Archive for November, 2014
Rapid Shifting: Skoda Octavia RS Wagon
There’s something to be said for being the “little” brother or sister, in that unused and brand nwe stuff comes your way. With Skoda becoming part of the VW Group in 2000, the door was opened to taking advantage of the family lineage and sourcing from the parts bin, both brand new and “hand me downs” that are virtually brand new. Skoda’s undergone a resurgence, as a result and one of the key parts to that has been the Octavia. It’s a been a delightful week with the top of the range RS wagon, now in its third iteration.
Powersource.
Turbos and four cylinder engines go together like whisky and ice. Skoda’s married a turbo to a 2.0L powerplant to get a 162kW/350Nm belter, with pull from 3000 rpm like a shuttle launch. There’s a six speed double clutch automatic transmission attached and is programmed for Eco, Normal, Sport and Individual settings, accessible via a 
button in the centre console and shown on the touch screen in the dash. It’s an immensely usable combination, moves quickly and quietly through the gears in normal mode however the DSG’s mechanism does make shifting into Drive from Reverse a “wait for it” proposition. In Sports mode it opens the aural taps, allowing a growl from the engine to complement a more immediate response. However, even on a straight and long back road to allow a good clip, it required a manual shift from fourth into fifth and sixth only to have the computer to bring it back to fourth. Economy suffers, as a result. Skoda claims 6.6L per 100 km and that’s not unachievable if driven in Eco mode.
The Suit.
It’s an evolution of the previous design, with a somehow more integrated look. It’s a more tapered roll off for the roof 
on this RS wagon, looking less slab sided than the previous model, thanks to a creaseline along the flanks and in the lower doors, folding slightly inwards. The wagon looks sleek, sitting low at just 1465mm and it’s 4659mm long and 1814mm wide, providing a huge amount of cargo and
arm/leg space thanks to the 2686mm wheelbase, maximising internal room. The reverse moustache grille sits nicely between the edgy headlights, themselves supported by thin lines of LEDs. It’s angular, handsome and in a Stormtrooper combination of black and white, carries a subtle air of menace. Panel and shut lines are tight and there’s a reassuring “thunk” when closing the door. Roof rails complete the picture, one that would look well suited to your garage.
Alloys are unusual and a matter of personal choice, with brake dust quickly dulling the sheen. Rubber is Bridgestone 225/40/18s.
On The Inside.
588L of cargo room sit nicely within the wagon’s shapely rear with seats up. The lower stance of the wagon makes loading it up a breeze, along with the high opening tailgate. There’s a plastic strap hanging down, a surprisingly 
useful item yet looks oddly out of place as well. The passenger side part of the cargo space has the subwoofer unit for the excellent Canton audio system; it’s clear, punchy and well defined in its quality.
Seating is fantastic; driver and passenger get sports bucket seats, with a red highlight and RS
embossing, 
which are immensely supportive and not once felt uncomfortable. The black leather is enhanced with red stiching; it looks great and of a good quality. Getting into the right seat position to drive was easy; once done the driver is greeted by the classy looking monochrome info screen, a nicely sculpted steering wheel and the presence sensing touch screen for
navigation, sound and the RS options. It’s a beautiful workspace and roomy enough given the Octavia’s dimensions.
There’s plenty of tech to play with; the RS button glows red when pressed, there’s parking assistance and collision avoidance noises as well.
The Drive.
Suspension wise, it’s a ripper. There’s enough sportiness with a dash of compliance to suit most drivers that would buy the RS, it’s wonderfully damped and handled all speed bumps and off camber corners equally. It’s deft, adept and fun to drive. Torque steer is minimal but you can feel the front wheels loading up at times, mostly when coming 
into a tight turn but there’s never a feeling of breaking away underneath. It’s a confidence inspiring chassis, as are the engine and transmission. It’s an almost perfectly balanced 
combination, bar the turbo lag in normal mode and the schizoid desire to hang on to fourth in Sports. When wound up, especially in the Sports mode, the Octavia RS wagon, hoists its skirts, changes them magically into a red cape and flies. That metallic roar from the front excites and titilates, adding to the presence of the Octavia when used in anger.
However, that delay, sometimes, in selecting Drive when moving from Reverse, can spook the computer, especially when rushed and it’s an uneasy sensation, not one you want to experience when you’re in a hurry thanks to oncoming traffic. Economy was decent, ending up at around 7.5L per 100 kilometres.
The Wrap.
At just under $44K, with great luggage space, easy to access fun and a spirited engine/gearbox to motorvate you. Fit and finish is high, it’s a comfortable workspace and isn’t too hard on the eye as well. Skoda is on a clear winner here, thanks to big brother (or sister) Volkswagen.
For information on the Octavia and other great Skoda cars, head to www.skoda.com.au
The Car: Skoda Octavia RS wagon.
Engine: 2.0L petrol, tubrocharged.
Transmission: DSG, double clutch automatic.
Power/Torque: 162kW/350Nm, @ 6400/1500-4400rpm.
Fuel: 98RON unleaded.
Tank: 50L.
Dimensions in mm (L x W x H): 4685 x 1814 (excl. mirrors) x 1452.
Weight: 1458kg (dry).
Economy (claimed), combined/urban/highway, litres per 100 km: 6.6, 8.3, 5.6.
Tyres, wheels: 225/40, 18 inch.
Cargo: 588L/1716L (seats up/down).
Price: $43940 (auto).
Uncertain Futures: What’s happened to the WTCC?
As the 2014 motorsport year draws to a close, it may be fair to say that it has been a year of the three R’s: revolution, resurgence and resurrection. Formula One introduced its brand new regulations, the BTCC has returned to a state of high popularity unseen in recent years, and the Blancpain series has thrown GT racing back into the hearts of the fans. In no way is this list exhaustive but most importantly it has been a year of extensive media coverage. As a motorsport journalist, I am able to talk to a wide range of industry experts about all things racing and throughout my interactions, there has been one common denominator, one elephant on the race track; what on earth has happened to the World Touring Car Championship?
“…the what? Oh the WTCC! I had almost forgotten about that”
There was a time when the WTCC was deserving of its title; not only did it encompass the globe with the different rounds, but with names like Priaulx, the Mullers, Farfus Jnr, Tarquini, Giovanardi and Menu it produced some truly world class racing. However, over the last few years it has suffered a decline in popularity and arguably, quality. Just to add the icing of lost hope to the cake of disappointment, 2014 has all but destroyed the reputation of this once great championship. And it all comes down to one name, Citroen.
WTCC in the early 2000s was dominated by names such as Alfa, BMW, SEAT and Chevrolet
As with many sports, the very start of the close season has so far been awash with announcements regarding the 2015 season. The one which I am most looking forward to is the return of Volvo as a factory team to WTCC; personally I would prefer them to come back to the BTCC (where they enjoyed huge popularity and success in the 90s) but still. Volvo plan on entering the latter half of the 2015 season to then attack the full 2016 championship after an initial scout. Other news includes an announcement by Honda that they will endure an intense winter of testing so as to catch the Citroen team, while Citroen themselves are joining up with Sebastian Loeb Racing so as to field a 5-car team, giving Chinese driver Ma Qing Hua (the first official Chinese winner in an FIA event) a full season drive. Finally, LADA have announced a new partnership with ORECA, fielding the new Vesta model. Rob Huff is positive about the 2015 season saying about the old Grantas model,
“If we can win in this, we can win in anything”
And let’s be honest, to get the LADA to a race win at Macau, while also beating champion Lopez to fastest lap is no small feat; with a vastly improved car who knows what he may achieve next year. LADA world championship anyone?
To everyone’s surprise, Rob Huff managed to pilot his LADA to multiple victories in 2014. Image Credit: AutoNewsInfo.com
The one common factor that links these announcements for 2015 is of course the Citroen team; more specifically the utter dominance of the Citroen team in 2014. I can remember back to the first race of the year in Marrakech where I sat down, excited to watch a new WTCC season unfold. By the end of that first race weekend I had near as well makes no difference lost all interest in the sport. I have never had any issue when it comes to one team out performing others in a race series; in many ways it shows the quality and hard work of the team. However, when this performance becomes total dominance, leaving the other teams with absolutely no hope of catching them, I begin to think it has gone too far. Wherever Citroen would start, they would be at the front before you could say ‘maybe there is hope’. I would often see a Honda leading the field around, but as soon as the charging Citroens caught up, it was only a predictable matter of corners before all was lost. The performance gap would be something similar to that of a Caterham attempting to stay in front of a Mercedes in Formula One. It doesn’t make for the biggest spectacle when it is so horribly predictable.
It was quite common knowledge that the reason for Citroen to have complete control (and then a little more on top) was their high development and consequently high costs that set them apart from the rest of the field. Similarities can be drawn between WTCC and F1; there has been a significant drop in ratings and high criticism of the sport when there has been one dominant team that has romped away to victory leaving the others almost dead in the water. The sad thing is, if you took Citroen out the equation there would be an immense level of competition in the WTCC; any one of numerous drivers could have walked away with the championship. However, when it comes to mass media coverage and general views regarding a series, the opinionated eye has always been fixed on the front of the grid. If the cameras had focused on the mid pack battles in WTCC or even F1 for that matter, the general view on the championships would have been significantly more positive. But with all the focus on Citroen, it has given the impression that the series has become stale and predictable. And the sad thing is, these days media coverage is everything. If you receive bad press, the prevailing opinion will then start to follow its press masters view. I would never try and claim that I am above such delusions; I too have fallen foul to media coverage and as such have convinced myself that the championship has gone downhill.
This is the general view of 2014: World Touring Citroen Championship. Image Credit: AutosportVision.com
Taking the media effect out the equation for a minute, there are other aspects of the sport that I have been disappointed with in 2014. I will make it clear now that I have always been a massive supporter of affordability in motorsport; cost capping gives new teams a chance to not only compete in championships but have a shot at high place finishes at the same time. And yet Citroen have surged into the championship with high costs to match their high development. Now they have won the championship rather convincingly, Honda are following suit with their winter of high intensity testing and development programs. Logical thought would also suggest that if Volvo wish to be competitive in the championship, they too will have to up the cost to keep up with the big names.
There was a time where increasing financial costs was common in motorsport; an economy existed that could support such a regime. It may come as somewhat as a shock to hear though that the world has been suffering what many would call a bit of an economic issue over the last few years. Money is not as easily available as it once was. The example I always like to draw from my arsenal at this point is that of the BTCC. The Super Touring era in the 1990s saw team costs spiraling horrendously out of control, as the manufacturers tried to out-do each other and get to the top of the standings, most often with paid-drivers from the F1 spectrum. The new NGTC regulations have stripped down the costs of the championship while also tightening up the regulations with the intention of achieving a balance of performance. As a result, the 2014 season has been one of the best in many years; almost any of the drivers could win a race, all fighting for that number one spot. There was a beautiful time not that many years ago where there were shared regulations between the BTCC and WTCC; how wonderful would it be to see this come back once more and have even larger grids on both fronts?
My final issue with WTCC manifests itself as both a technical and aesthetic point. One of the reasons I have always been drawn to touring car racing over any other series has been the similarity between the race cars and the cars we see on the road. After all, it is hard to imagine that your Mercedes A-Class is anything like that of Lewis Hamilton’s, but you can see an obvious comparison to the Mercedes of Adam Morgan in the BTCC. You may not have the added power or aerodynamic ability, but as a motorsport fan it does give a primal rush of excitement to imagine yourself driving a race winning touring car, while on your way to the shops. But when it comes to the WTCC, well I am not quite sure what has happened this year. Not only do the cars look rather flimsy, but based on some of the impacts this year, do very much physically follow suit. There was once a time where the cars would get battered and bruised in the intense race action, but plough on right until the very end.
These days, one impact and the car is near on ruined. Most importantly mind you, these new cars resemble more alien space craft than their road going counterparts; with all the extra wings and this new ‘beefy’ look, it is hard to see the original car there at all. I am aware that this does provide extra performance and no where in the rules does it state the cars must look a certain way, but it does remove that level of relate-ability that I have always cherished about touring cars. May I remind the FIA that this is motorsport not body building; we do not need steroid induced muscle cars.
His car is somewhat Muller-ed. Image Credit: TouringCars.net
The comments I make may not be to everyone’s tastes, but I do believe there must be some unspoken explanation behind the WTCC losing a lot of supporters in 2014. Why else would so many people have forgotten about the WTCC? I have spoken a lot in this article about money; I do believe that the increased cost of motorsport is driving away a lot of potential competitors, especially as we are living in a time where money is not so readily available. The result of not imposing a cost cap, like that of the BTCC is the ridiculous performance gap that has now been created between Citroen and the rest of the field; a gap that only began to reduce at the end of the season. In no universe could I criticise anyone for believing that I am placing blame on Citroen; at the end of the day however Citroen are operating within the stated regulations and have done nothing underhand or wrong. My scathing eye therefore must turn towards a higher power, the governing body that is the FIA. Ever since the demise of the FIA GT series, I have been rather skeptical of the FIA’s ability to govern a motorsport series. The debate surrounding FIA and Formula One especially hardly paints a beautiful landscape of their abilities.
If I were therefore to offer a change, I would suggest a cost cap on spending which would bring in more independent teams to create a larger field, as well as remove any gaps in performance between the cars. By removing a championship that has one team that out-performs the other, it may create a highly competitive, highly exciting race series that has any number of drivers eligible for the title. With the other teams driving up the development machine, it will of course increase the cost, which I will be happy with if it makes the championship more competitive. But is it sustainable? How long will a high cost championship last in the current climate?
With new announcements coming thick and fast in the off season, I look forward to the 2015 season with a renewed hope that the championship can return to a state of high quality, high drama racing. For a championship that has ‘World’ status, it deserves a level of competitiveness that can live up to its name. The chance to race a touring car on circuits across the world is one not offered by just anyone.
2015 is a time for change. It is a time for something new. Let’s make it happen!
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Keep Driving People!
Peace and Love!
Misogyny, Motors and Mechanics
Dear, oh, dear… do I detect a slight note of misogyny in my fellow blogger’s post “Something Wicked This Way Comes” (a title that, incidentally, Ray Bradbury nicked from Shakespeare’s Macbeth)? The first example is a female P-plater, there’s references to a granny driver and there’s a photo of a woman who doesn’t look that old in this complaint about bad driving.
I have absolutely no complaints about the actual examples of bad driving. And it may be pure coincidence that the bad driver first mentioned happened to be female. However, there is a long tradition in motoring of misogyny and general sneering at woman drivers. Whether it’s the advertising tradition of putting bikini babes on the bonnets of cars for sale, car racing games that assume that the player is a bloke or comments like “driving like a grandmother” or calling a particularly sizzling sports car a “chick magnet”, it’s been going on for a long time and does make things a tad more difficult if you’re female and a driver. Even those “pink parks for women only” that have appeared in some parts of the world are patronizing and annoying.
You’ve also got the whole “women aren’t good with machinery and don’t know anything” attitude that can be taken by mechanics. This is best exemplified by what cropped up when I was trying to find an image for an earlier post of mine about women doing car repairs. The vast majority of images that Google popped up for me either showed a woman staring at an open bonnet looking helpless and hopeless, or else it showed some cheesecake babe bending over the bonnet (or lying on her back showing only a pair of trim bare legs) with sexily smeared grease on her face, skimpy shorts and a crop top. There are a few that do show women trying to look moderately competent but these are so obviously posed – you’re not going to make me believe that anybody is going to wear a long-sleeved white top to tinker about under the bonnet or wear a swishy skirt, dangly hair or high heels.
Here’s hoping that the only reason why she looks horrified is because she’s got to do roadside repairs while wearing white rather than because she doesn’t know what she’s doing.
Hooray – there are some decent and realistic images out there!
Yes, I always wear a short skirt and high heels to fix my car, and my skirt’s not going to ride up AT ALL.
Long loose hair, crop top, short shorts… and not a spanner in sight. The perfect outfit for repairing cars.
It gets worse than just popular images, too. Fortunately, it hasn’t happened to me, but you hear stories about mechanics charging women more than men for work done or giving poorer service. You also get the impression that women don’t exist if you go into your typical automotive supply shops – a patronizing “well, your husband would probably prefer this for his car” sort of attitude. Hello? There are a lot of single, divorced and widowed women out there who have their own cars, thank you very much. And even the ones who do have a bloke of their own may be doing their own car maintenance. In some households, it may be the woman’s responsibility (or just her turn) to take the car in for a service.
Anybody can have a rant – and you’re more than welcome to tell your stories about what it’s like to be a woman taking a car into the mechanics’ – but it’s something else to actually do something about the situation. So, if you’re a woman, here’s some actions you can take:
- Educate yourself. You are less likely to be ripped off by a mechanic if you show that you know something about what you’re talking about. For example, don’t say that “it’s making funny noises” or “this little red light keeps coming on”. Instead, try something specific – “the cam belt needs replacing,” “it’s due for a service,” and “the automatic transmission needs flushing”. Also learn a bit of the technical lingo so you know what your mechanic is talking about.
- Learn how to do your own repairs and maintenance. This doesn’t require Y chromosomes or testosterone.
- Drive properly (everybody should do this – male and female).
- Be prepared to walk away from any mechanic who is patronizing, rude or who tries to bamboozle you.
- Don’t just put up with things. Ask the mechanic to explain technical lingo and try to look interested. Complain to the management (or walk away) if there’s visible in-your-face pinups or porn where customers can see it (this includes the customer loo). If you’ve got the kids, ask for something that they can do while you’re waiting and/or a place to change nappies. Send back freebie calendars with “bonnet babes”.
Here’s to a world where the difference between good drivers and bad, or between car nuts and those who are ho-hum doesn’t depend on gender!
Happy driving,
Megan
My Swedish Love Affairs
Go somewhere else if you are expecting to find a sizzling read about my steamy encounters with tall, blue-eyed blonds with angular faces and high cheekbones. For one thing, although I have had a couple of order generic viagra male friends from Scandinavian countries, including Sweden, I never even flirted with them. What’s more, the blue-eyed blond I married is from Down Under, and I’m not going to spill the beans about that. This is supposed to be an automotive blog, so for anything steamy and Swedish, you’ll have to wait until I put out a Mills & Boon romance with a hero named Eric. Instead, this is about two of the nicest cars I have driven, both of them Swedish.
First of all, there was the Saab 9000, a.k.a. The Valkyrie. This was a deep pewter grey sedan that some of my friend dubbed “The Euro Beast”. This was my first encounter with Swedish cars – I had already encountered my share of French (Simca), German (VW), British (Morris, Austin) and Italian (Alfa Romeo) vehicles and was prepared for this new European model to be similar. It wasn’t. It was better. It had such an excellent blend of practicality and luxury that I forgave it all of its quirks, like the way that the interior cloth lining fell off the roof because it had been designed for the colder Swedish climate rather than the warmer one down here. I forgave it the way that it had to sit in the garage for yonks every time it needed a spare part that had to be imported and took three weeks to arrive on the boat from Europe. I loved that massive boot, the heated leather seats and its super-responsive acceleration. It was roomy, it was beautiful, it was fun to drive, and I was really sorry when the day came to trade it in for an Isuzu Bighorn so my husband, the blue-eyed blond mentioned above, could do a bit more with his contracting business and take the family on 4×4 outings.
Now, I have my new love. This is a Volvo S70 sedan, dark blue and nicknamed Hilda (from the letters on the rego plate). I have only recently picked up this little beauty for much less than it was worth and I am in love with Swedish design all over again. So far, its only fault has been that it has a tendency to creep over the speed limit when I’m not paying attention (it doesn’t have cruise control). The alarm is also a bit on the quirky side – yesterday, it decided to set the alarm off when I opened the door to get out of the car after driving for 45 minutes – but I’m figuring this out. It has the smoothest gear changes I’ve ever felt in an automatic, it corners like a dream and it is nicely frugal on the gas. I’m not sure exactly why the Frenchman I bought it off said that “Zis is a woman’s car”. There’s nothing particularly girly about the mag wheels or those comfy leather seats. Is it because the boot is big enough to take heaps of groceries? Is it because the back seat is wide enough for plenty of kids needing to be taken to school? Is it because of the lighted mirror on the passenger side sunshade? Is it because of the multitude of storage compartments around the place? Is it because it has the Volvo reputation for safety? I’m still trying to figure this one out. Anyone else got any ideas?
I am also hoping that this latest Swedish love affair will be a long-lasting one.
Happy driving whether you’re in a Swedish car or not,
Megan
Level 2, 9 Help Street