Archive for 2015
Hyundai Aims At Japan With The New Tucson.
Forget about buying your new RAV4, CX5 or X-Trail, Hyundai have unveiled the new Tucson, the replacement for the long in the tooth ix35.
Available in four models, with three engines and transmission choices, Hyundai has set their sights and are targeting the Japanese cars so many see as first choice. 
There’s the Active with 2.0L MPI engine, the Active X (expected volume seller), with 2.0L GDI, Elite and Highlander with 1.6L turbo that out torques the 2.5L Maxx Sport CX5 and a 402Nm 2.0L diesel.
There’s a six speed manual and auto, seven speed dual clutch auto for the 1.6L and, as expected, razor sharp pricing. Rolling stock varies from 17 to 19s on the Highlander with Continental tyres.
On road the pick is the diesel, with that never ending surge of torque, however the Active X, with just over 200Nm and a slick shifting six speed auto, never seemed lacking for urge, even with four boofy blokes aboard.
Ride quality is superb, with firm yet compliant suspension around town, with many drivers drawing attention to the refinement and quietness of the cars inside, plus the high quality look and feel to the cabin and plastics.
At the dealership launch, all four were put through their paces in a city based driving environment, with plenty of curious glances from passers by.
The Elite fitted with the 1.6L and seven speed auto drew favourable reviews, as it should, with 265Nm.
There’s plenty of cargo room (488L) versus 403L for the CX5, a bigger towing limit and more power for the diesel against the RAV4’s 2.2L (1600kg v 1000kg, 402Nm v 340Nm), rain sensing wipers, dusk sensing headlights, 10 way electric adjustment for the driver’s seat, satnav and better economy (7.7L/100km v 8.3L/100km) from the Elite turbo v the X-Trail 2.5L auto ST.
You can also expect to see Android Auto and Apple Car for the Active and Active X later this year.
Hyundai anticipate vehicles being available from early to mid August.
Contact your Hyundai dealer for more details.
#ForzaJules Forever: The Race Doesn't End Here
“Jules fought right to the very end as he always did. But today, his battle came to an end”
Image Credit: F1-Fansite.com
After 9 months of fighting, after 9 months of prayer and after 9 months of hope, you just never thought it would happen. He was going to pull through. He was going to be fine. When the statement was released by his family this morning that Jules Bianchi had succumbed to his head injuries following his horrific crash in Japan last year, the motorsport world fell silent. As I write this I have a lump in my throat, how do you process something like this?
“One by one, only the good die young, they’re just flying too close to the sun, and we’ll remember forever”
Switch off the engines, let the tarmac lay silent. For the first time in 21 years, the counter has been set to 0. Not since the infamous race at Imola in 1994 has F1 seen one of its heroes taken from us. The difference he was the waiting. We had time. We started to hope. A racing driver has an immutable passion and determination; they are a true fighter. There is no fear. There is nothing they cannot do. Except this.
We can only hope that the sport can look into the circumstances that caused his death, just with Senna in 1994 and do what they can to make the sport safer for the future. We have learnt our lesson in the worst way possible. But this is the time to change.
My reasons for writing this however are not to remember the pain, the suffering and our great loss. It is for this same reason that I will refuse to include any images of Bianchi’s crash in this article. Reliving that torturous day will not change the past. But what we can do is remember Jules for what he was. And that is exactly what I intend to do.
Since the first moment I started watching motor racing, I have always supported the underdog. There is something indescribably exciting about watching the rise of an unexpected superstar. Jules Bianchi was always tipped as the next big thing in Formula One; Ferrari had made their intentions clear. In a few years time we were more likely than not going to see Jules behind the wheel of a Ferrari winning races, and I believe championships.
I am not just saying that given the current circumstances. Ever since that race in Monaco last year, Bianchi proved beyond any doubt that he was a star in the making. Despite a time penalty, the eventual 9th place finish that Bianchi achieved remains the only ever points score that Marussia has achieved in its near 6 year history.
Image Credit: Marussia
Speaking at the Monaco GP this year, Alonso showed his support and awe of what Jules achieved at Monaco:
“It’s hard to understand when you are in a car that is not competitive, to get some points. It’s some kind of miracle. That is what Jules did last year, ninth place here. He was the star of the race. Now, to come here again and not see him together with us on the grid is very sad. It’s not only here we remember him, it’s every weekend”
He was right. Marussia has never been a competitive car and yet Jules put it in a competitive position, pulling off some of the most spectacular overtakes on a track that many consider as ‘almost impossible’ to pass on. No ordinary driver would therefore be able to achieve that. There was talent. There was something special there.
Rosberg may have won the race, but it was Jules Bianchi that won our hearts that day at Monaco.
Just recently I turned 24, and I thought I was doing pretty well for myself. And then I realise that Jules Bianchi was 25 and was already earmarked as a future Ferrari driver. It is when you think about things like that, that your life really is put into perspective. At the same time, you realise how much of a talent Bianchi was.
Image Credit: Ferrari
That is exactly how Bianchi should and will be remembered. Not for the horrible events that overtook him that day, but for his talent, his kindness and his determination.
It is such a sickening shame that it had to end. But then I remember the words of Gandalf:
“End? No, the journey doesn’t end here. Death is just another path… One that we all must take. The grey rain-curtain of this world rolls back, and all turns to silver glass… And then you see it”
To pay our final respects, I ask that we all do something. Take a listen to Just Drive by Alistair Griffin and simply close your eyes. The song is everything Jules was and always will be. Listen to the lyrics and remember a truly great talent.
There’s a hell of a race going on up there. It’s time to take your place on the grid
The race doesn’t end here Jules, in fact it has only just begun.
#ForzaJules. Forever.
Stereotypes: The Farm Ute
This is apparently a Mitsubishi Triton, but don’t ask what colour it is.
Usually seen: Any rural road, either tarsealed or gravelled. Sometimes seen parked outside agricultural supplies shops and supermarkets in small towns. Frequently seen bumping over fields and farm tracks.
Typical examples: Toyota Hilux , Nissan Navara , Mitsubishi Triton
Description: The farm ute is seldom seen in built-up areas, usually because the farmer will pinch the family saloon (aka the wife’s car) to head into town wearing good clothes. The ute is purely for business, and that business involves doing things with crops and uncooperative animals. Looks do not matter when it comes to the farm ute; in fact, if it looks pretty, it’s suspicious.
Two main factors make a farm ute what it is: the mud and the flat deck out the back. If it hasn’t got these, it’s not a farm ute.
The mud may get onto the farm ute in a number of ways. It may get kicked up from the surface of a gravel road or a farm track, or it may get splattered onto the sides of the machine by wet dogs, runaway bullocks and a range of farm implements. The mud is a semi-permanent fixture on the ute, especially as the closest the farm ute ever gets to a car wash is when it gets driven out to inspect the irrigation system or when it rains. If you are squeamish, don’t inspect the mud too closely, as some of it may be animal crap.
If you are squeamish, you really don’t want to take a look at the flat deck itself. This will definitely have animal excretions on it of all varieties. You will also not be able to get close enough to the deck to inspect it, as it is likely to have at least one dog standing on it, chained to a set of bars behind the rear window. Other animals likely to be found on the flat deck include sheep (live), calves (live), pigs (dead after a hunting trip) and cattle (dead and sometimes in bits). The flat deck is also likely to contain miscellaneous sacks of animal feed, seed or fertilizer, and a selection of coils of wire, spades, crowbars, ropes and other tools. The whole point of the ute, after all, is to carry more stuff than the tractor, motorbike or quad bike does, as well as usually being road-legal, meaning that if the farmer needs to go down the road from farm block to farm block, or to the agricultural supply store to pick up the jumbo-sized sack of dog biscuits, a new elastrator and a salt block or two.
Utes may be twin-cab or single-cab, although single-cabs are more common. Double-cabs tend to be used when there’s a crew of workers to be lugged around or if there’s a heap of stuff that shouldn’t get wet or muddy, such as grass seeds or chemical sprays. Double-cabs tend to be a kind of mobile toolshed. Even in a single-cab ute, the front seat is likely to hold random bits of paperwork as well as a lunchbox and thermos flask – where the dogs can’t get at it. The interior will also be muddy.
Bells and whistles are also in short supply inside the farm ute. GPS systems are useless, as even the most sophisticated ones aren’t going to tell you the shortest way from the cattle yards to Field 3 in D Block. Any rear parking cameras are going to be covered in mud before too long, so they’re no good, either. Must-haves in the farm ute are the radio (so you can listen to the cricket while mending fences) and the horn (for turning the ute into a sort of mechanical dog that barks to move stock along).
The farm ute may or may not have 4×4 capacity, although it frequently does. This is because the typical farm ute usually sees more off-road action than many fancy 4x4s. Fancy 4x4s – the ones that look like they had a military origin along the lines of Jeep and Land Rover – are never used as farm utes. This is because they lack the all-important flat deck.
Private Fleet Car Review: 2015 Audi TT Quattro S Line.
It’s a rare occasion for A Wheel Thing to be in the seat of a proper sports car; with a huge nod of thanks to Audi, A Wheel Thing went one on one with the Audi TT Quattro.
Powersource.
Turbo technology for consumer level petrol powered cars has come a long, long way since the 1970’s. Audi’s bolted a “hairdryer” to a 2.0L petrol engined four cylinder, with a massive 370 Newton metres of torque available across a mesa flat range, from 1500 to 4300 revs. With the TT weighing just over 1410 kilos unladen to a total gross weight of 1730, it’s a measly four point six kilos (roughly) being moved from each metre of Mr Newton’s finest torques.
Peak power is on tap from 4500 to 6200 revs, ensuring a smooth transition from twist to pull in the pursuit of driving nirvana. Top speed is an electronically limited 250 km/h (speedo says 300…) while the ton comes up in six seconds (front wheel drive) and 5.3 seconds with all four paws. The oomph is sent to all four corners via a six ratio, dual clutch, automatic transmission and an electronic, rear axle mounted, multi plate clutch. The whole shebang operates seamlessly.
The Suit.
There’s no doubting its heritage, with a look clearly pointing to the now iconic original whilst being as modern as tomorrow. There’s the same, fluid, rounded profile, the hatchback third “door”, a compact size (under 4200 mm in length) however the front is somewhat sharper, more up to date with LED headlights (with a distinctive vertical bar) whilst the shapely rump gets neon look lights. Rolling stock is 19 inch alloys, with grippy 245/35 rubber thanks to Hankook.
There’s LED powered indicator strips underneath the headlights, which strobe when the car is locked and unlocked. Sadly, it’s not something many drivers would know of and appreciate. What it does, however, is further amplify how much thought Audi has put into the nuances of the TT, such as the iconic alloy fuel filler lid, emblazoned with TT.
The front is angular; there’s the hexagonal “Single Frame” main air intake, flaked by two deep set ducts that echo the edgy design of the headlight casings. The lower edge of the bonnet continues as a crease line, joining front to rear and breaking up the flatness of the doors. The rear finishes off nicely, with more than a hint of the original in the lower extremity, with the addition of a balanced look thanks to the dual exhaust. In essence, it’s a beautifully cohesive exercise in design.
On The Inside.
Sure it’s snug, like slipping on a boot whilst wearing winter socks. Yet there’s no feeling of claustrophobia…except for any rear seat passengers. If you’re two feet tall, you’ll fit; otherwise, forget it. Yes, the padding is spot on, as is the support, but when you’re dealing with a short wheelbase, leg room for those at the front isn’t the priority.
Audi have taken simplicity to a new level in the area that counts for the most; where the driver sits. Take the centre upper console: gone is the normal (nowadays) info screen, in it’s place is “old school” with thre air vents and it’s here that Audi has taken simplicity to ridiculous heights. Nowhere to be found are dials and levers near the vents, instead the temperature/fan speed/air direction mode are located inside a touch button/dial in the centre of the vents themselves. Simple. Smart. effective.
It’s the driver, though, that gets the best toy (apart from the car itself) to play with. Audi call the dash the “Virtual Cockpit”; fitted with a gorgeous high resolution 12.3-inch display , it shows everything the driver needs, from speed, tacho (which reacts as quickly as the engine thanks to a high speed refresh rate), to the music station or media feed, to a whole navigation screen. Being a high definition screen, it’s super clear, non fatiguing on the eyes and, of course, uber cool.
To use it, there are either controls on the steering wheel or a dial wheel with a touchpad on top. Two main buttons next to the dial help you pick between navigation (based on Google Earth and Street View!) and media, then the rest is done with the dial and touchpad. It’s super easy to use, and makes it very easy to use without taking your eyes far off the road. Especially having the full navigation screen just there, it’s deliciously simple and wonderfully efficient.
Then there’s the addition of the S Line componentry: from the gloss black grille, front and rear bumpers and door sill inserts and more, allowing a driver to personalise their car thoroughly. Speaking of cool, Audi has eschewed the traditional bulbs for the interior lighting, with cool white LED’s doing the trick, even down to framing the speaker housings in the door.
The centre console plays host to the jog dial that allows you to swing through the various settings, plus there’s a couple of switches for Navigation and Radio but it’s forward of the gear selector lever that we’ll find a VIB (Very Important Button). It’s marked “Drive Select” and it’s responsible for the varying driving characteristics the TT can offer.
There’s Sport, Dynamic, Auto and it adds weight to the steering, sends more grunt to the rear to provide a more sporting edge, lowers the car by up to ten mm, all dependent on which setting. Does it work? Does it ever! Combined with a beautifully sized, leather wrapped, steering wheel, it’s automotive nirvana.
On The Road.
Audi has pushed and pulled the TT into various weight saving strategies; there’s lighter seats, all aluminuim panels and that engine takes advantage of every lost kilo (end weight is around 1230 kg). It’s thought sensitive in steering and engine/gearbox response as a result. The various Drive Select settings allow the driver to take advantage of the electronic parameters and the whole package comes together, holistically, to provide a complete driving experience.
Acceleration is seat of the pants quick, it’s almost tactile in how the car reacts from light to heavy throttle pressure. Audi quotes 5.3 seconds to 100 kilometres per hour, however the pucker factor says it’s quicker. With a gentle prod, the TT’s torque is already working, with a sensation of refined effortless as the speedo’s numbers seem to change quicker than they should.
The steering is around two turns lock to lock and is so tight that the merest twitch of an eyebrow will have the car moving in a left or right direction. Lateral grip is stupendous; try as one might, there was no way known the TT would lose traction sideways and it’s obvious how good longitudinal grip was.
It’s not all beer and chips though; there’s road noise, plenty of it, intrusive at times through the excellent B&O sound system. The rear vision mirror is also located at just the right spot to block (from the driver’s seat) leftward vision, making it difficult to see oncoming traffic at intersections. Ride quality was variable; a slow speed over a speed bump would have the TT comfortable-ish, but at a reasonable clip would have the same bump shattering bones and rattling fillings.
Fuel consumption was surprising for such an animal, one expects fuel to be slurped quicker than a tradie’s beer on a Friday afternoon during summer, final consumption was 7.2L per 100 kilometres.
The Wrap.
A Wheel Thing relies on the support of manufacturers in order to provide reviews; as such, access to cars of the calibre of the TT are rare and A Wheel Thing publicly thanks Audi Australia for their support.
There’s been sports oriented cars in the garage: Volvo’s explosive Polestar, Ford’s brutal XR8 and HSV’s sledgehammer Club Sport, but the TT offers a level of finesse and iron fist in a better measure.
The TT is raw, almost unbridled, in its hard edged appeal to a driver that enjoys a true driver’s car. The razor sharp steering, the taut suspension, the muscular stance of the TT’s haunchs, appeal greatly and with the range starting at just over $71K (front wheel drive manual) plus on roads, with the test car a touch under $95K drive away, it’s not a horrendous amount of money for pure exhilaration.
For further information on the Audi TT, go here:Audi TT
The Car: Audi TT Quattro S Line.
Engine: 2.0L in-line, four cylinder turbocharged.
Power/Torque: 169 kW/370 Nm @4500-6200 rpm/1600-4300 rpm.
Fuel: 95RON recommended.
Transmission: six speed S-Tronic dual clutch automatic.
Consumption: 8.4L/100 km urban, 5.5L/100 km highway, 6.5L/100 km combined.
Tank: 55L
0-100 kmh: 5.3 seconds (claimed).
Wheel/Tyre (as fitted): 245/35/19.
Level 2, 9 Help Street