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Archive for May, 2019

Getting It Right In A Roundabout Way.

Using an indicator seems to be the ONE major issue that the overwhelming majority of Australian drivers have. Pulling away from a curb, merging lanes, entering and exiting roundabouts, the little bit of flash seems to elude drivers on Aussie roads.
From the NSW Roads and Maritime Services website are the following regulations for indicating at a traditional four point roundabout.
Turning left: On your approach to a roundabout you must select the left lane, signal left, stay in the left lane to exit.

Going straight ahead: Do not signal when approaching the roundabout but always signal left before exiting a roundabout.
You may approach the roundabout from either left or right lanes (unless there are road markings with other instructions), drive in the same lane through the roundabout and exit in the same lane.

Turning right: On your approach, to a roundabout you must select the right lane, signal right, stay in the right lane and signal left before exiting into the right lane.

Making a U-turn: When you use the roundabout to make a U-turn on your approach signal right from the right lane, stay in the right lane, but signal left before exiting into the right lane.

Exiting a roundabout: If practical, you must always signal left when exiting a roundabout.

In many areas of Australia a three point roundabout can be found. It’s here that one part of the where to indicate equation isn’t really pushed as a safety measure. Once listed as a “complex roundabout” the regulations are to indicate in which direction you wish to go to then indicate left to exit, especially if making a major direction change as per the design.  Here, though, the overwhelming majority of drivers coming into the roundabout from the right hand side and wish to continue to the left, do NOT, as per the regulations signal their intentions. Quite a few do not indicate from the lower left to the top left, nor from the lower left to the right hand side.

From the W.A Government’s site when it comes to merging: Always use your indicator to signal your intentions to other drivers when merging; Keep a safe distance between your vehicle and the vehicle in front of you and take turns to merge if there are long lines of merging traffic; You need to match the legal speed of the road you’re merging into. Again this part of the road safety argument is forgotten.  Finally, when parents that have themselves not had a driving lesson in ten twenty, thirty or more years and have accumulated a lifetime of bad driving habits are in a car with a L plater, and fail to have them adhere to the same basic laws, then our roads will continue to not see the zero level our governments purport to seek.

The Legend Returns: Toyota Supra Prices Confirmed.

It’s a good thing when rumours persist and become fact. So it is with the Toyota Supra, reborn for the 21st Century. Toyota Australia has confirmed the release and the associated dollars required. There will be two trim levels, GT and GTS, and initially will be available via a process of online reservations via this link: https://www.toyota.com.au/all-new-supra. The online on-sale date is June 19.

Starting price for the new Supra, powered by a 500Nm/250kW BMW-sourced straight six, is $84,900 plus on road costs for the GT. The GTS starts at $94,900. The online order process is due to one simple reason: allocation for Australia for the next twelve months is just 300 units.The website will use a random allocation process for fairness in regards to the online expressions of interest, with 100 customers initially getting the green light from the thousands already lodged with dealers. Sean Hanley, Toyota’s vice president of sales and of marketing says: “”The new centralised online sales process handled by a dedicated Supra concierge will ensure we keep customers updated at every step of the way and provide a bespoke and very personal experience, which is fitting for a vehicle of the Supra’s calibre.”
Those selected will received a follow up phone call from a dedicated Toyota Supra representative to advise them of their successful registration. From here they’ll be taken through a process to finalise the order, with first deliveries currently scheduled for September. For those that miss out, there will be repeat ballots and they’ll be timed to be released with forthcoming vehicle availability.

The car itself is looking to be a well featured and potent machine. The BMW six is a twin scroll unit, driving the rear wheels, and power goes through a launch mode enable eight speed auto. Expected zero to license losing time is 4.4 seconds. Adaptive suspension and an active diff will add to the sporting prowess.Toyota’s Safety Sense system is standard. Pre-collision sensing with pedestrian and cyclist detection, active cruise control, lane departure warning, and traffic sign recognition are a big part of the bundle. Seven airbags, blind spot monitor, and rear cross traffic alert are also standard.

The GT has 18 inch alloys, with the GTS going to 19s. A Head Up Display, 12 speaker JBL sound system, and a higher level of braking get added to the GTS. Common equipment is a wireless charging pad, eight way powered front seats for the driver and passenger which will be clad in leather accented trim. The GTS will also have a pair of $2,500 options, being a full Alcantara trim, and a GTS specific gret paint. The exterior colours themselves were put to a naming vote. With a likelihood of many Supras seeing track action, the names reflect motorsport’s finest. Fuji White, Suzuka Silver, Goodwood Grey, Monza Red, Silverstone Yellow, Le Mans Blue, and Bathurst Black will be the options.
Sean Hanley says of the Supra: “I am certain anyone who experiences it will appreciate the engineering, passion and precision that has gone into building what we believe is one of the best value, most engaging drivers’ cars on sale in the world today.”

 

Car Review: 2019 Hyundai Kona Highlander & 2019 Hyundai Tucson Elite.Private Fleet

This Car Review Is About: A pair of SUVs from Korean goliath, Hyundai. It’s great to have to Hyundai back in the garage, and the two cars reviewed, Kona and Tucson, show the direction of one section of the car market. The Kona was the highest trim level, the Highlander, with the Tucson a mid level trim, the Elite. Kona comes in four trim levels with the conventional, non-electric, powertrain. There is Kona Go, Kona Active, Kona Elite, and Kona Highlander. There is also the limited edition “Iron Man” version. Tucson is Go, Active X, Elite, Special Edition, and Highlander.

Under The Bonnet Is: A choice of turbo or non-turbo engine. The Highlander spec Kona came with the Atkinson cycle 2.0L that drives the front wheels, the turbo is AWD. 110kW and 180Nm are the peak power and torque outputs, at 6,200rpm and 4,500rpm. The Elite came with the same capacity engine and front driven wheels, but slightly uprated in regards to power and torque, at 122kW and 205Nm, which are available at 6,200rpm and 4,000rpm. Tucson also has the 1.6L/AWD, and adds AWD to a 2.0L diesel.Both cars run E10 compatible fuel systems and are EURO 5 compliant. Transmission for the 2WD Kona is a six speed auto, as is the Tucson. The Elite Tucson is available with the diesel and 1.6L petrol, which gain an eight speed auto and seven speed dual clutch auto respectively.Consumption for the Kona is rated as 7.2L/100km for the combined, 9.7L/100km for the city, and just 5.8L/100km on the highway cycle. In 2.0L and 6 speed auto trim, the Tucson has 7.9L/100km combined, 11.0L/100km in the city cycle, and a reasonable 6.1L/100km for the highway. Weights are 1,290kg (dry) to 1,383kg for the Kona, with Tucson ranging from 1,490kg (dry) to 1,590kg.

On The Inside Is: A really funky interior for the Kona Highlander, a restrained and functional interior for the Tucson. Highlander spec for the Kona sees the body colour added to the piping on the seats, colour coordinated seatbelts, the air-vent surrounds, and gear selector surround. As the test car came in a colour called Lime Twist it makes for a very eye-catching look.The Tucson Elite review car had mocha coloured seats and an otherwise standard looking interior. There are notable similarities between the two in respect to the layout of the dash, and a couple of of differences. The Tucson, for example, has two separate buttons for fresh and recirculating, whereas the Kona uses one. The Kona also goes for a Head Up Display, accompanied by a slight buzz as it rises monolithically out of the top of the driver’s binnacle. The actual dash designs are different; the Kona is at odds with the sharp and edgy exterior design by having a flowing, organic, dash. The Tucson is a more traditional look, with a flatter profile and has air vents at either end that are reminiscent of an American classic car’s rear end.Kona Highlander has dials for both fan speed and temperature, Tucson Elite has a separate pair of tabs for fan speed, and two dials for individual front seat temperatures. Naturally the Kona offers venting and heating for the front seats but the Elite offers neither., even with perforations in the seat materials. Kona Highlander has a wireless smartphone charge pad, two USB ports up front, with Tucson Elite having a sole USB port front and rear.Headroom is identical, at 1,005mm up front, and virtually the same at 961mm for the Kona, 963mm for Tucson in the rear. Front seat legroom is lineball with Kona scoring 1,054mm for the front, Tucson 1,053mm in the front, with the shorter overall Kona losing out in the rear leg room stakes. It’s 880mm to 970mm. Shoulder room for the Kona is 1,410mm/1,385mm front and rear, whilst the Tucson has 1,450mm/1,410mm. Load up the rear and the Kona has 361L/1,143L to the Tucson’s 488L/1,478L. Both have steering wheel controls for audio, dash screen information, Bluetooth phone connection and voice activation, with both looking virtually identical. the driver’s displays are the same, and the upper centre dash for both is where the touchscreens for audio, satnav, and more are found. There are minimal design differences between the two, and both have screens that are a delight to use in their looks, simplicity of usage, and layout. Both have the almost mandatory apps including Android Auto, Apple CarPlay, and DAB audio.

On The Outside It’s: Revolution and evolution. The Kona is one of the new breed of small SUVs that are supplementing the medium and large SUV segments. The marketing for the Kona is aimed at the younger demographic and the design of the Kona itself is of an appeal to the same. Kona eschews the traditional front end design of upper mounted headlights and replaces them with LED daytime running lights. the headlights themselves are mid mounted, with the lower centre air intake featuring conventionally powered lights, with cornering lamps also up front. The rear has LEDs in the Highlander, with separate clusters for the reverse and indicators. Tucson is in its second generation and has been given a refinement front and rear. The LED DRL strips are now set as “eyebrows” to the headlights, rather than being located in the lower front quarters. The grille and headlights are reprofiled, there are new wheel designs, and the rear has been subtly reprofiled from the originals slightly bulbous shape, and the horizontal line in the lower third of the rear door has been deleted. Both have the durable black polyurethane body mouldings for soft-roading protection and visual appeal.

Rubber for the Highlander is 235/45 on 18 inch alloys, with the tyres from Hankook. The Tucson is slightly smaller in width at 225/55/18, with Kumho the supplier here.

On The Road It’s: A bit chalk and cheese. Although the Highlander is no heavyweight, the high rev point for the peak torque means off-the-line mojo isn’t great with the 2.0L non-turbo. Patience is required and any move from a stop sign before going into oncoming traffic needs to be well judged. Rolling acceleration isn’t fantastic but it’s nice enough and builds in a linear fashion.

The Tucson Elite is more spritely, more responsive from the start. Although it was the non-turbo engine, the performance was definitely more engaging and sparkling. Peak torque is higher in numbers and lower in the rev range, so the cogs can deliver the torque more efficiently, it seems.

Both exhibit well mannered on-road credentials. The Highlander is harder in the suspension, with a notably tighter ride across all tarmac surfaces. Steering initially felt like twisting a thick rubber rope, the Tucson lighter and easier to deal with daily. The Kona eventually felt as much of an extension as the Tucson. Braking in both was balanced, progressive, and although not instant in response from a press of the pedal, could be judged perfectly as the pedal went down.

The Tucson had an opportunity to show off its soft-road ability with a long drive in a national park and on gravel roads. Up front, the ABS calibration definitely errs towards a tarmac bias. Some of the roads are just wide enough to allow two vehicles to pass at low speed safely, and occasionally the Tucson’s stopping ability into a certain section was called upon. There was no lack of control, the car went straight ahead, and once or twice the pressure was such to engage the emergency flashers.

On the rutted surfaces the suspension was tuned well enough that body control was solid. There was little noise intrusion, and the suspension transmitted little of the jiggles through. The front end felt connected to the front and even when provoked somehow managed to keep understeer to a minimum.

The Safety Systems Are: Quite solid in both. The Hyundai SafetySense package in the Kona Highlander is shared with Kona Elite, and included Forward Collision Alert with Pedestrian and Car avoidance, Rear Cross Traffic Alert, Lanbe Keep Assist, and six airbags. In Tucson trim, the Elite gets these but they’re an option below. The Lane Keep Assist is perhaps a bit aggressive, with a non-subtle tugging of the wheel in the driver’s hands as it works to centralise the cars in a lane. And The Warranty Is: Five years/unlimited kilometres is the current Hyundai package. 12 months worth of roadside assistance is included at purchase, the first service is free. Hyundai also offer a Lifetime Service Plan, and your local Hyundai dealer can explain how that works in more detail. There is also the Hyundai AutoLink app, and it looks pretty cool to play with. It’s a multi-function monitor system that transfers info from the car to a smartphone, allowing tyre pressure checks, fuel and battery status, even driving time.

At The End Of The Drive. The growth of the SUV market seems almost unstoppable. Here, a major world player offers a small and medium sized option, with the Santa Fe at the top of the tree. The Kona and its marketing seem to be ideal for a clientele in the 20-30 year old demographic, and potentially a sing;e or couple with no children. The Tucson goes towards the mid 20s and upwards, and with one child at least.

Neither are horrible to live with and certainly the Kona became easier to understand in how to drive it as the week progressed. the Tucson, in comparison, was like strapping on a familiar set of boots, partly because I was involved in the original model’s launch program. The fact that the room up front is identical and really not that much different for the rear seat speaks volumes for the overall design and packaging of the Kona.

On a tech level the Kona Highlander has the HUD to offer, and for those that don’t wish to use it there is a switch that lowers the screen. Dynamically the Tucson comes out as the winner, but a trim-for-trim comparison would provide a more apt comparison. In either respect, Hyundai kicks goals as a car brand to aspire to, and the “N” series of i30 is certainly highly regarded.
2019 Hyundai Tucson range and 2019 Hyundai Kona range info is available in more detail via these two links.

Isn’t It Ioniq, Part 2.

Hyundai recently released details of upgrades to its electric and hybrid small car, the Ioniq. It’s available as a hybrid, a plug in hybrid, and full battery pack power system.
The fully electric version has had the battery capacity upgraded, which brings with it a range increase. It’s up from 28.0kWh to 38.3kWh, with a new mooted top range of 294km. Power and torque are rated as 100kW and 294Nm. The on-board charger has also been uprated, with an increase to 7.2kW from 6.6kW. This enable a charge to 80% from empty in approximately 54 minutes.

Ioniq Hybrid has been given a 32kW/170Nm permanent magnet motor for the rear axle, with partial power from a 1.56kWh made from a lithium-ion-polymer battery. The PHEV delivers 44.5kW, with peak torque of 170Nm. The battery pack is a 8.9kWh lithium-ion-polymer battery and backs up the 1.6L direct injection petrol engine. 103.6kW and 265Nm are the combined capacities, says Hyundai. Pure electric mode allows a top speed of 120kmh and up to 52km of battery only range. Transmission is a single speed for the Electric, a six speed dual clutch for the other two.

They also receive a regenerative energy system, and a new Eco DAS, or Eco Driving Assist System, which lowers energy usage and fuel consumption when areas such as intersections are being approached and speed is reduced. This works alongside PEMS, the Predictive Energy Management System, that oversees the battery recharge and discharge rates. This is specific to up and down hill roads, and adjusts the drive system on the fly, integrating the petrol engine and recharge system as required.
Safety has been uprated too. Pedestrian Detection and Cyclist Detection is standard now and packaged with Front Collision Warning and Avoidance Assist. Lane Keep Assist and High Beam Assist are also standard. A cool option is Lane Following Assist; this keeps the Ioniq in the centre of a lane in just about all forms of traffic situations, plus partners with Intelligent Speed Limit Warning to read street signs.

For the tech-heads, Hyundai have their Hyundai Blue Link, a connected to car system which uses smart device technology to allow remote access, check charge levels, and set air-conditioning. An update adds eCall, an emergency backup system that will contact emergency services if airbags have been set off or a specific emergency button inside the cabin has been pressed.

Android Auto and Apple CarPlay are on-board as standard, and accessed via a 10.25 inch display screen. An extra and welcome piece of tech is the ability to connect two Bluetooth enabled devices for music streaming. This sits above a redesigned centre console stack, with a redesigned aircon panel and upgraded finish. The IONIQ Electric’s standard high-resolution 7-inch LCD console display (optional for hybrid and plug-in hybrid versions) has been improved with mood lighting to visualise the different drive mode themes. To round off the improved modern interior design, blue ambient lighting has been applied across the passenger-side lower dashboard and the centre console.
Outside the Ioniq has also been freshened. A refurbished grille design with a mesh-type look starts the party for the Hybrid and PHEV. The electric version has a closed grille and this has an updated pattern. The bumper up front and rear panels have been updated as well, with new running lights, colours, and LED powered front and rear lights. Wheels are 16 inch for PHEV and Electric, 15 or 17 for the hybrid.

With thanks to Trevor and Chris at eftm.com.au, here’s their long-term review of the current Ioniq: Hyundai Ioniq at EFTM

Hyundai says the updated Ioniq range will be available in the second half of 2019.

Eight Is Still Not Enough For BMW

BMW has released details of the forcthcoming 8 Series coupe and convertible as the brand continues to renew its extensive range. The 8 Series features the BMW M850i xDrive Coupe with an Australian price of $272,900, and the BMW M850i xDrive Convertible, priced at $281,900. Prices include LCT but not on-road charges.
Power comes from a 4.4L twin turbo V8. 390 is the number of kilowatts, and they’re found between 5,500rpm and 6,000rpm. But it’s the impressive 750Nm of torque that tells a better story. Maximum twist is available from 1,800rpm and goes all the way through to 4,600rpm. This will launch the 850i Coupe to 100kmh in 3.7 seconds, with the slightly heavier Convertible just 0.2seconds slower. The torque comes from the inside-vee location of the twin-scroll turbos, with that location providing a better, quicker, response time. Aiding the beast up front is an eight speed auto with ratios well spaced to take advantage of the liners power and torque delivery. Matched to a manual change option of paddle shifts, BMW fits their brilliant “ConnectedShift” system which reads the road ahead and pre-empts a driver’s change of gears and adjusts the transmission automatically to suit the oncoming road.
A very tech-laden feature in the 8 series is the BMW Live Cockpit Professional. It’s a hi-res and customisable 12.3-inch instrument cluster that sits behind the steering wheel, with a 10.25-inch Control Display mounted in the centre of the vehicle.

Additional BMW Live Cockpit Professional features include adaptive navigation, a 20gb hard drive, two USB ports for type A and type C connections, Bluetooth and wireless charging. A Head Up Display is included and at 16 per cent larger than before, provides the driver with valuable feedback, enhancing safety and the driving experience.
This configurable system includes details of vehicle speed, Speed Limit Info, Check Control messages, detailed route guidance information, driving assistance information, and infotainment lists. Shifting the Drive Experience Control switch to SPORT or SPORT+ brings additional information, with engine revolutions and a shift indicator displayed.
The BMW Operating System 7.0 connects the driver’s displays with the infotainment system, enabling the overlay of information from the Control Display onto the instrument cluster.

A new feature, and one sure to make its way through to other marques, is the Digital Key. Near Field Communication (NFC) technology allows the new BMW 8 Series to be locked and unlocked from a smartphone. The smartphone simply has to be held up to the door handle to open the vehicle and, once inside, the engine can be started as soon as the phone has been placed in the Wireless Charging tray. Available via the BMW Connected App, the Digital Key also offers plenty of human flexibility, as the driver can share it with up to five other people.

Carbon fibre plays a bigger role than before in the chassis.Called “BMW Carbon Core centre transmission tunnel”, it reduces weight and adds rigidity, allowing optimised suspension geometry and improving both ride and handling characteristics. Front suspension is a double wishbone setup, and it’s specifically designed to separate the steering function from the damping force.and a five-link rear uses bi-elastic mountings and houses a load-bearing rear strut to further enhance rigidity and response.
Should one choose the soft top, the BMW 8 Series Convertible roof operates automatically via the touch of a button. It completes the opening or closing motion in only 15 seconds and can be activated at speeds of up to 50km/h.

Check with your BMW dealer for more details.
(Information courtesy of BMW Australia.)

2020 RAV4 Ready To Roar.

If you’re not a fan of SUV style vehicles, best you stop and look away now. The Toyota RAV4, celebrating its 25th anniversary this year, is widely regarded as the original SUV. 2019 has the release of a vastly updated car and range to continue the legend.

The range will include, for the RAV4’s first time, a hybrid. There will be two petrol engines, four trim levels, and 2WD or AWD variants.
The Gx range is the entry level, with GXL, Cruiser, and a solitary, and new Edge trim spec.. Here’s how the pricing structure shakes down.

GX Petrol 2WD manual: $30,640, GX Petrol 2WD CVT $32,640, GX Hybrid 2WD CVT $35,140, GX Hybrid AWD CVT $38,140;
GXL Petrol 2WD CVT $35,640, GXL Hybrid 2WD CVT $38,140, GXL Hybrid AWD CVT $41,140;
Cruiser Petrol 2WD CVT $39,140, Cruiser Hybrid 2WD CVT $41,640, Cruiser Hybrid AWD CVT $44,640 &
Edge Petrol AWD Auto $47,140The base petrol engine is a new 127kW/203Nm 2.0-litre, direct injection, four-cylinder engine that drives through Toyota’s now well-proven continuously variable transmission (CVT) with a launch gear mechanism. The GX also gets a manual with a rev-matching program. The hybrid goes a step further, with a 2.5L Atkinson Cycle powerplant. Peak oomph depends on the driven wheels. There are combined maximum outputs of 160kW for 2WD variants and 163kW for AWD versions. This also continues Toyota’s fuel efficiency drive, with just 4.7 litres/100km2 for 2WD variants and 4.8 litres/100km2 for AWD versions.There is also a nifty rear axle mounted drive system. Toyota fits an additional rear motor generator to provide power to the rear axle for the electric AWD system. Complete with a Trail mode, it enables up to 80 per cent of the total drive torque to be delivered through the rear wheels.

A new model reaches the RAV4 family. The Edge trim level also has a 2.5L petrol four, and there’s 152kW of peak power, with 243Nm of peak torque available, reaching the ground via an eight speed auto. A mechanical AWD system can split torque at up to 50:50 front to rear from a 100% front driven only delivery. The Edge trim level will also feature off-rad drive modes, being Mud and Sand, Rock and Dirt, and Snow.RAV4 has also been given an extensive makeover outside, with a stronger resemblance to the HiLux family. The exterior redesign brings a sharper look, a bolder look by moving away from the curvier outgoing model, and 17-inch,18-inch and 19-inch alloy wheels which add a visually solid and planted presence on the road. The GX starts the party with LED headlights, auto wipers, and dual exhaust pipes. Inside there’s a 4.2 inch driver’s display, 8.0 inch touchscreen with DAB audio and voice recognition, higher grade trim feel and quality than before, and improved safety features including AEB as standard.The GXL has 18 inch alloys, up from the 17s on GX, and adds privacy glass for the rear windows. A rear camera with guidance lines is added. Wireless charging up front and rear airvents get a nod as well, plus there’s five USB ports, with three for the front seat passengers. The Cruiser trim level goes to 19 inch wheels, heated front seats and a powered driver’s seat. The driver’s display gets bumped up to a 7.0 inch screen. The Edge gets more cosmetics, venting for the front seats, and a leather look material for the pews.Underpinning the slightly shorter (5mm), lower (30mm), and wider (10mm) body is the Toyota New Global Architecture (TNGA) platform that features a 30mm longer wheelbase and wider track, that has been extended by between 25mm and 55mm. This, together with a revised front MacPherson strut and new multi-link rear suspension, gives the new RAV4 substantially improved driving dynamics, superb ride comfort, and improved handling.Safety is raised, as expected. Seven airbags including driver’s kneebag, with the Toyota Safety Sense package including AEB with pedestrian detection for day and night conditions, and daytime cyclist detection, active cruise control for the autos, lane trace assist and lane centreing, plus lane departure alert with lane keep assist.

Check with your local Toyota dealership for availability and to book a test drive.

Car Review: 2019 SsangYong Musso Ultimate.

This Car Review Is About:
SsangYong continuing their Australian (and world wide) rebirth with the Musso. A four door ute, based on the Rexton SUV, the Musso is a two or four wheel drive machine. It’s reasonably well priced and reasonably well configured in the 4×4 Ultimate spec as tested at $39,990 driveaway. The range itself starts at $30,490 for the EX manual, $32,490 for the auto EX, and $35,990 for the ELX spec in auto.

Under The Bonnet Is:
A well mannered 2.2L diesel, and the aforementioned six speed auto. Peak torque is 400Nm and available from 1400rpm through to 2800rpm. Peak power is 133kW at a high for a diesel 4000rpm. Urban driving sees consumption hovering between 10.0 and 11.0 litres per 100km, and AWT finished on 10.7L/100km in a purely urban drive. Although the tank is 75-L, and dry weight is around 2060kg, that’s a hefty drink and needs work.Unlike the Rexton tested recently the Musso breathes better from a standing start, lacking the lag so woefully found in the Rexton. As a result the drive factor is immediately better, safer, more enjoyable. Transmission is a six speed auto and again, like the body and interior, pretty much what is found in the Rexton. This means mostly smooth changes, the occasional stutter depending on drive speed and throttle input, and the same on-the-fly drive modes as well, accessed via a cabin-mounted dial. It’s a package that will benefit from further development and refinement but is also pretty good straight out of the box.On The Outside It’s:
The nose and doors of the Musso before a somewhat truncated looking tray. Ostensibly it would be in competition with Ranger, HiLux, Colorado, D-Max, Triton, but also stands out as being the only ute from the three Korean car makers. The first and second sections of the Musso hint at the spaciousness outside, it’s the tray that “holds back” the Musso from really being in the same cargo space as the others. By no means though is it non-user friendly.

It’s fitted, in the test car, with a poly0urethane liner and also comes with tie down points. There also looks like a power point for something like a power generator. It’s certainly big enough for a pair of mountain bikes, and perhaps a couple of mini bikes. Full sized trail bikes make find it a squeeze though.Overall length is 5095mm. That puts it in the same size bracket (over five metres) as the rest but is still noticeable shorter. Although the wheelbase is huge at 3100mm, the rear wheels are closer to the cabin than the others, and the rear overhang of 1105mm is bigger than it looks in the flesh. That applies to the front overhang of 890mm, with reality making that figure look excessive.The wheels fitted to the review vehicle were 20 inch chromed alloys, with rubber of 255/50 from Nexen, Although good lookers and easy to clean, it raised the question of suitability for any dedicated off-road work. What does look good, although it does add to the look of a shortened tray, is the shroud at the forward end of the cargo space.

Headlights have LED running lights, and the front end has a design that SsangYong poetically says evokes a bird’s wings. It may do, but what it definitely is is inoffensive. Not unhandsome, and certainly a light-year away from the oddly styled model from some years ago.On The Inside Is:
A cabin that has largely dark grey to black overtones. The seats are dark grey/black leather (with the fronts heated), the dash is mostly black, the floor is black, most of the door trim is black. There is a splash of dull alloy chrome in the doors that spring from the dash-wide strip, and they house the tweeters in the non-DAB equipped, but very good sounding….sound system. It’s the same layout and look on this screen as seen in the Rexton and that’s a good thing. DAB would be nice as Hyundai has it fitted in their cars now…..There is also the same very handy 360 degree camera system too.However in this car the reverse parking sensors didn’t seem to be engaging correctly, and in the audio system one station, and one station only, seemed to be almost like a slightly dodgy CD, with a skip here and there. It wasn’t the station as confirmed by checking other audio sources simultaneously. It does have Apple CarPlay and Android Auto though, as per the spec found in Rexton.

Being a worker’s aimed ute, it’s not clad in the same gorgeous, diamond quilted, black upon black leather, which in a way is a disappointment. It would have given the Musso that extra stand-out point of difference. As it is that dark grey-black colour scheme looks ok, it just lacks the class that an ostensibly top tier vehicle could have.Instrumentation is as per Rexton. Cleanly laid out it makes for less time scanning for the right button to tip. It does lack the amount of buttons for operation of ancillary items as seen in the Rexton but it doesn’t lack for style or presence either.

Front and rear leg room, plus shoulder, hip, and head room are spot on for four adults, and possibly five at a pinch. There is certainly no issue in getting two children in there.

What About Safety?
No problems here. Rear Cross Traffic Alert, Blind Spot Alert, and Lane Change Assist are standard. Autonomous Emergency Braking, like nearly every company, isn’t here. The usual swag of driver aids such as Hill Descent Control, are here. Six airbags excluding driver’s knee are also standard.

On The Road It’s:
Mucho better in one key area than the Rexton. As stated, it’s better off the line, with a real lack of that inhale and go found in the Rexton. It’s more responsive, more willing, and it’s across the rev range too in comparison to the Rexton. It shares the same mechanical feel, the same lacking in damping steering column, which isn’t a good thing.

The Musso isn’t a lightweight but there is more spring in its step, a better sense of urgency and alacrity. Under steam, a gentle prod has the two tonne plus Musso reacting quickly, with a real sprightliness, and it makes overtaking much more safer. The whole driving experience in this area is appreciably more enjoyable, but it’s let down in return by the ride.

It’s stiff in comparison to the Rexton, which is understandable. However it’s stiff in comparison to its competition, and there’s a distinct sense of unhappiness as it hits unsettled surfaces, the road expansion joints, and it skips noticeably from these influences. Up front it’s more settled and composed, yet still more stiffly sprung than the Rexton. And that mechanical metal-on-metal steering takes some of the life out of the front end too. Brakes? Better than Rexton but still needing a good shove sometimes for a comfortable stoppage.

And The Warranty Is:
Again, it’s a good one. Seven years, unlimited kilometres, seven years roadside help, and a strong service structure. It matches Kia, its bigger Korean sibling in this respect.

At The End Of The Drive.
The 2019 spec SsangYong Musso Limited is a curious machine. It’s roomy, grunty, not unattractive, but it’s lacking in presence and some needed road manners. It’s got a good feature set but in top whack misses out on a couple of niceties and refinement as found in its competition. And although the price is good enough to appeal, the brand still suffers heavily from its previous incarnation. That, in itself, is the biggest stumbling block for SsangYong. SsangYong car range is where you can find details on the reborn SsangYong brand.

 

Sleek And Sporty: Rimac Concept 1 and Rimac Concept 2.

Rimac is one of a number of new brands that is looking towards a purely electrically powered future for cars. Rimac itself has seemingly snuck under the radar, with its most notable achievement to date being the destruction of a car at the hands of a British car show host…

Rimac Automobili is based in Croatia and was founded in 2009 by Mate Rimac. He says that his original idea was to start with the proverbial blank sheet and grow an automotive design business from what started as a hobby. The dream was to build the world’s first fully eklectric sports car, and the kicker was having a petrol powered car’s engine that Rimac was racing expire, allowing he and his team to convert it to a fully battery powered system. As many components weren’t available “off the shelf” Rimac and co had to develop the parts themselves. They now hold 24 individual patents.Concept 1 was spawned from a series of cars being converted from petrol to electric. The success of the conversions had the owners of the converted cars spread the word of the company’s work. From here, Rimac was able to realise part of his dream and drew up plans for what would become the Rimac Concept 1.

Franfurt’s 2011 car show saw the first public showing of the Concept 1, and was greeted with largely positive reviews. At a cost of around USD$980,000, just 88 would be built. Rimac Concept 1 features a quartet of electric motors, with an output of 913kW/1224hp, and 1600Nm/1180lb-ft for torque. In a lightweight body of carbon fibre, the 90 kWh motors launch the Concept 1 to 100kmh/62mph in 2.6 seconds. It’ll see the double ton in 6.2 seconds and will crack the quarter mile in 9.9 seconds.

Range for the Rimac Concept 1 has also been increased as as the team further developed the car. Original range estimates hovered around the 200 mile mark, with current best world figures now around the 310 miles distance.Owners receive the Rimac All Wheel Torque Vectoring System, which distributes torque between all four paws on demand and depending on driver’s setup choices. The interior is bespoke leather and handmade trim.

The Rimac Concept 2 takes the original and expands and improves upon it in almost every area, including price. With expected first deliveries schedule for 2020 as the car undergoes testing and homologation, the current expected hit to the wallet is just under Eu1.8,000,000 or a tick over USD$2,000,000.

Rimac has really “upped the ante” for the Concept 2. Top speed? 415kmh/258mph. Power? 1408kW/1888hp. 100kmh/62mph time? 1.85 seconds. Range? 647km/402 miles. It’s been touted as being able to twice lap the fabled Nurburgring twice with no drop in overall performance. And charge time is said to be up to 80% in around a half hour.Autonomous driving is on board and is at a Level 4 standard. Eight cameras, 12 ultrasonic sensors, lidar, and six radar sensors will go a long way to ensuring Level 4 driving for the owner. Extra smart tech comes in the form of facial recognition to unlock the butterfly wing doors that form an integral part of the super slippery body. Built of carbon fibre also, the chassis and body house the battery pack, mounted low for better weight distribution, centre of gravity, and handling. Weight is estimated though to still be around 1930kg/4300lb. There’s nary a hard edge to be seen on the Rimac Concept 2’s body, with sleek lines, plenty of aero influences, and a huge rear wing, necessary if Sir is to travel at 200mph.

The drive system is similar to the Concept 1, with full torque vectoring, and the ability to switch between front wheel, rear wheel, all wheel drive modes on the fly. The driver’s display screen can overlay driving lines to show an almost arcade game like look if the system senses that the car is being driven in the appropriate environment.

Just 150 examples are to be made and it’s said that all examples have been pre-sold.

Wacky Concepts From The 2019 Geneva Motor Show

Motor shows have a number of attractions.  The most important part of them is the introduction and the unveiling of new models by all the big manufacturers.  This is where we get to see what’s going to be hitting the roads at some point in the near future.  It’s where we see where the future of motoring is going.

However, as well as all the sensible new suggestions, there are always the offbeat contributions.  And you’ve got to admit that having a look at the weird stuff that designers have proposed is part of the fun of any good motor show worth its salt.  One needs a bit of comic relief, after all!

Geneva 2019 didn’t disappoint in either regard, even though some of the big names like Ford, Jaguar and Volvo didn’t put in an appearance.  There were plenty of good practical offerings up for the viewers, most of which fell into the EV category, as this is the way that Europe is going (here’s hoping that they have the capacity to generate electricity to match).  The ones that are slated for release in Australia will eventually make it onto our reviews page for those who want to know more and would like to own them – and I hope that the Audi Q4 e-tron makes it down here, for one.

There were also hot sports cars galore from all the big names.  Ferrari and Bugatti did not disappoint, showcasing a couple of hot hypercars that looked every bit as cool as they ought to be.

Naturally, there were the more entertaining elements and concepts as well.  Here’s some of the beauties that raised eyebrows for their quirkiness.

GFG Kangaroo

This is an SUV. No, honestly; that’s what the designers say that it is, which shows you just how flexible the term “SUV” is these days.  The GFG Kangaroo concept SUV might look like a sports car but it’s got flexible suspension to give it extra ground clearance whenever you want it, and those cool front splitters that look like a boy racer’s favourite dream are retractable, which improves the approach angle so you can drive this up a slope.  This isn’t just some mock-up idea – the manufacturers actually made a driveable prototype and got it to do what it’s supposed to do. Well, bonus points to them for actually giving it a go and who knows?

Citroen Ami One

Designed with the legendary 2CV in mind as well as hip young Parisians who don’t want to ride the local equivalent of a Lime scooter on a cold rainy day, the Citroen Ami One might look like a car but is technically classified as a quadricycle. This means that one doesn’t need a proper driver’s license to drive it – though you’d think that the ability to parallel park, obey the give way rules and indicate properly would still be needed.  It’s got two seats, the display panel and sound system require you to drop your smartphone into the special slot, and its top speed is 28 mph (that’s about 45 km/h).

Fiat Centoventi

Named after the Italian word for 120 (the number of years that Fiat has been in business), the Centroventi is a vehicle that aims to be as customisable and modular as a computer if not more so.  The best idea with the modular concept would have to be the extra battery slots so you can extend the range by dropping in another battery if you want to (apparently, the idea was inspired by the way that you can add extra memory cards or drives to your computer for more data if you want to).  The general idea is that you start with the basic all-white idea, then order the customizable accessories you want to personalise it… and you fit the accessories yourself.  It also has a big display on the rear so you can send messages to those behind you.

Nissan IMQ

I wasn’t sure whether to leave this one off the list of weird offerings or whether to wait and see if it made it into production for the Aussie market, but came down on the side of weirdness. The word the designers had in mind in this potential replacement for the Qashqai was “kabuku”,which, so I am told, means “to embrace the unusual”.  Looks-wise, it is weird, especially in the interior.  The outside is something that looks vaguely familiar in outline but with lots of angular features but inside?  What’s with those seats?  They don’t look like the usual armchair styles but have gone in for minimalist things that look like they’re floating.  They look like something from a classic sci-fi movie.  One would definitely want to give it the bum-on-seat test to see if they’re comfy or not, because they don’t look all that inviting even if they have been properly ergonomically designed.  The interior also features textures galore.  Most bizarre is the steering wheel, if you can call something that’s shaped like the side view of a wonky loaf of bread a wheel.  I’m sure it all works but… it’s a lot to wrap the mind around.

SEAT Minimo

Continuing the theme of little dinky-wees, the Minimo also can’t make up its mind whether it’s a car or a glorified bicycle. It seats two but the passenger goes behind rather than beside the driver.  The idea is to reduce congestion by having a vehicle that takes up less space.  But where do you put your groceries?

 

 

Private Fleet Car Review: 2019 Mitsubishi Triton GLX+ Club Cab & GLS Four Door.

This Car Review Is About:
The 2019 model year Mitsubishi Triton GLX+ Club Cab and GLS four door. Both were fitted with a six speed auto, spun by a 2.4L diesel. Mitsubishi lists the GLX+ Club Cab at $39,990 driveaway, and the GLS four door ute at $46,990 driveaway. The four door is available with a manual, and the Club Cab also says yes to the manual if an alloy tray is fitted.Under The Bonnet Is:
A pretty nice engine and transmission combo. The 2.4L is quiet, smooth on idle, pulls nicely from a standing start and shows no sign of diesel turbo lag. Chatter is muted, and rarely gets intrusive when pushed. Peak power comes in at 3500rpm, once almost unthinkable for an oiler, with peak twist at a more familiar looking 2500rpm.Economy from the 132kW/430Nm engine, drinking from a 75L tank, is rated as 8.6L per 100 kilometres for the combined cycle.

The Club Cab was taken on a business trip from Sydney to Melbourne and back. Getting under 9.0L/100 km simply didn’t happen and it’s a fair bet the aerodynamics of the two-door ute were to blame. Airflow would have piled over the roof and hit the tray, with the door blocking a clean flow. The four door, used in a mainly urban drive, used 8.6L/100km.Both have a four wheel drive system, accessed via a centre console dial. The Club Cab+ has Easy Select, the GLS has Super Select 2, which brings in Rock, Sand, Gravel, Snow, and a locking centre differential. This is available in both high and low range drive.

Transmissions in both exhibited some odd tendencies to hunt, to be sometimes indecisive about the cog they were in. Light acceleration would have the mid range, cogs three and four, sometimes blur between each other, but feel that from second to third, and fourth to fifth, that the gaps were bigger than what they actually are. Go hard and heavy, and sometimes here too the changes weren’t as “slurry” as they could have been. Overall, the refinement level wasn’t as high as expected.

On The Inside Is:
Not a huge amount of difference from the driver’s seat. It’s the seat coverings and the cramped rear seats in the Club Cab+ that tell the trim level story. Front seats in the Club Cab+ are fully manual, as are the ones in the GLS, a strange omission in a second from top level vehicle. Both have a 7.0 inch touchscreen for audio including DAB, Android Auto, Apple CarPlay, and Bluetooth streaming. Satnav is standard. Inputs are 2 USBs up front, a pair in the rear for the GLS, and oddly, a HDMI input…There is a pair of 12V sockets too.The Club Cab+ has a pair of rear seats that have the uprights effectively bolted to the rear of the cabin. This means no adjustment of the seats for fore and aft or tilt. The seat cloth in the Club Cab+is a comfortable mix of light and dark grey, the GLS a darker weave. Head room once inside is better than adequate at 1020mm, however the design of the doors presents an issue only found, for us, in the Triton. It is the only vehicle of its type where a duck of the head is required otherwise a knock to the bonce happens. Shoulder room on each side is fine also at 1430mm up front, 1368mm & 1390mm in the rear for each. Leg room up front is 1067mm, with the rear seats in the GLX725mm, 860mm in the GLS.As is expected in Mitsubishis, the ergonomics are MOSTLY spot on otherwise. Switchgear, and indicators/wipers are just where they feel they should be. This extends to the operation of the touchscreen, with a simple, untroubled layout. Where the dash’s layout falters is by having buttons in the centre section and in the lower right where the driver’s knee resides. Both had blank plates fitted in both areas so why not use one area alone? Another hiccup is the high level of reflectivity of the upper dash in the inside windscreen.The feel for the tiller is spot on, with a thickish heft to the wheel itself, meaning fingers are right where they need to be and there’s no sense of wrapping further around than required. This aids in driving as the hands don’t get tired and aching for a break. There’s some extra tech too with dusk sensing headlights and rain sensing wipers. And, by the way, both cars are not keyless, even with the plastic plug in the dash showing that’s a possibility.Both are family friendly when it comes to the little things. Four bottle holder, two or four cup holders, the spread of USBs for smart devices work well.What About Safety?
This is where going up in levels may pay off. The GLS has Blind Spot Detection with Lane Change Assist, Rear Cross Traffic Alert, and a heavily named Ultrasonic misacceleration Mitigation System. The Club Cab+ does not. Forward Collision Mitigation and Lane Departure Warning are common to both. Hill Start Assist is common but Hill Descent Control is GLS specific. The Club Cab+ misses out on front parking sensors and Automatic High Beam. Both have seven airbags including a driver’s kneebag. AEB is not fitted, but the Triton isn’t alone in this.

The Outside Has:
Been given a substantial makeover. The front is now in alignment with the “shield” design seen across the rest of the Mitsubishi family and features LEDs for the GLS and halogens for the Club Cab+, they’ve lost the overtly ovoid cabin section, and the rear lights are more squared off, edgy in design. The GLS came with road style rubber, the Club Cab+ provided was with spongy, high walled, off-road capable tyres. Profiles were 265/60/18 and 245/70/16 respectively.Sidesteps were standard on each and are metal made and mounted. This provides strength and durability as opposed to others that use plastic brackets or shrouding. Both roll with leaf sprung rears, double wishbone with coil sprung fronts, and brakes are drum rears with discs up front.

The colour palette is decent. Plain White, White Diamond, Sterling Silver, Graphite Grey, Impulse Blue, Plain Red, and Pitch Black are the choices. The GLS was the blue, the GLX in silver.And big, yes. The GLX is 5270mm long, the GLS bigger again at 5305mm. Both have the same width at 1815mm and there’s a slight height difference, with the GLS 15mm higher at 1795mm.

Dry weights are substantial, at 1900kg and 2000kg respectively. Further economic improvements would comes if the Tritons were put on a diet. Towing, however, is great, at 3000kg and 3100kg respectively. Cargo tray sizes varied between the two in length: 1850mm in the GLX, 1520mm in the GLS. Widths and heights from the cargo floor are the same at 1470mm and 475mm. Payload for both is 974kg or 900kg for the GLS.

On The Road It’s:
A mix of spongy, bouncy, and not-quite-so. The GLX was, as mentioned, driven to Melbourne and back and proved to be a capable long distance hauler. If anything, a need for a seven or eight speed auto was highlighted, and that big open rear tray really did screw the pooch in the fuel economy stakes. The GLS deals with the suburban road a little better, thanks to its bigger but lower profile rubber. It’s the higher walls in the GLX’s case that gave it a spongy ride. This, though, isn’t necessarily a bad thing as it meant a lot of irregularities were ironed out, and this made for a more comfortable, more plush ride, that the more tautly sprung GLS. And this isn’t a hard suspension either, not by any measure. But the lower wall profile picked up more of what the GLX dialled out.

Both have slightly rubbery steering, a little indecisive off centre, and in 2WD mode still a touch prone to nosing wide in corners. In high range 4wd, the turning circle was increased and steering felt tighter. The GLS was taken off-road and clearly showed how effective the all-terrain capable machine is.Both high and low range 4WD was tested, and the low range ability in some testing areas proves that the on-board drive modes are well researched and implemented into the Triton’s electronics. Over varying surfaces that included mud, rock, gravel, and included some 25 degree plus descents and ascents, the Triton wasn’t frightened. The GLX has an approach angle of 30 degrees, the GLS 31. Departure is 22 and 23 degrees respectively, breakover is 24 and 25, with ground clearance higher higher in the GLS at 220mm, against the 205mm for the Club Cab+.Braking was a concern. The drum brakes simply never felt up to hauling down the big machines effectively. Soft and long pedals are not confidence inspiring. But the upside is the drive from the engine. There’s little to zero turbo lag, and although get and go isn’t rapid, a plant of the right foot has the Triton scurry away at something approaching alacrity. Overtaking isn’t great either, but in the right area there’s enough on tap to hustle along, it just needs to be planned. Engine noise never reaches a thrashy level but the familiar diesel chatter is noticeable at the high end of the rev range.

The Warranty Is:
Standard at five years or 100,000 kilometres. Mitsubishi Australia bump that to seven years or 150,000 for the MY19 Triton, on the condition it’s purchased before June 30. Servicing is capped at $299 for the first three, at 15,000 kilometres or 12 month intervals.At The End Of The Drive.
The redesign looks great, the interior could use more, and the ride quality is about par for the kind of vehicles they are. There’s some good tech but still no AEB. The current pricing structure is competitive too. All of these have worked together to raise the Triton up in the “for sale” stakes. And off-road it’s proof that nothing can frighten a Triton. Find more here 2019 Mitsubishi Triton range