but you can’t drive properly in heels. If your outfit requires heels, then change when you get to your destination and don’t wear them when you’re driving. Ditch the flip-flops as well, as they can flip and flop into nasty places, like under the brake pedal so you can’t apply it properly.
Adjust the mirror before you start driving. You should be able to see the road behind you; it’s not for checking your lip gloss.
As well as learning all the basics about driving a car, you are also going to learn a few maintenance basics.
It’s a nasty fact, but there are a few mechanics and similar types who try to rip off women on the grounds that they don’t know anything about mechanics. The more you know about your car and the more you can do yourself, the less likely you are to be ripped off. You will also learn how to change a tyre. If you do get a puncture on a lonely road (or anywhere, really), you want to be the one holding the big heavy metal wheel jack even (or especially) if some guy comes along and offers to help. He may be genuinely trying to help a damsel in distress or he may see you as a vulnerable target. If you have a flat tyre and a guy pulls up and offers to do it for you, smile nicely and tell him “I got it – thanks for the offer.” And keep hold of that jack and your phone just in case he’s a creep.
When the time comes for you to get your P-plates, don’t take it for granted that you’ll be just able to use the family car Shakira-style (whenever and wherever – although you probably think this song is horribly old-fashioned and so yesterday). With privilege comes responsibility, so if you do get the use of our car, you’ll be helping us out either with money for fuel or running errands. We will also be particularly tough on you keeping to the conditions of your licence.
As you learn to drive and start loving it, you may start thinking about what you’d like as a car of your own. Never let anybody tell you that girls don’t drive big bush-bashing 4x4s and vans, or that little hatchbacks are girlie cars. Although cars have names like Megane, Mercedes, Clio and Octavia , they don’t have gender and you can drive what you want to. In any colour you want. In spite of what some people tell you, there is no such thing as a woman’s car or a man’s car. It’s not like bikes, where seat style and frame style make things awkward for skirts or knackers. Cars are built for all humans.
Now grab those keys and let’s get driving!
* The majority of the advice in this article applies to guys as well (although the bits about lip gloss and high heels may not be applicable). It’s just that my daughter did just get her learner’s licence last week. Tailor it to your situation as applicable.
Tesla‘s commitment to its electric car supercharging network is getting further boost, with the announcement of a station to be installed at Heatherbrae‘s Motto Farm, near Newcastle on NSW’s central coast. It’s a popular spot, with cafe’, bar, motel and also well known for their award winning pies. Further north, near Erina and Lismore, is Macadamia Castle, in Knockrow. This location is also well backed for driver enjoyment, with an animal park, cafe’ and a fine foods retail location. Both bays will have six recharging points and will assist Tesla drivers heading north from Sydney to Brisbane and those travelling in reverse direction. Tesla is not done with this route, as they intend to install more more recharge point at a yet to be disclosed location.
Tesla is also undertaking a build for those heading west between Melbourne and Adelaide. The regional town of Wendouree, near the historic gold mining town of Ballarat, will also receive a six bay recharging staion. To be sited at the main shopping centre, this offers drivers the chance to have some retail therapy whilst thirty minutes worth of charging adds 270 kilometres of range.
Tesla Australia says: Tesla Superchargers charge Model S in minutes instead of hours. If you have purchased and taken delivery of your Model S or Model X prior to April 2017 you can charge for free for the life of your vehicle. For any new vehicle delivered after April 2017, 400kWh of free Supercharging credits (roughly 1,600 kms) will be included annually so that all owners can continue to enjoy free Supercharging during travel. Beyond that, there will be a small fee to Supercharge which will be charged incrementally and cost less than the price of filling up a comparable gas car. All cars will continue to come standard with the onboard hardware required for Supercharging.
The ability to quick charge, allows easy long-distance travel long along well-travelled highways around the world. The Tesla Supercharger is substantially more powerful than any existing charging technology, providing up to 120 kilowatts of power and 270 km of range in 30 minutes.
Supercharger stations are strategically placed to allow owners to drive from station to station with minimal stops. Stations are located near amenities like roadside diners, cafes, and shopping centres so road trippers can stop for a quick meal and have their Model S charged by the time they’re done.
Since announcing the technology in late 2012, Tesla has deployed 734 Supercharger Stations and more than 4,605 Superchargers worldwide, making it the fastest-growing fast-charging network in the world. For all Supercharger locations, visit: http://www.teslamotors.com/en_AU/supercharger
Lamborghini have announced the release of the drop top Huracán rear-wheel drive Spyder and to be priced at $429000 plus ORCs (on road costs). To distinguish the Spyder from its all wheel drive brethren, a redesigned front and rear will feature.
The 580 hp engine, mounted inside a car that weighs just 1509 kilograms, sends power to the rear axle via the Lamborghini Doppia Frizione (LDF) seven-speed dual clutch automatic transmission. Along with a 2.9 kilogram per horsepower to weight ratio, the Spyder will see a top speed of 319 kmh and pass the ton in just 3.6 seconds.The chassis is a hybrid of aluminuim and carbon fibre, with the suspension of coil springs and anti roll bars a modified mix for the two wheel drive. Also, the electronically assisted steering and optional Lamborghini Dynamic Steering (LDS) have been fettled for the two wheel drive convertible, and the Spyder is loaded with the Lamborghini Piattaforma Inerziale (LPI), the sensor system that Lamborghini places in the car’s centre of gravity and tracks the Spyder’s 3D movements.The roof itself will fold, at speeds of up to 50 kmh, in 17 seconds and is designed to be part of the balance the Spyder has. When the roof is down, two fins rise up to aid in air flow, feeding cooling air through to the 5.2 litre engine which is covered by a Spyder specific designed bonnet. The car also receives specially designed, for the rear wheel drive Spyder, 19 inch Pirelli PZero tyres, with braking provided by specially designed steel items and aluminuim brake disc pots. The redesigned front also features redesigned air intakes to redirect cooling air over those brakes plus increase front axle down pressure.
The rear-wheel drive Huracán Spyder goes on sale from January, 2017.
(Information provided by Heath Walker at Tesla Australia and Kelly Drew at Origin Agency)
Citroën first released the Picasso in 2009 and have released two updated models in 2015, the Picasso (five seater) and Grand Picasso (seven seater). Rebodied, revamped, and re-engined, A Wheel Thing wonders why there’s not more of them on the road.The version tested, the five seat version, came with a 1.6 litre tubo four, with peak power of 121 kilowatts, albeit at a high 6000 rpm. What’s important is the torques, all 240 of ’em, at 1400 rpm, driving a six speed auto. It endows the the Picasso with useable driveability, just what you need in a five seater family mover. It’s fitted with Stop/Star tech, which is a thing that doesn’t really float A Wheel Thing’s boat, as it has a tendency to add a vital second to getting the car under way. What Citroën says it does is give the Picasso a 5.6L per 100 kilometre fuel economy (combined cycle). The gearbox itself is slick, shifting smoothly under light load and giving a sportsman like performance when pushed. The downside? Where the selector lever has been placed. Think old style column shift where the lever was on the dash and that’s where Citroën have placed it. It’s on the upper right quadrant of the steering wheel mounted dash (the actual driver’s binnacle is centre mounted) and when moving the lever for the wipers it was all too easy to hit the gear selector as well.It’s a pretty interior, it must be said. It’s light, bright, airy, spacy, with a cool mix of black and beige leather, an option over the standard black and grey cloth or the other optional black cloth/grey leather. Don’t think it doesn’t look good because the dreaded word “beige” is mentioned, because it suits the car admirably.
The driver and passenger seats have fold out tables in the back (part of the “Lounge” option pack), along with a cargo net storage section below, and there’s massage functions fitted as well. Yes, they work, but wouldn’t be advised for tired drivers. The rear seats are individually mounted, allowing superb personalisation and flexibility.Citroën being Citroën, they throw in a quirk or two and it’s the location of the dash display. It’s in the centre of the dash, and is a LCD screen of 12 inches in size. It’s a touch screen, housing satnav, information such as guidelines when reversing, an unusual look in that there’s an almost window pane style at times and, thankfully, it all works well. Just underneath is a seven inch screen, housing the audio and thankfully again, there’s DAB or digital radio. I say thankfully because the range of stations you suddenly find yourself presented with makes for an interesting drive when cycling through all the options for tunes…
The Picasso also gets a full glass roof. It adds to the feeling of spaciousness and adds an extra element to the ambience when it’s raining. There’s a translucent material that rolls back and forth at the touch of a roof mounted jog dial, giving wannabe pilots a semblance of being in a cabin by reaching up, instead of pressing a dash button.Outside, the Picasso draws clear design cues from the C4 upon which it is based. There’s a huge glass area all around, including ahead of the driver and passenger to the right and left. There’s a bluff nose which transmutes quickly into a steeply sloping windscreen and a curvaceous roofline that tapers, when seen from above, towards the tail in an almost teardrop line. It’d stylish, chic and lends the Picasso to having a real visual presence. The LED running lights sited above the headlights enhance that further, as do the LED tail lights in the powered tailgate.Citroën have done a sensational job in the packaging; the Picasso is just 4428 mm in total length, rolls on a 2785 mm wheelbase (and 205/55/17s as standard, with 225/45/18s as an option) plus has a rear overhang of 764 mm from the rear axle line, providing 630 litres of cargo that increases to 1851 when all seats are flat. Speaking of seats, the headrests shy away from the tradition flat pack cushion style, instead opting for a sports seats style, wrapping around the noggin.One of the joyous things about the Picasso is its ride. Naturally biased towards comfort, it’s nevertheless not so soft that it ever feels spongy or wallowy. It’s in fact quite the opposite, with a suspension tune that somehow almost seems sporty without the tight and taut characteristics. You can hustle the Picasso around as if it’s a smaller and more nimble car without it feeling as if it’s top heavy. You can press the go pedal and have only a moment’s hesitation before you get under way and the brakes are the same, with just a touch of travel at the top of the pedal before it tells you the grip is gentle and will tighten the harder you press. Hit a bump and there’s a fall and rise and settle, there’s no ongoing movement but an acknowledgement of an intrusion that is dispatched immediately.At The End Of The Drive.
At the time of writing, November 2016, there’s a driveaway price of $39990, identical to a price in 2010 when A Wheel Thing was also a vehicle salesman. Then it was good value, but with the complimentary Tech Pack which is worth a cool five thousand large, (Xenon headlights, Electric tailgate, Adaptive cruise control, Electrochrome rear view mirror, Lane departure warning, Smart beam function, Collision avoidance alert and Active seat belts) it’s sensational value now. With room aplenty, a poky engine and a fluid chassis, it really is a wonder why there’s not more of the Picassos around.
For more info, a pricing calculator and a test drive link, go here: 2016 Citroen Picasso
Suzuki has brought back a name from the past, the Baleno, and there’s two models to play with. The GL and GLX Turbo are what you can buy. A Wheel Thing took home the GLX Turbo.Both models are physically identical in dimensions, with a compact 3995 mm overall length. Inside that is a 2520 mm wheelbase, providing a spacious cabin and an engine bay to hold the 1.0L Boosterjet turbo three cylinder engine. Yep, a turboed three potter. It’s got an unusual and engaging thrum, this little banger, pumping out a handy 82 kilowatts at 5500 rpm. More impressively, there’s 160 torques from 1500 through to 4000, via a six speed auto and will haul the 975 kg (kerb) charmer along without stress. Along the way, it’ll average a nice 5.2L per 100 km from the 37 litre tank.The Baleno GLX Turbo’s strength is that engine. It’s a delight to listen to and begs to be revved hard on the freeways. Around town it’s flexible, willing, and responsive to the questions a driver asks. The auto is slightly less compliant, with some hesitation on upchanges. It’ll also hold ratios on downhill runs and will willingly slip from sixth to fifth to fourth before staying there without any driver involvement. Oddly, there’s no manual mode and, as a result, no steering column paddle shifts.The interior is the weak point of what could and should be a sporty themed car, given the verve of the engine. Flat, slabby, unsupportive seats, cheap and tacky looking silvered plastic trim and lurid red backlighting contrast with the cobalt blue dash lighting on a 4.2 inch LCD screen and the almost coronal look the dials have with that lighting. Although the switchgear is reasonably laid out, the low budget look for the interior disappoints.There’s also far too much road noise from the 185/55/16 rubber, regardless of road surface. The smoothest roads have the noise level as marginal at best, and coarse chip roads make radio listening and cabin conversations almost impossible. Again, given the aural appeal of the three banger and the sheer enjoyment in the drive of it that the engine imbues, it’s a disappointment.To sharpen the edge, Suzuki do offer a good range of standard equipment, including dusk sensing HID projector headlights, Hill Hold Control, satnav via a touchscreen, voice command and Apple CarPlay. CD Player? Why, no sir, get with the times, as today’s modern lad or ladette stream music via Bluetooth. The touchscreen is the same as found in the Vitara, for example, and it’s a simple, easy, intuitive setup. The leather clad steerer has a good heft and feel, houses Bluetooth and cruise, plus has a quick enough steering rack ratio to imbue enough of a sporty feel that it backs up the driveline and chassis.It’s a tried and true combo, the MacPherson strut/torsion beam mix. The spring rates are such that there’s minimal body roll, a generous level of compliance and comfort tuned in, an easily controllable amount of understeer in a sharp turn by using the throttle judiciously, feathering power into the front wheels. But to give the Baleno GLX its head is a delight; that throaty warble from the three cylinder matches up with the surprising acceleration, combining to delight the senses and the soul of a true driver. It’ll hunker down, it feels, and exhibit some handling traits that are engaging and, frankly, fun to have.Outside, the Baleno both harkens back to the original and brings along its own sense of style. A smooth, fluidic, and elegant profile hides a sensible and usable 355 litres of cargo (with a space saver spare) that increases to 756 Lwhen you fold the rear pews. With a smooth mix of angles and curves at the front, including DRLs whilst the rear also tags the memory with largish tail lights it’s an attractive looking prospect. Inside and out you’ll find six airbags (both cars miss out on a seemingly mandatory nowadays kneebag), Electronic Stability Control (that’s well balanced with only the occasional feel of the electronics tugging the car back into line), keyless Start/Stop and reverse camera as standard. However, there’s no rain sensing wipers nor, surprisingly, do you get parking sensors, front or rear.It’s surprising how much room Suzuki have engineered in, given the compact size. It’s under four metres in length (3995 mm), has an overall width of 1745 mm and rolls on a 2520 mm wheelbase. Although Suzuki haven’t quoted interior dimensions, be assured that for four adults it’s fine.At The End Of The Drive.
Suzuki’s badly needed renaissance continues with the dual Baleno range and the GLX Turbo stands as an example of how the brand has reinvented itself so successfully. Against competitors such as the Cerato, i30 or Corolla, it’s better than a worthy contender as a driver’s car. However, the ride noise and the iffish interior (except for that eyecatching dash dial colour mix) unfortunately bring the Baleno’s overall allure down a notch. A three year/100K kiloemtre warranty is also standard but also behind some competitors. However, the range does start at $16990 driveaway and thats definitely worthy of checking out.For more info and to book a test drive, go here:2016 Suzuki Baleno range and info
Contact Private Fleet to see what we can do for you on price.
Tons of research is being done in the area of producing biofuels, even if you might not know this when you go to fill up your vehicle. Heck, there’s whole scientific journals – several of them, in fact – dedicated to researching biofuels. A lot of them cover obscure and hard to understand topics, like research to find particular bacteria that are capable of breaking down wood mass so it can be turned into ethanol, but someone’s got to do all the fiddly research if we want something sustainable to put into our cars.
Nevertheless, there are still quite a lot of misconceptions out there to do with biofuels. Biofuels Association Australia, among other people, are doing their bit to educate the public and expose these myths for what they are. Some of these things might have been true in the past but all that research has changed things – but general thinking doesn’t seem to have caught up.
Here’s a handful of these myths that we need to say goodbye to. How many are you guilty of believing?
Myth #1: E10 and similar biofuel blends won’t work in my car.
The truth: If your vehicle was made after 1986 and can run on regular unleaded petrol (91RON), it can run on an E10 blend (that’s 10% ethanol mixed with the petrol) without any hassles. Higher proportions of ethanol and cars that need 95RON or 98RON may be another story and you’ll need to talk to the manufacturers or the petrol companies about whether this will be OK. If you’re not sure about your car and whether it can run on E10, check it out on the E10 OK website https://e10ok.initiatives.qld.gov.au/. (If you’ve got a diesel engine, we can tell you right away that no, you can’t use E10. E10 is petrol. Look into biodiesel instead.)
Myth #2: You have to convert your car before you can use biofuels.
The truth: Once again, if your car was made after 1986 and can run on regular 91RON unleaded, it can take E10 without any hassles. The same goes for your lawnmower, your truck, your motorbike, your boat – anything with an engine.
Myth #3: Biofuels aren’t all that hot for sustainability because they compete with food crops for water, land and fertiliser.
The truth: This can be the case with biodiesel that’s sourced from corn oil. However, the big push these days is to make the most of waste products from the food industry, such as leftover pulp and residues from Australia’s famous sugar industry, wood chips from papermaking, brewery residues, etc., etc. In the biodiesel department, they know that the competing resources issue is a problem, so they’re doing things like researching crops that produce food and biofuel feedstock at the same time, biofuel crops that grow on land that’s no good for food or that can cope with less water, and algae that grow happily in your local sewage pond.
Myth #4: Biofuels cause deforestation.
The truth: For a start off, this certainly isn’t the case here Down Under, as the waste from the sugar industry keeps up a good supply of ethanol. As a matter of fact, this is also the case in Brazil, which also has a big sugar industry – no, they’re not cutting down vast tracts of the Amazon to grow biofuel stocks. To be fair, they may have cut a bit down a long time ago, but most of Brazil’s sugar industry is located a long way from the Amazon. It’s kind of like saying that Queensland’s sugar industry is causing deforestation in Kakadu National Park in Northern Territory – Brazil has about a million square kilometres than Australia, don’t forget.
OK, if you want to get really technical, some of the industries that produce the waste that gets used to make ethanol may have cut down bits of forest that they shouldn’t. However, it’s not the biofuel that’s to blame here but the original industry.
Myth #5: My vehicle won’t have as much power if I use an ethanol blend in it.
The truth: Actually, ethanol has a higher octane rating than petrol, according to Biofuels Association Australia, so you may end up getting more power instead of less with a biofuel blend.
Myth #6: Biodiesel is hard on fuel lines and gaskets.
The truth: this will depend on how old your car is and what your fuel lines are made of. If your vehicle is on the older side and/or you’ve got rubber gaskets and fuel lines, biodiesel will attack the rubber, as it’s a stronger solvent than fossil fuel-sourced diesel. Have a wee chat with your mechanic to see what the innards of your vehicle are made of – if they’re not rubber, you should be all good.
To find out more about biofuels in Australia at the moment and find out the latest, have a browse around the Biofuels Association Australia website (http://biofuelsassociation.com.au/).