Archive for 2013
Why Australian Love Cars
There’s no denying it – Australians love cars and travel. As a population, we are engaging with personal transport in a way seldom seen in any other part of the world in the last half a century. It’s defining the way we live, and it’s also transforming how we work and play in parts of the world deeply suited to jumping headfirst into one of the best road trips of your life…
There is a certain sense of history about it – Australia’s road network has inevitably been borne out of its sheer size. It caters to personal transport and the car like nowhere else – US style highways look like country lanes in comparison to the roads you’d be able to find out here…and the population density in some areas is so low even in the towns that a subsidised public transport system physically wouldn’t be viable.
According to this article in the Guardian, there are 53% more cars in Sydney alone than there were in 1976. Often, in large cities the establishment would rather build more roads than they would railways or bus lanes.
You see, the Australian’s sense of freedom is why the car is so entrenched. Personal freedom – the freedom of where to travel, when to go and how to get there – it’s quite fairly deep-rooted into the psyche, and naturally, the car seems the only sensible option. There is a sense of indulgence, and honestly, when you are surrounded with so much space, what else would you want to do but put your foot down?
I’m sure this is familiar, but just to impress the point as to how much we like our cars follow this link
The car industry in Australia might be in a state of flux, but the popularity of the racing scene here and the speed at which people are taking to the road is increasing every year. There is no doubt the car will continue to build on Australia’s foundations, and offer an increasing amount of variety and options of where to travel for locals and visitors alike. As Oliver Milman says, the bracing liberation and the cult of the car is deeply entrenched.
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Powering Into History: HSV ClubSport R8 Enhanced
A certain car magazine recently bemoaned what drivers will miss out on in coming years, with the change to more technological features in our chosen chariots. Ripping up a handbrake lever to drop a skid on the tarmac or dirt, for example, or fiddling around with cassettes whilst hanging onto the steering wheel with one hand and a ciggie perched between the lips. But there’s more that we’ll miss out on. I’ll explain later as I look at the last of a breed: Holden Special Vehicle’s ClubSport R8 Enhanced. (http://www.hsv.com.au/Gen-F/See/ClubSport-R8/)
The Driven Heart
Recipe: take six litres of already grunty alloy block Chevrolet V8, massage and prod until it becomes 6.2, add a freer flowing exhaust and add the ingredients R8. Then massage even more, find a few extra ponies and torques then screw them up to a smooth shifting six speed manual, big 20 inch diameter black coated alloys, black highlights and that awesome bi-modal exhaust. That is what you’ll get when 340 killer Watts and 570 metres of Mr Newton’s torques appear after HSV waves their magic wand over the marvel that is a freebreathing V8 engine and uprated wheels; it adds the Enhanced part to the standard R8. It’s an engine that appeals instantly to a driver than can not merely understand, but 
appreciate, what these terms and numbers mean. It’s immensely flexible, with torque on tap from almost zero rpm which allows even fifth and sixth gears to be utilised at low revs, being able to pull away from 40 km/h in sixth is a party piece. With peak torque at 4400rpm but what feels like 99 percent of it available before then, it requires only a sneeze on the foot for the ClubSport to sprint away in lower gears. As it does so another party piece is put on show, this time an aural one. Inside the cabin, right where the window switches used to be in a VE Commodore, is a dial for the traction control and three suspension settings: Touring, Sport and Performance. The latter two engage an exhaust mode called Bi-modal, taking the already subterranean note to the earth’s core.
The gear shift is surprisingly (bad grammar alert) untight, meaning there’s not a hell of a lot of effort required to move the short throw gear lever…it slides from gear to gear with a hint of a notch as it does. the new Tremec T6060 transmission also throws up a softer, less pressure required clutch. I have a slightly arthritic left knee, courtesy of a prang as a passenger over twenty years ago and it’s come away unscathed. What this also means is that for those that whinge about manuals in Sydney’s utterly pathetic excuse for a road system that you can leave it in third or fourth in traffic and just clutch and accelerate without changing gear. The AP racing brakes are sensational, with a well modulated pressure, no fade and virtually no ABS intrusion when the anchors are thrown out from high speed.
The Office
HSVs of days gone by were sometimes a case of too much red was never enough. In the VF based ClubSport it’s more of a visually muted environment, with red highlights restricted to the headrests and squab on the seat cushion plus a tasteful alignment of fuel and temperature gauge needles with the red piping in the two main dash dials. Otherwise it’s a tasteful mix of charcoal fabric and leather accentuating black plastic. There’s also a relocation of the battery and oil pressure gauges to the empty space ahead of the gear lever, rather than on the upper dash. It’s comfortable to look at, comfortable to be in bar one thing…I’m of average height, call it 177cm. The placing of the pedals, steering column (adjustable for height and reach) and playing with the many ways adjustable electric seating still left me with my clutch leg’s thigh (the leading edge of the seat squab was pressing up and just behind the knee joint) just not feeling comfortable enough to push the pedal in all the way without feeling as if my arms were too close to my body. The support from the wings of the seat is admirable and into hard corners holds the body in tight and that’s a plus. Seats wise, I’d like to see the crocodile skin style replaced with a more suave looking suede style plastic.
Holden’s spend on new architecture has paid off; a relocation of the window switches and central locking to the 
driver’s door, a new touch screen setup plus HSV’s addition of the EDI (Electronic Driver Interface) which provides a 
treasure trove of info such as G forces side to side or front to rear, race track info and stopwatch information, actual kilowatts and torque figures thanks to the fly by wire interface; it’s intuitive, user friendly and supplies the kind of info a driver likes to have. There’s also the HUD, Head Up Display, providing an eye level (and height adjustable) information source including the aforementioned G forces, revs, and speed. It’s handy and well placed. Other fun stuff comes in the form of the Forward Collision Alert (FCA) and Side Blind Zone Alert (SBZA), which uss side facing sensors to warn of vehicles at the rear and side of the car that may not be clearly seen in the rear vision mirrors. There’s a reverse park camera as standard, the parking assist system (uses the sensors to measure and read a parking space) plus the hidden Hill Start Assist and Hill Hold Control (HSA/HHC) which applies a touch of brake to hold the car before moving off. Music wise there’s a Bose audio system powered and accessed via the eight inch touchscreen, with satnav and internet radio apps Pandora and Stitcher plus there’s a voice interactive setup alongside Bluetooth music streaming.
The Bodywork
Body mods on the ClubSport aren’t as “in yer face” as the VE based models; a restyled front bumper locates the LED 
running lights closer to the top of the corner mounted vents, which themselves are more of a functional look and feel. The hawkeye look headlights have the internal blackout colouring and the side vent insert is a matt black, rather than the chrome on a Commodore. At the rear it’s subtle, with a smaller rear wing (a bigger one is an option), LED taillights and restyled rear apron. It’s still a matter of taste regards the look as the quad exhaust tips poke through the matt 
black plastic but are separated by a colour coordinated (test car was Heron white) V strip. It’s a better look than before but a subjective one. Of note is the shark’s fin radio aerial which, at speed and on a rainy day, funnels a stream of water directly down the middle of the rear window, making the rear vision mirror useless in seeing vehicles behind and there’s also no airflow to clear the side mirrors of precipitation either. The bonnet is now aluminuim and with that comes a small yet vital change; there’s only one gas strut required to keep it up. There’s a subtle restyling to the grille as well.
On The Road
The combination of a lightish clutch, a smoothish gear lever movement and more torque than a chat show means the ClubSport is a doddle to get off the line. Acceleration is pushed back in your seat rapid, with the first couple of gears snatched quicker than a wallet by a pickpocket as the ClubSport reels in the horizon. Whilst you’re peeling your eyeballs off the back of your skull, your ears are reverberating with the bass notes produced by that superb exhaust. Freeway speeds come up with indecent haste (HSV quotes 5.0 seconds to 100 km/h) but it’s the seamless delivery of torque that excites; at Bathurst’s Mt Panorama it was almost possible to climb up through the Esses in no lower than fourth. Around town in sixth it’s barely off idle and will pull away with a touch of drivetrain vibration quite comfortably with nary a hint of road noise via the Continental tyres at 255 and 275/35/20s front and rear. The ride is superb; the ClubSport comes with HSV’s MRC (Magnetic Ride Control, see here: http://www.hsv.com.au/gen-f/feel/performance-technology/) with three settings: Touring, Sport and Performance. Touring turns off the bi-modal exhaust and gives a smooth, firm and flat ride. Sport and Performance up the ante, sharpening the response of the 
steering, 
firming the ride yet without crashing through potholes or speedbumps and opens up the exhaust. One would expect the hardest setting to provide the hardest ride yet it simply ignores road imperfections. Steering is three fingers light, with the electrically assisted steering wonderfully weighted; it’s full of feedback, telling the driver exactly where they’re going whilst the grip levels from the European Continental tyres pair up with the traction control to allow a measure of spin before the fun police step in. All of this can be monitored via the EDI, it is not recommended doing so in traffic even with the front collision alarm engaged…Thankfully, at Bathurst, although a full lap wasn’t permissible due to track work, the ClubSport could be given some room to stretch its considerable legs and was not found wanting.
The Wrap
Just a few days before I picked up the V8 powered HSV ClubSport R8 Enhanced, it was announced that the new Commodore model, in a couple of years (think 2016), would more than likely not have a V8 engine in the range. It’s also been rumoured that the V8 Supercars will have a name change of sorts as they investigate other engine alternatives. Could it be that future generations will only know of and hear the thunderous soundtrack that is a bare chested, muscle flexing V8 via whatever audio and video means will be available in ten, twenty, fifty or more years? George Lucas was quoted as saying, about watching a movie, that sound was half of the experience. A well balanced surround sound system has clear highs, a defined middle range and bass that kicks you in the guts while subsonically curling hairs. The ClubSport with the bi-modal exhaust, that source of so much aural pleasure, is what we stand to lose alongside its brethren such as the GTS. That spine tingling sensation of sound along with the neck bending acceleration that a ball tearing V8 offers is in true and real danger of being a museum piece. Priced at $76285 + on roads, the R8 Enhanced delivers an almost surreal, brain altering experience; it’ll pull Superman’s cape off while being almost gentle enough for Nan to wander off to Bingo at a price that leaves Euro rivals gasping. But at well over twenty grand more than the Holden SS V Redline edition, with 517Nm and 260kW I have to ask, is it worth it? If only for that sound, then the answer is yes.
Anomalous Cargo: Holden's Calais and Evoke Sportwagons
In an Australian world 
where uncertainty about local car manufacturing reigns supreme, Holden stays true to one traditional element: the station wagon. Of the four manufacturers of recent years, Mitsubishi gave up after the final Magna, Toyota canned it with the change from Camry to Aurion and Ford said the Territory will have to do. Fondly regarded as either a rep-mobile or something to lug Mum, Dad and 2.5 kids about in something that wasn’t a SUV, the station wagon is seen as an anomaly. Overseas it’s called an Estate, Tourer, Sportbrake however Holden has gone with Sportwagon.
The Driven Heart
Holden’s alloy 3.0L V6 is the budget repmobile powerplant for the Evoke. 
It’s aimed at companies, a fleet purchase style and maybe, just maybe, an entrepreneurial private buyer. It’s not the torqueiest donk around, with 290 metres of Mr Newton’s finest at 2600rpm butting up against max power of 185kW at a high 6700rpm. It’s a lack noticeable off the line 
compared to the standard 3.6L, but will still get you, thanks 
to the smooth six speed auto with some smart ratio thinking, to illegal speeds reasonably quickly. It’s relatively unstressed, quiet even as it reaches its top revline, with the transmission mostly holding up. It’s hesitant under low throttle, unsure and has the vehicle stuttering somewhat until a reasonable right foot pressure measurement comes into play. Once in its stride the engine and gearbox work well together, minimally fussed, the lack of punch noticeable but not an issue. It’s rated, economy wise, at 8.6L/100K from the 71L tank but on a seven day test was closer to 11L (combined city and highway), with that lack of torque (and moved slightly higher up the rev range compared to VE) contributing to the extra usage. It will, however, run on unleaded from E85 to E10. The Calais V has the 6.0L V8 with 260kW @5600rpm and twists out 517Nm at 4400 rpm (auto, with the manual gaining 10kW and 13Nm) with the gear rations slightly different to the manual and virtually identical in the higher gears to the Evoke. The extra torque sees less stuttering, a more surefooted approach to acceleration and, naturally, a bigger shove in the back when the go pedal is asked to say yes.
The Office
It’s certainly a sweeter looking place inside the cabin for the driver 
and passenger with Holden’s much vaunted revamp providing better ergonomics but, more importantly, a better electronic architecture. The redesigned dash holds a eight inch touch screen infotainment setup (MyLink) with internet radio applications, available via smartphone connection and for those using Apple phones there’s a Siri EyesFree mode, reverse park camera standard across the range, Bluetooth phone connectivity with voice control, plus a new electric park brake and information shown in monochromatic glory for the driver (Evoke) with the Calais getting a colour screen; info is selected via a button and rotary dial on the indicator stalk. The plastics for the interior still have a touch of old school look and feel, particularly for the seat supports, the key barrel for the Evoke looks tacked on like an afterthought however the Calais V is push button started and the top of the dash console has an uneasy mix of rippled plastic and faux leather covering for the instrument binnacle. A colour coordinated touch is the cloth run as a swathe across from one side to the other, with a dark grey blending with the black 
plastic on the Evoke however the Calais gets a lighter colour swatch and doesn’t appear to be quite at home. The Evoke’s tiller is a solid, chunky yet comfortable piece with the Calais V sporting a slightly slimmer and leather clad version, complete with a flat curve on the bottom. The seats are comfortable enough, look fine with the black cloth or leather (apart from the same light colour 
material looking as if it will dirty earlier), there’s memory and heated seats for the V and having an auto box somehow makes it just that much easier to reach the pedals compared to the layout with a manual. The rear seats are a sixty/forty split fold and provide a mammoth cargo space, 895L or 2000L with seats down.
Holden’s spend on the Commodore hasn’t been all wise though; as I’ve previously noted, placing the USB/Aux connections in the centre console bin makes no ergonomic sense at all given that there’s space to use ahead of the gear lever in the rubberised (and tacky looking) storage section and electronically would make sense to have the ports closer to the main part of the system, although it is where HSV place a dial cluster. Also, the chrome surround for the gear lever has a tendency to reflect the sun directly into the drivers eyes.
Naturally there’s a full suite of electronic stuff to play with: the aforementioned Bluetooth and touchscreen with buttons at the bottom that can too easily be rested on by a wrist, dual zone climate control aircon, plenty of airbags, cruise, electric windows all round (oddly however, not auto up on the Evoke), bottom of door mounted exit lights and the reverse parking system that reads the painted lines and car spaces then guides you in but still relies on the pilot to control the throttle. There’s also remote start for the Calais.
The Sheetmetal)
Externally, the Sportwagon is identically curved to its VE predecessor from
the A pillar rearwards. It’s forward that a visual difference is apparent; from the hawk eye headlight cluster above and framing the chin spoiler and re-profiled grille, to the Jaguar inspired fender vents and bonnet bulge. It has the effect of visually shortening the frontal look, handy with a vehicle just shy of five metres long (4919mm). The Calais has the addition of black chrome to the headlight inserts and LED DRLs (daytime running lights).
On The Road
The Evoke rides on 225/65 Bridgestone Turanza tyres wrapping 16 inch alloys and the Calais V is shod with 245/40/19s. The Calais has the firmer ride, not unexpectedly and a slightly heavier heft to the electrically assisted steering. Both tip into turns nicely, the Turanza tyres will scrabble for grip and squeal with protest on the Evoke but will provide front end grip and a touch of slip to the rear for the Calais; the traction control system is programmed for Aussie conditions, allowing some normal driving latitude before nanny mode cuts in.
There’s a distinct lack of wallowing over bumps, shopping centre entry bumps are dispatched with nary an afterthought and the lower profile rubber on the Calais transmits little in the way of noise and plenty in the way of what the road and car are doing. Steering is largely direct, there is a touch of vagueness on centre but the feel is of a communicative and well weighted setup. It shows some solid and sensible engineering, given the still too porky weight of the cars (including aluminuim bonnet) ranging from 1717kg to a whopping 1866kg for the Calais V.
The Wrap
Holden is Australian. It’s synonymous with our lifestyle, its cars have been developed for our conditions. Holden can also be, somewhat fairly, accused of hubris, in believing it was untouchable. Its big car line, the Commodore, is 35 years old, one of the country’s oldest continuing nameplates yet, at times, never seemed to advance hugely or be priced at a rate commensurate with its market share. It’s history now that Holden has undertaken a significant redevelopment of the aging VE platform and reduced prices in a possibly last ditch effort to stave off what many see as the inevitable. It’s worked, so far, with Commodore sales on a rise since the VF was released. The Evoke retails at $36990 + ORCs while the Calais V is down to $54990 + ORCs. In an environment where the Australian car industry is under threat yet we do make world class vehicles at a pretty decent price, these two stand out and moreso for the fact they’re wagons, a rarity in our overcrowded market and absolutely deserve a re-consideration for your drive.
http://www.holden.com.au/cars/commodore/sportwagon-range
Four-Legged Passengers
In one of my previous posts, I mentioned that having animals in the car was cited by one study as being in the top ten distractions involved in car accidents. So I thought this would be a good time to explore this a bit more. After all, most of us who have animals of some sort have to transport them in the car at some stage. There’s the annual trip to the vet for jabs, at the very least. You also get animals who like to ride in the car and want to accompany you on every outing possible. And for some of us who live in more rural areas, you might even need or want to transport medium-sized livestock in the back of a vehicle.
So how do you go about doing this job safely so that you don’t become distracted and run the risk of having an accident? And how do you ensure that your animals travel safely?
Dogs are easy to deal with. Most dogs like to ride in the car, as this usually means they’re going somewhere fun with you – picnics, the park, the beach and so forth… although most of them can somehow figure out if you’re planning a trip to somewhere they hate like the vet or the dog groomer. You can also buy safety harnesses for dogs so you can buckle them in safely – this is actually required by law in some parts of the USA. Harnesses for larger dogs such as Labradors, Alsatians and bull terriers (plus bigger ones) are pretty straightforward. You put on the harness, which is kind of like a dog-sled harness but without the long straps and put a regular seat belt through straps in a harness. This allows the dog to curl up on the seat if it likes, or sit up and look out the window, while remaining safely restrained. Harnesses for smaller dogs get a bit more fiddly, as the seatbelt is quite wide in proportion to the harness because of the size of dog wearing the harness. While it is tempting to let a little dog loose in the car, they might decide that where they want to be is on your lap staring out the window. Bad idea.
If you have a car with nice leather seats, you may not want the dog sitting on them and possibly scratching the leather (or chewing it, which is a lot worse). Seat covers may have to be the answer, but you could try what worked for our household and the leather-seated cars we’ve owned over the years – a 3-series BMW, a Saab and a Toyota Cressida (the latter being quite a few years ago!). We had a Staffy (Staffordshire Bull Terrier) who could curl up happily on the floor of the car under the feet of the passengers. He usually stayed there for most of the journey quietly enough, only emerging and trying to sit on a passenger (who usually pushed him down again) when we got near our destination. Staffies are small enough to fit in the leg space and aren’t hyperactive yappy loonies, so this was possible. For longer journeys, we also had a travelling crate that sat in the middle of the back seat, being a handy way to (a) confine the dog where he could see out the window and (b) provide a barrier between the kids so they didn’t start hitting each other.
You can also put a dog in the boot of a station wagon or SUV, especially if there’s a barrier in place that stops the dog climbing or being thrown into the main passenger compartment. Your pooch can usually see out of the rear window, which they usually like.
You sometimes see farm dogs on the back of utes, standing on the deck. If you do this, always chain the dog up on a short leash well away from the sides of the deck so he or she can’t jump or slide over the sides.
Never leave a dog in a car unattended on a sunny day, even as a safety device. Dogs overheat easily and being left in the car can kill them very easily. Don’t take the dog with you if you can’t let it out at your destination. If you are caught out and have to leave the dog in the car for a short period (e.g. stopping for the loo and finding there’s a queue; popping in to pick up takeaways), wind the window down a bit (not enough to let the dog escape, of course) and shade the front and rear windows. Or let the dog out and tether him/her somewhere safe.
Cats are more of a problem. While I dare say that if I spent the time trawling the internet for hours, I’d find someone who made car harnesses for cats, I can’t see them being popular, given the general cussedness of cats. Some cats loathe cars and consider riding in the car to be a form of torture. Others like the car and enjoy a ride – a friend of mine has a cat that likes riding in cars so much that it will sneak into their neighbours’ cars through open windows or doors when nobody’s looking, emerging part way through the journey. Both are a nuisance and I should know, as I have one car-hating cat and one car-loving cat (the car lover got into the habit because it liked the sound of the little diesel Peugeot we once had). The car-hating cat needs to be put into a crate or it will go berserk inside the car, yowling, scratching and possibly pooping into the bargain. In the crate, it will merely yowl, and that’s irritating enough to drivers. For long journeys by car with this sort of cat, talk to your vet about sleeping pills and tranquilisers… for the cat, not you.
Car loving cats are also a nuisance as they never stay put but try to explore the interior. They might be happy enough curling up on a nice sunny seat but they might also decide that the back of your neck or the top of the dashboard is the perfect place inside the car. Even your car-loving cat will have to go into the crate. One bonus of having the car-loving cat in the crate alongside the car hater is that the presence of the unruffled car-lover will soothe and reassure the car-hater; at least that was the case for our cats, anyway.
Cats can also sneak into funny places in your car for a quiet sleep. Some have been known to sleep under wheel arches and inside the bonnet. Check your car for cats before driving. Ditto trailers.
Larger livestock (sheep and goats) can only go into the boot of a station wagon or larger SUV, or a crate on the deck of a ute. The crate on the ute is by far the better option. Sheep poop when nervous, so if the stationwagon is your only option, put sacks down or you’ll have a horrible clean-up job. Goats are fairly brainy and can learn to like riding in the car, especially if they learn that a trip in the car means that they’re going off on a very hot date. Experience speaking here – my folks kept a pair of female dairy goats and a wee visit in the Mitsubishi station wagon to someone with a horny billy goat was necessary from time to time so they’d produce milk. Most small-scale dairy goat keepers will have to take the does off on trips in the car like this, as only serious goat farmers will keep a billy. Rutting billy goats stink and this smell will cling to your doe on the way back and will rub off on the inside of your station wagon or SUV boot. The smell will fade eventually, but a sacking lining might be a good idea. Goats can climb, so they may need to be restrained in the back or they may try jumping and climbing over the back to join you. Or just keep them occupied during the trip with a bucket of pellets.
A final warning regarding goats and cars is that you shouldn’t park the car near where the goat is tethered or she will climb all over it. Those sharp, sure-footed little hooves are hell on paintwork.
Level 2, 9 Help Street