As seen on:

SMH Logo News Logo

Call 1300 303 181

Car Sales

Car Review: 2018 Mitsubishi ASX XLS Diesel AWD

Mitsubishi has a long and proud history with off road capable vehicles and continues that with the ASX range. Private Fleet spends time with the top of the range 2018 Mitsubishi ASX XLS, complete with the same 2.2L diesel as found in the Outlander, and seven speed CVT plus a six speed manual lower in the range.The range itself also offers a petrol 2.0-litre engine, and will power down via the front wheels or come with an all wheel drive system. It’s a mid-sized five seater, in the same bracket as theToyota RAV4. Mitsubishi is offering driveaway pricing deals at the time of writing, with the range starting at an easy on the wallet $24,990 for the LS 2WD petrol. Our test car is priced from $39,990.The engine is good for 110kW, and 360Nm between 1500 to 2750 rpm, making normal driving as easy as blinking. The CVT is well sorted, taking the right foor command and turning it into forward motion easily. The torque allows quick acceleration however doesn’t seem to be as comfortable with overtaking as Suzuki’s Vitara. Economy is good too, with a final figure of 5.9 litres of diesel consumed per 100 kilometres.

Inside, the ASX clearly shows its family oriented design, with leather accented cloth seats, digital radio, a sliding cloth screen for the full length glass roof, plenty of bottle and cup holders, USB charging ports BUT dips out on rear seat air vents and ventilation for the from seats, an almost unforgivable oversight for the Australian market. The plastics are hard to the touch, needing a more modern feel with padding and a softer feel where padding isn’t required. Also, the ovoid design of the console is now showing its age, needing a move to a more human encompassing design. However, cargo room is also looking good, with room for shopping, bags for the weekend way and suchlike, with 393L available with the rear seats up and increasing to to 1143L with the seats folded. Being a compact car in overall length, rear leg room is slightly compromised, with anyone from 180 cm and up maybe feeling a little cramped, but there’s plenty of head and shoulder room, front and rear.Apple CarPlay and Android Auto are available, as are DAB/AM/FM (no CD) as is Bluetooth streaming via the 7.0-inch touchscreen. But the reliance on the two smartphone apps means no built in sat nav, even though GPS, showing the coordinates but no navigation, is there. And currently the apps have to be accessed via the phones being connected with cables, a somewhat clunky method and untidy as well.Being the top of the range means loading up with plenty of safety features and the ASX XLS gets the supreme pizza, with Forward Collision Mitigation, Lane Departure Warning, and Euro style flashing brake lights for the Emergency Stop System. Autonomous Emergency Braking is not yet fitted to the range however. A reverse camera is standard across the range, as are the ISOFIX child seat mounts and pretensioning seatbelts, Hill Start Assist, and seven airbags including driver’s kneebag.

Back to the driving habits and it’s a typical diesel; floor it and it’ll hesitate as the turbo spools up before kicking the tyres into action. Breathe the right foot over the throttle and you can watch the numbers change quickly and quietly. Economy is rated as 6.0L/100km on a combined cycle from a 60-litre tank and with the ASX being a middleweight, at 1540kg before fuel and passengers, there’s a useable torque to weight ratio. As a result it’ll get off the line, even with the CVT, with a solid rush.When it comes to dimensions, there’s a 2670mm wheelbase hiding inside that compact body, meaning you’ll get a sure footed handling and composed ride in combination with the struts and multi-link suspension. Rubber is from Bridgestone, and they’re 225/55/18s. Exterior styling owes much, like the original Outlander, to the Lancer sedan, with the ASX sporting the same sharp edged, bluff prow. At each corner up front are almost vertical LED driving lights and there’s splashes of chrome. It’s assertive and appealing.The ASX is easy to live with on road, with the steering being light, but attached enough so you don’t find you’re missing out on contact with what’s happening up front. Point and shoot style is how the ASX XLS works and the flexibility of the peak torque makes city driving an absolute doddle. The CVT has no manual mode available via the gear selector, so if you use the paddle shifters you’ll need to quickly slide into Neutral and back out (NOT recommended) to bring it back to Drive, or, when stopped, pulling both paddles back until it re-engages Drive. Although the AWD system is front wheel drive biased, the AWD button mounted in the centre console will direct drive to the rear on demand. If you wish to utilise all of that torque for towing, the ASX XLS will do so up to 1400 kilograms.At The End Of The Drive.
The ASX has received a nip and a tuck here and there over its life however it’s now, like its “doner” car, showing signs of age. Yes, it’s still comfortable and roomy enough for a family of four however the dash design and plastics now lag behind competitors. It’s a fantastic city oriented car with a frugal, punchy, diesel but the value of the Mitsubishi ASX XLS is also beginning to be questionable. In no way is it a bad car, it’s just now not as good as other choices.
Here is where you can get more information: 2018 Mitsubishi ASX range

Private Fleet Car Review: 2018 Mitsubishi Outlander LS AWD Diesel With Safety Pack

Revelations 2.2, Reading from the Book Of Diesel, Chapter: Mitsubishi Outlander LS AWDI had an epiphany whilst piloting Mitsubishi’s Outlander LS diesel seven seater (with safety pack) early on a Sunday morning to Kurrajong, a pretty area of the lower Blue Mountains and home to the start of the famous Bell’s Line of Road, the northern western bound access to Lithgow. The epiphany courtesy of the fact the reason we were on the way there was for day two of the little athletics carnival that our two kids were participating in.The epiphany itself? That little athletics can be a metaphor for a car and this car in particular. Truly. The Outlander diesel has a 2.2L capacity, offering a maximum power of 110 kilowatts and a very handy 360 torques. They’re available between 1500 to 2750 and ideal for the easy run from home to Kurrajong, via the sometimes curvy, sometimes twisty, but mostly straightish Hawkesbury Road into the southern reaches of Richmond, a few kilometres from the RAAF base, before the westbound journey into the lower reaches of the Blue Mountains.This means that it’s like a long distance runner, cruising along in a ten thousand metre race. There’s the get off the line grunt before settling into economy mode, barely breaking a mechanical sweat as you ease towards the finish line. Economy figures back that up with just 7.8 litres of dino juice imbibed after a predominantly urban 440 kilometres.Whilst you’re inside the seven seater, there’s plenty of room to enjoy, both for legs and heads. That means that you’re leading the race and by a good margin. There’s even space to stretch the legs up front, the same as being in that final twenty metres of a sprint and needing that extra pace. Those seven seats could be likened to an athlete that excels is more than just one discipline, with flexibility the key.One thing that stands out about the LS is just how comfortable it is. There’s cloth, not leather covered, seats, making getting back into the curvaceously bodied machine a lot easier to deal with on a hot day with hot and sweaty children. The rear row of seats fold up and down at the simple pull of a strap, with 128 litres of cargo (plus a 12V socket) with the rear seats up, enough for some esky bags and camp chairs, and when flat along with the middle row, allow 1608 litres of room.The steering is well weighted, and quite precise, just like a well practiced discus thrower. Think of the spin and throw and landing the disc in the same spot every time, precisely. Or a javelin, as you pick up the spear, judge its heft, the same as you would the steering into the tight turns of the Hawkesbury Road, and hurl it ensuring it buries itself nose first, just as you’d have the steering tell the nose of the Outlander exactly where to go. And it does.Then there’s that engine. It’ll purr along like a long distance runner, as mentioned, but it also has the sheer outright oomph that a hammer thrower, or shot putter, needs to launch the weight of the thing far and away. Wind it up into the torque zone, select 4WD lock from the three mode 4WD system, and it’ll happily pull itself up hill, over rocks, through puddles up to around 20 cm in depth nicely on the 18 inch diameter 225/55 tyres.This particular Mitsubishi Outlander LS AWD is fitted with Mitsubishi’s “Safety Pack”. Parking sensors front and rear complement the reverse park camera and airbags, then there’s the Lane Departure Warning system, Forward Collision Alert and Adaptive Cruise Control, which measures the distance ahead of the car whilst in cruise control and adapts speed to suit. Think of doing a long jump and adjusting your run up to the jump knowing you have centimetres more to achieve. Lob in Autonomous Emergency Braking, or pulling up if your run up is misjudged and before you cross the jump line, and it’s a well featured package. For extra additional enjoyment there’s the seven inch touchscreen with Apple CarPlay, Android Auto, and DAB radio, just like a pair of lightweight running shoes that aid performance without being intrusive.As an everyday transport, the Mitsubishi Outlander LS (priced at the time of writing at $41990 driveaway without safety pack), with seven seats, diesel with oomph, the safety extras, and comfortable ride, is a revelation and as adaptable as a good athlete. With a five year warranty, 12 months roadside assistance, and three years capped priced servicing, it’s as good value as seeing your kids make their way through to the next level of little athletics.

The Rise of the Online Car Buyer

As society has grown to depend on the vital role that online marketplaces play in our lives, they’ve also shifted the landscape in which such transactions take place. In the car industry, motorists have increasingly voted with their feet – or perhaps more appropriately, voted with the click of a mouse. New car salespeople, who often have a reputation that precedes them, have turned buyers away from the caryards. Instead, many motorists now conduct at least their first line of research and enquiries online.

Whether it is P2P websites or online classifieds, car buyers now have a range of outlets available to them at the tip of their finger – all without needing to leave their very lounge room. At the same time, consumers also have access to more information than ever before, meaning they are better informed than the shoppers of years prior. In turn, this has meant that motorists have equal footing when it comes to dealing with salespeople.

As a result, the dynamics of the engagement between a buyer and seller have required a shift. Salespeople are now more attuned to the stereotypes that hang over their head and have largely modified their behaviour accordingly. While pushiness and shrewd tactics still exist, by and large things have evolved more towards an effort based approach to sales. That is, a salesperson needs to put in the effort required to quickly build trust and rapport with their prospective customer on the first visit, or said motorist will simply continue their search elsewhere. But has this necessary change come about too late?

The simple answer, is yes. The fact that technology has been the crucial point in redefining the market speaks to the extent of the shortcomings that were prevalent beforehand. On the part of the consumer, these issues while ‘patched over’, are not easily forgotten. There are still trust issues there and many motorists will narrow their search before they meet a salesperson. They will use this as the basis of their ‘targeted’ shopping experience, intending to optimise the transaction.

What’s more, the online car buyer now has added flexibility in the form of customisation. Of course motorists always had the option to include extras or upgrades as part of their purchase, but the integrated and streamlined process now details a level of convenience where all options are clearly presented, including a visual perspective, as separate and detailed offerings.

All said and done, the rise of online marketplaces have not been without issue. In some instances, unlicensed second hand car dealers have been operating from the anonymity of their online username. And when a market opens to participants who have not been vetted, consumers are forgoing many of the protective measures that have been mandated in the industry by regulatory authorities. Therefore, as always, buyers must be prepared to do the necessary research and consider the risks that accompany engaging with those they have not met, and/or cannot verify.

Private Fleet Car Review: 2018 Mitsubishi Outlander LS PHEV

PHEV. It’s short, sharp, sounds like an ex AFL player but with vastly more substance. It stands for Plug-in Hybrid Electric Vehicle. In layman’s terms, it’s an electrically powered car that you can plug in to your home power system to charge a battery inside the car. What it doesn’t tell you is that the petrol engine that’s also fitted can be used as a generator and that the brakes can be used to harvest the kinetic energy generated and recharge the battery on the go. Private Fleet trundles the Mitsubishi Outlander LS PHEV from the lower Blue Mountains to Temora, in the central west of NSW, via Bathurst, and home via Yass and Goulburn. It’s readily identifiable as a PHEV thanks to the three subtle (ahem) badges on the rear door and front flanks.Oh, there’s a Tesla style fast charge port so you achieve approximately 80 percent full charge from empty in just half an hour, as long as you have the appropriate equipment, including the transformer the PHEV comes with for the everyday single phase household which is best left overnight to really give the “tank” a full charge. Hence the Plug-in part of the name.Mitsubishi currently only have the Outlander as a hybrid vehicle and it’s a kinda cool one with three distinct hybrid modes, EV, Series, and Parallel modes. When the EV Mode is chosen you’re driving purely on battery power alone. You can also drive with the 2.0L petrol engine as a charging unit or as a paired situation where the petrol engine kicks in as required. Transmission is a single or fixed speed transaxle unit.

There’s a big silver EV button in the centre console or two buttons either side of the jet fighter Drive selector (no gears as such) marked Save or CHRG. Save turns off the electric option and runs purely on the petrol powerplant, the other is self explanatory.When fully charged, the battery indicator shows a range of around fifty kilometres. If you accelerate ssssllllooooowwwwllllyyyyy it will stay on battery only but give it a reasonable prod and the petrol engine cuts in. On battery it’s an eerie almost silence, with a barely audible whir as the PHEV wafts away. The petrol engine is isolated, muted, and there’s hardly a vibration in the body to alert you to it being engaged. The computer programing is seamless, as is the actual switching between modes, and the whole system is intuitive.Fuel consumption is still…..well, a concern. Mitsubishi’s refinement to the overall system now rate consumption as 1.7L of 91RON per 100 kilometres. That’s certainly achievable on virtually purely electric runs that cover no more than maybe fifteen kilometres or so. A Wheel Thing finished, after a week and well over 1000 kilometres, closer to 9.5L/100 kilometres. That’s from a 45L tank. Overall power is rated at 120 kW and that’s for the two electric motors fitted, one for the rear and one for the front wheels, which out put a total of 120 kW and 332 Nm. Mitsubishi says 6.5 hours for a full charge to the battery using the charger on a standard household supply.

The petrol engine is rated for a fairly measley 87 kW, but a better torque figure is usable at 186 Nm @ 4500 rpm. It’s also worth noting that you can effectively have the PHEV as an AWD or All Wheel Drive vehicle by the simple expedient of pushing a clearly marked 4WD button in the centre console.The drive west from the lower Blue Mountains sees the westbound highway rise by some five hundred metres vertically over a horizontal distance of perhaps eighty kilometres, before dropping drastically at the western edge to the Hartley Valley from Mt Victoria via one of the most picturesque yet narrow roads around. It’s here that you can tip the drive selector into B3 or B5, two different braking modes to harvest the kinetic energy, and add extra range back into the battery system. The brake pedal itself is slightly numb also but not so enough to isolate feedback to your foot when generating energy on a downhill run where the braking modes don’t slow the car enough.

There’s a couple of steepish climbs before entering Lithgow, the home of famed Australian runner Marjorie Jackson, before a reasonably flat run to Bathurst, and from here to the WW2 prison town of Cowra, where a number of Japanese prisoners staged a breakout. The roads were flat, surprisingly smooth, allowing the PHEV to build up speed slowly in order to not punch a hole in the range availability. The PHEV was also predisposed to understeer, not uncontrollable, but easier where safe to allow the nose to run wide and follow its own path. The steering itself was numb to the point of disconnection on centre, with an artificial feel to the travel either side.

On the more rough tarmac surfaces in the central west of NSW there was noticeable road noise from the 225/55/18 Toyo A25 rubber, which also didn’t look as if they’d fit the wheel well, with plenty of room between the lining and the rubber. The suspension itself is tuned somewhere between taut and not quite so taut, with initial give before firming up rapidly. Adding to the ride query is an overly short front suspension travel, a trait found in some other cars where riding over a school lane speed hump at exactly the legal speed has a crash thump that sounds as if the struts are about to pull out from the body mounts. It’s disconcerting and at odds with the mooted soft road ability the Outlander is marketed with. On the upside directional changes are dealt with well, on smooth roads, with a centre of gravity well below the driver’s seat meaning body roll is minimal.Economy here varied between 4.0L/100 km where the Charge tab was engaged, as once underway the drain on the system isn’t aware as much (naturally) as accelerating constantly. There’s a centre of dash display, as is standard in all Outlanders, in this case showing the range from purely battery and both battery and fuel. In Temora itself, the car was charged up overnight. The purpose of visiting Temora was to watch their Remembrance Day airshow, as Temora is a former working WW2 airforce base and home to aircraft such as a Gloster Meteor, Spitfire, Hudson, and more. The show itself was a quickish 3.5 hours but wrapped with the tarmac being opened for visitors being able to meet the pilots including Red Bull Air Race and former RAAF pilot, Matt Hall.An overnight charge has the battery in the PHEV topped up and Sunday’s return trip via the township of Harden (seriously), via Yass and along the monumentally boring Hume Highway past Goulburn. The roads here were again most straight and corners rated between 75 to 95 kmh meaning that most of them were well within the abilities of the drivetrain to gently ease off and gently accelerate up.

Straight line stability in the Outlander is wonderful, lateral stability not so, with both front and rear, time and again, skipping left and right on rutted and broken surfaces. There’s an instant feeling of uncertainty before either corner cocks a leg and then there’s the sideways movement. A quick lift of the right foot, the chassis regathers its thoughts, and it’s business as usual. In the greater scheme of things it’s a minor annoyance but shows that underneath it’s not quite as settled compared to some of its rivals.Final consumption figures are a long way from the claimed 1.7L/100 km which would be spot on for short distance, flat road, driving. But along the way you can enjoy the decently velour covered comfortable seats, the DAB equipped sound system, with plenty of punch and clarity. Being a largish SUV (call it 4.8 metres in length) means plenty of head (1030 mm), leg (1039 mm for the front), shoulder (1437 mm), and cargo space, with the five seater allowing 477 litres. There’s a parcel shelf that covers the spare and has a small locker for the charge cable. However the dash and overall cabin presence is dating and needs a makeover to bring it up to the perceived level of quality as seen in the Korean and European rivals. Outside it’s no different, apart from the badging, to the currently design ethos of Mitsubishi, with the broad and chromed “Shield” nose, curvaceous body that would shame some super models, and a rounded in profile but square from the rear…rear.You’ll not want for safety in the form of airbags, hill start assist, and the basic traction control systems, forward collision alert, lane departure warning, and something called an Ultrasonic Misacceleration Mitigation System….what you don’t get is satnav, as the seven inch touchscreen interface has apps for Apple CarPlay and Android Auto, has GPS, but not a navigation facility.At The End Of The Drive.
At the time of writing Mitsubishi didn’t list a price for the PHEV on their website, stating it was “Price on application”. Given the standard Outlander range starts at $27990 and goes up to $47990 for the Exceed version (also available as a PHEV) it’d be fair to say somewhere in the mid $30K bracket for the LS. It’s different in that you get a petrol power generator and a back up driver unit at that, with the main focus being that it’s a plug in unit and less reliant on the petrol engine. The fact that it’s a SUV is also different, with very, very few other companies offering anything similar and bear in mind the Outlander isn’t aimed at the luxury car market.

Unfortunately that shows up mostly in the interior, and on road the unsettled feeling it exhibits just a little too often. Measured up, on these two standards, against the Santa Fe, Sorento, Fortuner, and the Euros such as the Tiguan, its lagging. Where it scores the brownie points is in the drive tech, so click here: 2018 Mitsubishi Outlander PHEV for specific information and contact your local dealer for pricing.

 

Car Of The Year Awards Surprise From News Corp.

As we head towards the end of 2017 the awards season for cars gets under way and some of Australia’s biggest media groups roll out their list of contenders for the gongs in various categories. News Corporation, the company behind CarsGuide, has released their list of finalists for their COTY awards and there’s no surprises in that the two Korean brands feature two of the more newsworthy cars of recent weeks. It’s no surprise that no Australian built cars feature but it is a surprise that there’s just two European brands in the mix…bear in mind that this is the view of this news group and it’s worth looking out for the lists from the other news groups.From Korea comes the monster killing Hyundai i30 with the comments of: Loads of standard equipment, confident roadholding and a five-year warranty. There’s also the Kia Picanto, the good looking small hatch with: value-for-money hatchback that’s well equipped and suited to city living. Kia also lobs out the polarising (to Holden and Ford fans) Stinger: Old-school, rear-wheel-drive sports sedan with room for five and a twin-turbo V6.

Audi is one of the two European entries, with News Corp choosing the new Q5: German precision engineering matched to a frugal diesel engine and cutting edge safety. Japan is the country of  origin for the rest of the finalists and it’s an eclectic mix, starting with Suzuki‘s Swift, a fun and funky and frugal little car with New Corp saying: Fun to drive turbo three-cylinder with strong safety package. Next up is Subaru‘s resurgent Impreza, recently tested by Private Fleet’s Dave: Quality cabin and crash-avoidance tech usually reserved for luxury cars.The Japanese onslaught continues with Honda‘s completely revamped Integra range including the fire snorting Type R: Explosive hot hatch with in-your-face styling and a punchy turbo engine. Mazda is in there as well with their mid range CX5: Well priced, stylish cabin design and surprisingly agile for a softroader. Honda throws in another SUV with the CR-V: Spacious, versatile interior, quality finishes and hi-tech feel. Skoda‘s brilliant new Kodiaq is the other European sourced finalist with: clever touches in the cabin, zippy turbo engine and a generous warranty.

The final word goes to Richard Blackburn, motoring editor: “Every year, it’s getting more difficult to separate the best from the rest. Brands that buyers once turned their backs on are now every bit as good as the established players, while safety technology usually reserved for expensive luxury cars is increasingly available on cheap hatchbacks.”

 

Car Review: 2018 Subaru Impreza 2.0i-S Sedan

Subaru‘s new for 2017 advertising campaign, Subaru Do, features the hatch and sedan version (starting at just under $25K) of their evergreen Impreza, in the same flaming red colour (one of eight for the 2018 Subaru Impreza range), so the prospective buyer can see the external difference between the two as they flick between them. What’s not so obvious is the refinement to the shape and certainly to the inside compared to the just superseded version. Private Fleet takes the red sedan, in 2.0i-S form, for a week after two weeks of the high riding hatch version, the XV.The interior changes are subtle; noticeable yet subtle, and it’s only when you have the previous and current version side by side that you see things such as a relocation of the armrest on the doors, the centre console storage bin (with two USB charging points), the redesign of the air-con and centre dash, even the sweep of the dash itself (with a lovely looking stitched style for the material) as it meets the windscreen glass. S spec also gets a sunroof with aircraft style overheard tabs for operation.You’ll get an eight inch touchscreen with Apple CarPlay and Android Auto compatibility, set below the info screen as is traditional with the Impreza and its siblings (XV, Impreza hatch, Levorg, WRX)some obviously plasticky buttons (a slight step back from the indecisive touch tabs on the previous system), but there’s still room for a hard copy sound in the form of a CD slot. No DAB at the top end is an oversight, given the sheer variety of stations available.The plastics have a higher quality look and feel to them and the controls on the steering wheel have been redesigned for a more obvious yet stylish look. Even the seats seem to have a different feel. The seats in the S were black machine made leather, again with no cooling, and with all doors and sunroof shut, do not make for a comfy pew to plant the backside.Outside it’s tail lights and headlights, with the 460L boot and tail end receiving the C shaped LED inserts. It’s here that a slight oddity in the design manifests, with the reversing lamp in its own little section below the other lights in the cluster. It adds an awkward and unbalanced look to what could otherwise be an otherwise slim look as the trimmer cluster design would finish off the pert backside of the sedan nicely.

The headlights have been streamlined further, with the S getting LED illumination plus a chrome strip for an extra touch of visual class. The refinements as well has the overall profile, have the sedan looking more rakish and coupe like. It’s a tighter, cleaner, look with an overall more cohesive presence, including a slight reprofiling of the shut-line for the rear doors.The 2.0L engine is a willing revver and the CVT in the sedan, much like the XV, is easy to use, easy to drive, and works well. However, this particular transmission was somewhat indecisive and juddery. However, it’s worth noting that this behaviour was more noticeable when it was cold and hadn’t been driven. Manual mode, again, seems to make little difference in speed of change.

However, when everything is in synch, the 115 kilowatts and 196 Nm work to deliver an average fuel consumption around town of 8.4L/100 kilometres from the fifty litre tank holding standard 90RON unleaded, or a combined figure of a more reasonable 6.6L/100 km. We saw those figures in the real world.Ride and handling showed the sedan’s rear end somewhat less prone to the bottoming out as experienced in the XV yet still doesn’t feel as tied down as the front. What you get is more travel at the rear and when loaded up with a standard load of groceries, it’s on the bump-stops just that little easier. The steering lightens just a little though, thankfully ensuring you’re still in contact and being told what the front wheels are doing. With no weight in the back, it’s naturally more connected, with a small measure of sponginess the further left or right you wind on lock.

The all wheel drive system that underpins Subaru is noticeable for feeling like…a rear wheel drive car at some times and a front wheel drive at others. Never does it feel as if it’s confused nor confusing for the driver. Grip isn’t compromised either, thanks to Yokohama‘s brilliant Advan rubber, in this case a 225/40/18 set on gorgeous ten spoke alloy and painted wheels.The Eyesight system fitted to CVT equipped models is a ripper; not only can it sense a vehicle’s distance ahead of yours, it’ll activate an emergency sound if you’re too close and the computers sense you haven’t touched the brake. It’ll allow distance related cruise control and will also alert if the vehicle in front, when you’ve stopped, has moved on. There’s a swag of other safety features including Blind Spot Alert, parking assistance from front and rear sensors (not fitted to all models though), Hill Hold Assist, Lane Change Assist and more.

There’s seven airbags including the driver’s knee, and load limiting pretensioning seatbelts up front. Naturally it adds up to be a safe car to be in and comes with a five star ANCAP safety rating. That’s backed by a three year/unlimited kilometre warranty, with a five year warranty an option (talk to your dealer or broker) which is available to be transferred to a new owner within the warranty period.At The End Of The Drive.
There’s really not a lot to find fault with inside the Impreza sedan in 2.0Li-S spec, including a great price (at the time of writing) of $33K driveaway. No DAB, (a first world problem), no cooling in the seats (a must for an Australian market car), and a softish ride are more than balanced by good looks, great dynamics, useful economy, and a classy style & finish to rival other Japanese, Korean, and European competitors.

In fact, with the Impreza for 2018, Subaru can put this in the middle of that group and smile broadly, in full confidence it will more than hold its own. The sales figures reflect that for 2017, with the XV variant leading the charge whilst the sedan itself is up by 163% on a Year To Date basis, with 988 new homes for it in October, plus the brand itself celebrates its 34th month in a row of increased sales.

Here’s where you can go for more info and book a drive: 2018 Subaru Impreza range

Updates For Jaguar, Haval, Hyundai, and Citroen.

Heading into the 2018 market, a number of companies have released details of updates and changes to key models.

Haval.
The Chinese brand has been maligned for its safety factor in its vehicles however the H2 has been given a five star rating by ANCAP, the Australia New Car Assessment Program. Haval Australia’s Chief Marketing Officer, Tim Smith, says: ““I would like to thank each and every one of the hard-working team of engineers at HAVAL for their efforts in so quickly developing a five-star car for the global market. Customer safety is paramount for the continued development of HAVAL as a global brand and this recognition by ANCAP is just reward for the company’s efforts.We will continue to develop our safety systems, with the introduction of key features such as autonomous emergency braking and lane assist systems in the next wave of HAVAL SUVs.”

Hyundai.
A substantial makeover has been delivered to Hyundai’s big medium sizer, the Sonata. The nose is now more aligned with Hyundai’s new corporate look, with a more hexagonal looking “Cascading Grille” and the headlights have a more slimline appeal. It’s perhaps at the rear, though, that the redesign is more obvious, with a complete change of look to the structure. Underneath there’s a 180 kW/353 Nm 2.0L turbo four in the Premium with the Active retaining the familiar 2.4L four potter, and a new eight speed auto in the Premium. The range has been streamlined, with Active and Premium the two variants available.Inside there’s an uprated eight inch touchscreen with Apple CarPlay, Android Auto, a wireless mobile phone charging pad in the Premium, switches have been relocated for better ergonomics and piano black plastic has been added for a more premium feel.

2018 Sonata builds on its reputation for safety by featuring a host of advanced safety systems and technologies including Electronic Stability Control (ESC), Anti-Lock Braking System (ABS), Brake Assist System (BAS), Electronic Brakeforce Distribution (EBD), Hill-start Assist Control (HAC), Traction Control System (TCS) and Vehicle Stability Management (VSM), Emergency Stop Signal (ESS), Rear-view Camera with dynamic guide lines and four sensor rear Park Assist System (PAS) as standard. Premium ups that further with Blind Spot Detection, Driver Attention Alert, Lane Change Assist, Lane Departure Warning, Rear Cross Traffic Alert, Smart Cruise Control and four sensor front Park Assist.Pricing starts at $30990 for the Active and $45490 for the well specified Premium, with metallic paint an option at $595.

Jaguar.
The iconic British brand has unveiled a new version of its superb flagship model, the XJ, called the XJR575. Powered by the venerable 5.0L supercharged V8, the machine will see the ton in 4.4 seconds thanks to the engine’s 700 Nm and 423 kilowatts. Built on the standard wheelbase XJ, the car will come in two colours, Velocity Blue and Satin Corris Grey. Pricing has not yet been confirmed for the Australian market ahead of the car’s expected Q1 release in 2018.

The XJR575 will receive bespoke sill plates, Intaglio and diamond quilted seating in a two colour range, an enhanced body kit, and and twenty inch diameter wheels.

The XJ range itself receives a huge amount of updates, including 4G wifi, an uprated ten inch touchscreen with customisable interfaces, plus extra safety programs such as Forward Traffic Detection and Autonomous Emergency Braking. There’s also a torquey (700 Nm) 3.0L V6 diesel available, complete with an astounding 221 kW.

Citroen.
The quirky French brand has released the quirky C4 Cactus for 2018. In the same vein as the C3 Aircross and C5 Aircross variants, the Cactus, a compact five door hatchback, rides on a 2600 mm wheelbase and features 12 on-board driver assistance systems. It has unique styling also, with 3D effect tail lights, “Airbump” on the lower half of the doors, plus offers 9 external colours and four colour packs.

The C4 Cactus will also feature Citroen’s legendary hydraulic suspension, with a technology called Progressive Hydraulic Cushions and Advanced Comfort Seats. The car is due for the Australian market in late 2018.

Kia Sorento Updates For Better Value.

Kia‘s award winning large SUV, the Sorento, has been given a mild makeover however it’s enough to provide a fresh look both inside and out. There’s also been some model changes. Here’s what’s been done.
Exterior.
There’s revised front and rear bumpers, new LED head-lamps for the now top of the range GT-Line (Platinum has been discontinued) and tail-lamps for SLi and GT-Line, and a new dark metallic finish to the iconic “tiger-nose” grille. Kia says the result is a more sophisticated and purposeful front-end appearance. A new Gravity Blue exterior paint finish is now available, as well as a new design for the Sorento’s 17-, 18- and 19-inch aluminium alloy wheels. The GT-Line gains bespoke enhancements, including four-lamp LED fog lights, red brake calipers, a more prominent sill step, and subtle GT Line badging designed to distinguish it from other Sorento models, plus a distinctive chrome twin exhaust tip.

Interior.
Inside, the cabin features a newly-designed steering wheel and driver instrument cluster, as well as a new climate control LCD display. The dashboard also features a new Audio Visual Navigation (AVN) system which has increased in size from 7 inches to 8 inches. There’s also an increased proportion of soft touch materials and leather for a more premium cabin ambience. Optional black and stone leather upholstery is also available for Aurora Black and Gravity Blue SLi models. The GT-Line driver’s seat is equipped with four-way lumbar support, plus gains unique paddle shifts and satin chrome highlights. The SLI gets two-way adjustable lumbar support to enhance seating comfort.The new Sorento also offers Apple CarPlay and Android Auto for full smartphone integration. Android Auto is designed to work with Android phones running 5.0 (Lollipop) or higher whilst Apple CarPlay is best suited for iPhone 5 or newer.

The existing Infinity premium sound system in Sorento has been replaced with a high-end Harman/Kardon® sound system in SLi and GT-Line trim levels. The powerful 640-watt, 10-speaker surround-sound audio system features QuantumLogic with surround sound technology extracting signals from the original recording, redistributing them into an authentic, multi-dimensional soundstage. The final sound result is clear, refined and detailed playback of a driver’s favourite tunes.

Drivetrain.
The new Sorento is the first SUV from Kia available with the company’s new eight-speed automatic transmission. Designed in-house by Kia and launched in 2016, the transmission boasts 143 newly-patented technologies and delivers a slick-shifting, more decisive drive, while reducing emissions slightly, from 205g/km to 190 g/km. The new eight-speed automatic transmission requires fewer control valves, enabling a more direct mechanical link to the engine and is available on Sorento models powered by the 2.2-litre diesel engine and the 3.5-litre petrol engine, replacing the six-speed automatic transmission and the previously available 3.3L V6 petrol engine.

The new transmission offers four different drive modes: Eco, Comfort, Sport and Smart. Drivers can select their preferred mode with the Sorento’s electronic Drive Mode Select system. Each mode enables the driver to customise the powertrain’s responses to driver inputs, enhancing fuel economy or acceleration characteristics depending on driver preference. The Drive Mode Select also adapts the weight of the rack-mounted power steering system, for more relaxed or more immediate, engaging steering responses.

Pricing.
Pricing for the petrol variants is: Si $42,990 (+$2000); Sport $44,990 (previously Si Limited +$1000); SLi $46,990 (+$1000). Diesel pricing is: Si $45,490 (+$1000); Sport $48,490 (previously Si Limited +$1000); SLi $50,490 (+$1000); GT-Line $58,990 (+$500).

Tesla Powers Up Across Australia.

With the continued growth of the electric car segment, driven (no pun intended…well, maybe a little) by Tesla, the ability to travel further and further across the wide brown land has grown even more. Tesla has expanded its charging network further across Australia with the addition of five Superchargers across Victoria, South Australia and Western Australia and there’s rapid growth of Destination Chargers across the country.

The Supercharger link between Melbourne and Adelaide is complete with the opening of Horsham in Victoria, and South Australian locations Keith, Clare Valley and Adelaide city centre. These additions allow owners to drive from Adelaide to Brisbane emissions-free.

Western Australia’s first Supercharger is now open at Eaton Fair Shopping Centre. Located two hours from Perth and just a few kilometres north of one of W.A.s oldest seaside cities, Bunbury, Eaton is a convenient stop on the way to Margaret River’s picturesque wine region. Tesla owners can enjoy the centre’s retail, food and 24/7 amenities while charging up to 270km of range in 30 minutes.

Australia now has a total of 18 Supercharger stations, with another 17 planned for installation. In just the last four months more than 80 Destination Chargers have been installed bringing the total number of sites around Australia to 384. Recent additions include South Australia’s Barossa Pavilions, a 75-acre hillside retreat located in the , and Deep Blue Hotel and Hot Springs in Warrnambool offering luxurious accommodation and coastal views along Victoria’s famous Great Ocean Road.

These Supercharger and Destination Charging locations are part of the largest electric vehicle infrastructure supply in Australia and Tesla’s continued effort to double the size of charging sites by the end of the year. Tesla Superchargers have a higher power output than the Destination Chargers, with up to 120 kilowatts of power providing up to 270 kilometres of range in just half an hour. Planning for the locations looks at easy to access sites that also provide food, beverage, facilities, shopping centres to allow for drivers to have a rest stop in a pleasant environment whilst recharging themselves and their cars.

Destination Chargers work on the same basis as the charger you’d have installed at home. These allow longer stops for drivers whilst they charge at 40 kilometres of range every hour on single phase or double that on three phase. Tesla provides a map of their Australian charger bases here: Tesla Australia charging locations.

 

Car Review: 2018 Holden Astra LS/LT/LT-Z Sedan

It’s back to the future for Holden as the Astra nameplate on a sedan resurfaces with the sedans developed in Europe and built in Korea. The name replaces the Cruze, itself a resurrection of a previously used nomenclature. We’ve had the European sourced Astra hatch for a while and there’s also a new wagon version on the way. Private Fleet spends time with the mid-spec LT, top spec LT-Z, and entry level LS (there’s also a LS+), all fitted with the same engine and transmission combination.Up front, and the sole choice for a powerplant in the Astra sedan, is a 1.4L petrol engine, complete with turbo and good for 110 kilowatts. There’s 240 torques available between 2000 to 4000 rpm, with an extra five if you go for the six speed manual which is available in the LS only. Recommended go-go juice for the 52 litre tank is 91RON, of which it’ll drink at over eight litres per one hundred kilometres in an urban environment. On the freeway AWT saw a best of 6.3 in the LS and 7.1L/100 km in the LT-Z. Holden’s Astra sedan brochure doesn’t appear to specify weight, however elsewhere it’s quoted as being just under 1300 kilograms.The engine itself is a willing revver, especially so when the torque is on tap…for the most part. What was noticeable was the lag between a hard prod of the go-pedal, the change down a cog or two, and the resulting leap forward. In tighter Sydney traffic when a quick response was needed in changing lanes, that hesitation could potentially result in a safe move not being as safe as it should be. Also, in the LS, a noticeable whine, an unusual note at that, was audible and not found in the LT or LT-Z. Otherwise, once warmed up, the six speed auto had invisible gear changes up and down on a flat road, and downshifted nicely, holding gears, on the bigger downward slopes out west.It’s a trim, lithe, almost handsome car to look at though. It’s a longish 4665 mm in length and hides a boot of good depth and breadth at 465 litres. The rear deck lid does have old school hinges that swing down into the boot space though. The boot on the LT and LT-Z gain a small, discreet, lip spoiler as well. It’s also broad, with over 1800 mm in total width, and stands 1457 mm tall. What this gives you is 1003 mm front headroom, 1068 mm legroom, 1394 mm shoulder room, and in the rear 1350 mm shoulder room. 939 mm and 951 mm are the numbers in the rear for leg and head room.Up front, the three are virtually identical, bar chrome strips in the lower corners of the front bar for the LT/LT-Z. The headlights are LED DRL backed from the LS+ upwards and provide quite a decent spread of light. The headlight surrounds themselves gleam in the sunlight and add a solid measure of presence to the look. Wheels wise they’re all alloys, with a 16/17/18 inch and appropriate tyre size to match. There’s 205/55/16, 225/45/17, and 225/40/18s. And each of these contribute to the ride quality to the differing models…The LS is undoubtably the most plush, soft, of the three, but by no means does it lack grip when pushed. The rubber on the LS is from Hankook, the LT and LT-Z have Kumho Ecsta. Both brands provide more than enough grip and even occasionally chirp when when hard acceleration is given and both brands do provide a rumble, a somewhat intrusive rumble, on the coarser chip tarmac in Sydney. The LT and LT-Z also benefit from the fettling the Australia engineers have given, with a firmer and more sporting ride, less rebound but a small measure of more harshness.All three are brilliant freeway cruisers but it’s around town that the suspension tune really shines. In the varied road conditions that Sydney throws up, from table flat to mildly pockmarked to rutted and broken tarmac, all three dealt with them adroitly and with the words “sure footed” writ large. Only occasionally would the LT-Z, with the stiffest feel, skip and that was more so on the more ragged undulations that some corners have. There’s plenty of conversation from the steering wheel vinyl in the LS, leather in the LT/LT-Z), with an almost tactile amount of constant feedback through to the driver.Speaking of steering, the design of the wheel itself has your hands feeling as if they’re sitting between ten & two and eleven & one. The horizontal spokes sit just that little too high for a totally comfortable feel. You’ll also dip out on electric seats, even in the LT-Z, however there is more manual adjustment than in the LS. Across the range you’ll get auto headlights (which have an overly sensitive sensor), parking sensors, reverse camera, Android Auto and Apple CarPlay, along with a seven inch and eight inch touchscreen for LS and the LT models.

Digital radio is also on board the LT and LT-Z to take advantage of the quite decent speakers on board. Also available in the LT and LT-Z are parking assist and with front parking sensors, Blind Spot Alert, auto headlights with tunnel detection, whilst the LS+ joins the party with Lane Keep Assist, following distance indicator, and Forward Collision Alert. However, window wise, only the LT-Z gets auto up and down for the driver’s window.Trim wise it’s cloth seats or machine made leather, soft-ish touch plastic on the dash, a grey coloured surround for the touchscreen and a frankly boring look for that in the LS, versus a higher sense of appeal and presence in the LT/LT-Z with chrome and piano black. Aircon in the LS is dialled in whereas the others get dials but with LEDs in the centre to show temperature and add more visual pizzaz. There’s a colour info screen in the LT and LT-Z’s driver binnacle which mirrors that seen in the touchscreen. Both look fantastic and appeal greatly. The LS? Standard monochrome. There’s clearly a high level of quality in the build being based on a Korean sourced sedan, but inside the Astra sedan does lack visual appeal, even though it’s not a physically unpleasant place to be.At The End Of The Drive.
At the time of writing, just a few days before Holden ceases manufacturing, the company had announced a seven year warranty being made available for the Astra range. However, there are terms and conditions so please speak to your local Holden dealership. Also, again at the time of writing (October 2017), the LS Astra sedan was being offered from $20990 driveaway if you choose the manual. Pick the self shifter it’s from $21990. The LS+ auto is from $23490 with the LT and LT-Z from $26290 and $30290 respectively. Again, please check with your local dealer. Those prices include stamp duty, 12 months rego and compulsory third party insurance, by the way.

All three (of the four trim levels available) cars tested did not disappoint; the LT-Z for me would be the pick, if only for the more sporting feel of the ride, the higher trim level and the fact that DAB is included, as it is below this model. But as a model range intended to effectively assist in kickstarting the importation model for Holden from October 2017 onwards, it’s somehow slipped under the radar. And that, so far, is a shame because it’s a very capable vehicle and more than worthy of continuing the legacy of the Holden Astra name.
Here’s where to go for inforamtion: 2018 Holden Astra range