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Archive for November, 2016

Tesla Extends Range And Lamborghini Goes Topless.

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. Tesla chargerThis 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.teslasupercharger2016

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

454795_Huracan Spyder RWD 3-4 FrontLamborghini 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.454799_Huracan Spyder RWD Front

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.454802_Huracan Spyder RWD Profile OpenThe 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.454798_Huracan Spyder RWD 3-4 RearThe 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, 2017.454800_Huracan Spyder RWD Interior

(Information provided by Heath Walker at Tesla Australia and Kelly Drew at Origin Agency) http://credit-n.ru/offers-zaim/srochnodengi-online-zaymi.html

2016 Citroën Picasso: Private Fleet Car Review

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 http://credit-n.ru/offers-zaim/turbozaim-zaimy-online-bez-otkazov.html

2017 Suzuki Baleno GLX Turbo: Private Fleet Car Review.

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. http://credit-n.ru/offers-zaim/vashi-dengi-zaim.html

A Few Biofuel Myths Busted

E10Tons 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/).

 

 

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