Archive for 2015
Private Fleet Car Review: 2016 Subaru Liberty Premium 2.5L Sedan
Subaru has been an integral part of the Australian motoring landscape for close to five decades now and has sold solidly, if not spectacularly. That looks set to change, if March 2015 sales figures are anything to go by, thanks to the recent update to the Liberty range.
There’s an overall increase for the Japanese car maker of five percent for March, with a three point five percent increase on a year to date basis; Liberty itself sold 425 units whilst the ever popular Outlander moved an impressive and record setting 1180.
A Wheel Thing samples the 2016 Liberty sedan, in Premium spec and 2.5L engine, to see what’s been done to impress an increasing number of Aussies.
Powersource.
The test car was powered by Subaru’s dependable 2.5L petrol engine. It’s also the familiar flat or “boxer” four cylinder configuration, with a hint of the throb the engine is noted for being emitted via the now single pipe exhaust. Power and torque (129 kW/235 Nm @ 5800/4000 rpm) go to all four wheels via Subaru’s Lineartronic CVT.
As are all CVT’s nowadays, it’s programmed with shiftpoints, six in this case and allows manual selection via paddles on the steering wheel’s rear. Petrol is stored in a 60 litre tank, with the engine tuned to run on 91RON, with economy claimed to be at 6.3L/9.0L/7.3L per 100 kilometres (highway, urban, combined). It’s EURO6 compliant, with emissions pegged at 167 grams per kilometre.
The Suit.
The most overt sign of change is at the front, with a larger grille, a more upright look, an aluminuim bonnet and a more integrated headlight assembly, compared to the angular and over extended mess on the previous model. There’s globe lit driving lights on either side of the lower air intake, sitting deep inside the strakes of the aerodynamic front bar.
At the blunt end, tail lights are an evolution of the former, with a nicely styled look across the rear as they sit underneath the integrated rear deck spoiler.
There’s some minor panel join changes, however you’d have to be an “anorak” to notice them. In profile, there’s some minor changes to the rear window line, there’s two crease lines joining front and rear and the Liberty sits on 225/50/18 Dunlop rubber, wrapping some gorgeous 10 spoke bare metal and black painted alloys.
On The Inside.
Seats.
There’s two easily spotted and used buttons to heat the well padded but flat seats for driver and passenger, placed on the lower section of the centre console (no cooling?). The driver’s seat was fully electric, the passenger seat was manual. There’s some bolstering to the sides and hips however the overwhelming impression was sitting on, not in, the seats. The driver does get, though, a two position memory.
Dash and Console.
Simply stated: clean and uncluttered. A Wheel Thing appreciated good ergonomics and it’s here in bucketloads inside the Liberty range. The main dash dials are lit with a deep cobalt blue light, bisected by a full colour LCD screen with information showing instant fuel usage (expressed as a percentage), warnings such as Lane Departure and kilometres covered.
The centre dash console has a touchscreen, 7 inches on the Premium, with an elegant, almost piano black, look to the surrounds. There’s a set of menus, clearly laid out, taking you through to Settings, Navigation and more. It’s a clean and crisp look to the whole system and devilishly easy to use.
Heating and cooling is dual zone, with two large dials to select the temperature and a light gunmetal grey finish to the selection buttons. Temperatures are displayed in large and bright LCD’s; a downside to this section is the tiny clock display; it’s too small and needs to be relocated to a more visible point.
Steering Wheel.
It’s adjustable for reach (in/out) and rake (up/down), is well sized in diameter and has a good grip for the hand. There’s controls for audio on the left and Cruise Control on the right, with the aforementioned paddle shifts easily reached at fingertip length. Again, it’s an ergonomic highlight.
Driving wise, there’s also the SI Drive, featuring two electronic programs, being Intelligent and Sports.
Sound System.
The submenu is, again, easy to follow; there’s Bluetooth connectivity plus USB and Auxiliary, CD and six speakers (top of the range gets 12 speakers via Harman Kardon). It’s well weighted with the sound mix, enough bass to punch through and clear with midrange and treble giving a well defined sound stage, out of the box.
Safety.
Subaru has its proprietary radar system called Eyesight (see end of review). Mounted to the left and right of the rear vision mirror, much like human eyes and a nose, lay two cameras. They tie in with the cruise control, providing a distance and collision avoidance system, tail light recognition, pre-collision steering assist and more.
Naturally, there’s airbags aplenty and electronic assistance; acronyms abound with TCS, ABS, ECT and TVS, the latter standing for Torque Vectoring System, whereby torque from the all wheel drive is sent to the corner needing it most. Airbags feature for driver, passenger and rear seat with curtain ‘bags plus the driver gets a kneebag as well.
Other Highlights.
The front door arm rests have a blue LED highlighting the hand grab and there’s puddle lights in the bottom of the doors. Rear seats are 60/40 split fold and easy dropped down to a prone position via a lever at the top. There’s plenty of cargo space at 493L (seats up). Looking upwards, there’s a sunroof to provide some natural light.
On The Road.
It’s here that, for A Wheel Thing, this car displayed a considerable flaw. In this driver’s eyes, it’s the over sensitive and assisted steering setup. On pickup, the tyres were somewhat under pressured; when brought up to pressure, the ride hadn’t improved but the increase in tyre pressure was noticeable.
The steering had the Lane Departure warning system activating on a constant basis, such was the excess in assistance. Even the lightest of touches seemed to have the car veering left or right. To say it was disconcerting is an understatement. Left to its own devices, on a flat and straight surface, the car would track straight and true, but it rarely imbued the driver with a full feeling of confidence.
The suspension itself was well sprung, if a touch soft at times; again, that tyre pressure differential was noticeable. Over the short metal speed bumps in car parks, the give in the ride was apparent, however there was minimal body roll.
Acceleration is reasonable, not brisk, (Subaru says 9.6 seconds to 100 kilometres) with those torques coming in at a relatively high 4000, it takes a good shove of the go pedal to reach them. There’s also that unavoidable delay between Reverse and Drive, taking somewhere between a half and full second for forward motion to be re-engaged. braking is good, with enough of a progression on the pedal to not feel as if the system is underbraked.
The Wrap.
Subaru’s 2015/2016 range of Liberty variants are good lookers; it’s a definite case of quiet evolution and it’s working, judging by the numbers I’m seeing on the road, even though the car hasn’t been on sale for long. It’s a handsome enough looker, reasonably frugal if you don’t have a heavy right foot, full of safety features and the interior freshen up has given it some new life.
The over assistance in steering, the odd decision to shrink the clock to almost insignificance and the somewhat weird (on the test car) suspension pull the Liberty Premium back a couple of notches. Pricewise, it sits just under $40K driveaway, putting it within reach of the lower level Euro cars.
Backed by a three year, unlimited kilometre warranty (falling behind compared to the Koreans) and a 12 month Roadside Assistance package, there’s peace of mind included.
Follow the link for information and pricing for your area: http://www.subaru.com.au/liberty/specs
Specs.
Engine: 2.5L, horizontally opposed (boxer engine).
Power/torque: 129 kW, 235 Nm @ 5800/4000 rpm.
Fuel: petrol, 91RON compatible.
Tank: 60 litres.
Economy (claimed, city, highway, combined) 9.0L, 6.3L, 7.3L per 100 km.
Dimensions: 4795 x 1840 x 1500 (L x W x H in mm).
Weight: 1528 kg (tare).
Warranty: 3 years, unlimited kilometres, 12 month roadside assistance.
Cargo: 493L (rear seat raised)
Subaru’s 20/20 Vision Wins Over Starry-Eyed Judges
Subaru’s new generation EyeSight® driver assist system has won an innovation excellence award from respected researcher, Canstar Blue.
EyeSight is one of eight innovations recognised within the automotive industry for offering a range of new features and services available to Australian motorists, with safety a key aspect of many.
The system uses stereo cameras mounted at the top of the windscreen, capturing “live” images of the road ahead – helping car and driver to react instantly to potentially dangerous situations. This can help prevent collisions, or reduce impact damage.
Megan Doyle, Canstar Blue General Manager, said: “A great safety feature to have as standard on any vehicle, EyeSight by Subaru is not only innovative, but most importantly it could help prevent some of the needless collisions that occur on our roads every day.
“As a driver you would have to be super-human not to experience the odd moment of tiredness or dip in concentration behind the wheel, which could potentially lead to disastrous results.
“Fortunately Subaru has created what is essentially an extra pair of eyes – alerting a driver to potential collisions and helping to mitigate the consequences of them.
“We applaud Subaru for its innovation and dedication to improving the safety of both road-users and pedestrians.”
Subaru Australia Managing Director, Nick Senior, said: “We’re delighted our EyeSight driver assist technology has been recognised for excellence in innovation.
“Safety has always been a top priority for Subaru, and when we introduced the EyeSight driver assist technology in 2012, we elevated our safety commitment even further, potentially preventing collisions or reducing the severity.
“In Australia, EyeSight has attracted insurance premium reductions for vehicle owners, while late last year in Japan, Liberty and Outback models equipped with EyeSight were awarded top ratings in a new type of assessment conducted by the Japan New Car Assessment Program (JNCAP).”
Other international acclaim for EyeSight includes a maximum six point rating in Front Crash Prevention (FCP) tests conducted by the Insurance Institute for Highway Safety in the United States.
In 2012, EyeSight won a prestigious Japanese government science and technology award. The five Fuji Heavy Industries (FHI) engineers who developed EyeSight received the prize for Science and Technology 2012, Development Category, from Japan’s Minister of Education, Culture, Sports, Science and Technology.
The award-winning third-generation EyeSight system, adds brake light recognition, pre-collision steering assist and approximately 40 per cent improvement in obstacle detection distance and camera angle view, to its already impressive credentials:
- Adaptive Cruise Control
- Lane Departure Warning
- Lane Sway Warning
- Lead Vehicle Start Alert
- Pre-Collision Braking System
- Pre-Collision Brake Assist
- Pre-Collision Throttle Management
Third-generation EyeSight comes standard on all new generation Liberty and Outback petrol variants which start from just $29,990 MLP*.
For more information on Subaru’s EyeSight driver assist system, head to www.subaru.com.au/eyesight
*Prices are Subaru (Aust) Pty Limited’s Manufacturer’s List Prices only and include GST on the list price but exclude dealer delivery charges and all other government and statutory charges. For the actual drive away price of Subaru vehicles consumers should be advised to contact their local authorized Subaru dealer.
STAY SOCIAL WITH SUBARU AUSTRALIA
How World War 1 Changed Cars
Well, I hope everybody took a pause to “remember them” over the past weekend – ANZAC weekend. It’s been 100 years since the disastrous landings in Gallipoli, and it’s this sort of anniversary that gets people in a thoughtful mood.
Renault taxis take French troops to Marne.
It’s interesting to speculate on how cars would have been different if World War 1 had never happened. Cars had indeed been invented prior to the outbreak of war – Archduke Franz Ferdinand of Austria was riding in an open-top car when he was assassinated, triggering the whole stupid mess. But the war stimulated development of the automobile and accelerated progress. Heaps of car manufacturers managed to get off the ground because of their involvement in producing cars (and tanks and motorbikes and aeroplanes) for their respective sides. Renault started churning out war transport units, especially after heaps of Renault taxis were commandeered to take French troops to the battle lines after Germany invaded. BMW and Citroen got started with serious auto production, although they turned to making cars after the war was over, as they had invested heavily in R&D and in manufacturing plants.
A few other ways that World War 1 changed cars around the world include the following:
- Mass production. The wartime demand for lots of identically made gear churned out really quickly opened people’s eyes to the efficiency of assembly lines. According to one historian, WWI was a “war of production” where the side who could crank out the most tanks, machine guns, aeroplanes, etc. had the edge. Ford had begun pioneering assembly lines and time-and-motion efficiency measures before the US was dragged into the war; however, other car manufacturers quickly cottoned onto the idea. This meant that once the war was over, the technology was there and the factory lines were there, so they were used for making cars. And they still are.
Rosie the Riveter and friends making Tin Lizzies on the Ford production line.
- Social change led to more demand for cars. The war took heaps of guys off the farms and out of the factories and sent them around the world, giving them glimpses of the exotic. At the same time, it became respectable for middle-class women to stop sitting around being decorative and to work (who do you think was working on the assembly line when the men were fighting?). The new outlook on life and the desire to travel led to demand for cars (helped, no doubt, by advertising by the car manufacturers). Bicycles and the train, which had been the norm prior to the war, just didn’t cut it any longer. The old class system was dead and cars weren’t just a luxury for the aristocracy and the wealthy.
- Petrol and diesel became the fuels of choice. Prior to WW1, fossil fuels weren’t the only way to go. Manufacturers were playing around with things like steam and electricity. According to the Encyclopaedia Britannica, electric cars were actually pretty popular because they were quiet. However, the advantages of gasoline over these other fuels became apparent during the war. The fact that the Allied forces (who had the new automotive technologies) had also managed to bag large chunks of the oil-rich Middle East that had been part of the Ottoman Empire might also have had something to do with this.
- Petrol stations. As cars became more affordable (thanks to mass production) and more desirable (thanks to social change), fuelling stations had to be provided. All across the world, bowsers sprang up. Before that, people had to carry their own gas or imitate Bertha Benz and pick up a container or so of fuel from any shop that sold it.
- Paying in instalments. Car manufacturers wanted to sell cars. People wanted to buy them. However, not everyone had the ready cash straight away to purchase a car outright. So car dealers started allowing people to pay in instalments. This was a way for makers of medium-priced cars to compete with the really cheap players like Ford (and later Volkswagen).
- Sealed roads. Cars wore roads down more than bicycles and carriages did (trains, obviously, stayed off the roads). This meant that as the car grew in popularity, more roads needed to be tarsealed to keep them in good condition. The history of roads would probably make another good post in itself, so I’ll probably have to save that for another time.
Safe and happy driving,
Megan
Private Fleet Car Review: 2015 Ford Focus ST
The Ford Focus has been lauded for its looks and sharp handling since its release over fifteen years ago; A Wheel Thing checks out the 2015 ST with six speed manual and 2.0L turbo four.
Powersource.
Two litres. Turbo. Slick shifting six speed manual. Is it a goer? Oh, yes, very much. These numbers tell the story: 186 kilowatts (5500 rpm). 360 Newton metres of torque between 2000 and 4500 revs. Ford’s EcoBoost technology makes this an immensely flexible engine around town, allows safe overtaking and feeds a somewhat annoying drone into the cabin once the tacho sees 2500 rpm.
Ford quotes a combined fuel economy of 7.4L per 100 kilometres; the best A Wheel Thing saw was on a highway run, at 7.8L per 100 kilometres….the tank has a 62 litre capacity and will take 92 to 98 RON unleaded.
The Suit.
It’s largely unchanged from the Focus that landed here two years ago; rounded and angular, a pushed out to each corner stance provides an aggressive pose. At the front, there’s the familiar truncated triangle design with the grille hiding the upright sides and a shutter for the intake system.
The profile flows into an ovoid shape, has colour coded handles for the doors on the ST and finishes with an impressive rear deck spoiler. The hatch lid itself is well balanced and can be lifted with one finger.
Headlights are underpinned by LED daylight running lights and come with a self leveling system as well; the tail lights have two horizontal bars, with an almost neon light look to them. It’s a striking and eye catching design, helped by the bright gold paint the test car came clad in.
Rolling stock is 225/45/18s.
On The Inside.
Of immediate note are the Recaro seats for driver and passenger; you sit down into them and they’re trimmed in body colour. In this case, it’s a retina searing yellow (complete with sporty red ST embossing), contrasting with the charcoal black, inlaid to the supportive and body encompassing seats. They’re well padded, wrap around you and lack only heating for colder climates.
The dash is familiar in layout and display, with a predominantly blue hue, there’s the multi-leveled information screens accessed via the steering wheel buttons, with the upper centre console also housing both a trio of gauges, including turbo boost, and the larger map and information screen. They’re clear to read, clearly laid out and information is easily accessed. sadly, Ford persists with the inbuilt Sony head unit (no digital tuner, in this case) and its damnable button layout.
For the driver, the ST gets a thick and chunky steering wheel, complete with chrome inlay at the bottom with ST engraved in…painted red, so you know it’s a sports hatch.
Rear seat room is fine, thanks to the wheelbase, allowing plenty of leg room, not to mention shoulder and hip room. Even the hatch cargo section has plenty of space for a weekend away for four people.
On The Road.
It’s here that the ST shows its strengths; it’s a sledgehammer mix of grunt and subtlety, raw power and finesse. There’s the typical off boost hesitancy of a turbo engine before that 360 Newton metres comes on stream; gently used, it’ll pull the ST around nicely, with the old “even grandma can drive it” truism but, when prodded into anger, it’ll hook up, tacho zinging around the dial, turbo boost gauge rising and the cabin feedback note becoming more pervasive. A snick of the smooth and well weighted gear lever, a push of the nicely calibrated clutch pedal and illegality is shown on the speedo. Yes, there’s a touch of torque steer when on boost however the front differential system does a solid job of minimising that.
Rolling acceleration, when on boost, is stupendous; off boost but in the torque band, it’s as easily to drive as it is to drink a glass of water
Braking is beautiful, modulated perfectly, becoming almost an extension of the body, with no lack of confidence in the system. It’ll haul up the ST safe;y, time and time again, with no qualms. Of note, however, was the road noise transmitted into the cabin; it’s excessive, intrusive and wearisome.
Handling is pin point precise; the steering ratio is a tick under 3.5 turns lock to lock, meaning rapid response. The suspension is supple, fluid, even allowing for the sports feeling the ST is endowed with. Its wheelbase and wide track give a surefooted feel across all sorts of road terrain, from tarmac to the concrete freeway between Goulburn and Canberra to the rougher and more unkempt roads in suburbia.
Head over to Ford’s website, www.ford.com.au and follow the links to the Focus.
All Eyes on Cook after Spectacular Donington Drive
Nothing but truly remarkable racing was the order of the day as the BTCC took on the twists and turns of the Donington Park circuit. Any attempt at predicting the result was an impossible task, which led to nail biting action and legendary battles. The star of the day would emerge as none other than #RacingForHeroes driver Josh Cook, who received the most live television coverage of any other driver across the weekend. Following his sensational sixth in qualifying, Josh’s performance on race day has more than proven his worth as a future champion of the BTCC.
Ever since the opening race weekend of the year at Brands Hatch, Cook has caught the eye of the entire touring car community with his strong consistent driving ability. As a graduate of the Clio Cup, Cook is no stranger to close quarter racing. He may well be a rookie in the series, but after his performances already this season you would be mistaken for thinking he is a long serving name within the ranks.
In the first two races, Josh delivered two strong drives, finishing 13th and 7th respectively. What was noticeable across all the teams on race day was the effect of the soft tyre on race performance. While many other drivers on the soft tyre would slip down the ranks in race one, Josh Cook was able to deliver a balanced drive that left him one of the highest soft tyre finishers.
Cook’s 7th place finish in race two left him in the running for the reverse grid pole in race three. Following the scandal with Rob Austin at Brands Hatch which saw him admitting to purposely choosing himself for pole, the reverse grid draw would be changed so that an independent party would undertake the responsibility. So when it was revealed that Josh Cook had secured his first ever BTCC pole position for race three, the satisfaction was even sweeter. Ahead of the final race, Cook was both optimistic and aware of the challenge ahead,
“The car has had pace all weekend. I am just looking forward to what we can do. A podium is realistic, but it won’t be easy”
Power Maxed were on flying form
The final race of the day would go down as one of the greatest BTCC races this year, but in recent memory. Initially Cook lost out to the fast starting Collard, but it was not long before Cook was right up on the BMW bumper. The charging Cook soon took Collard and set about building up a strong lead out front. From the moment the lights went out, the touring car world got behind Cook in a massive show of support that lit up the social media streams.
However, following an incident between Jack Goff and Sam Tordoff the safety car was deployed on track, bunching the field up and losing Cook what was his ever growing lead. Even with a masterful restart from Josh as the safety car peeled in, the hard charging Aron Smith in the BMR Volkswagen was soon on Cook’s tail.
Despite Smith’s best efforts, there is no intimidating a Clio driver and Cook held firm out front. As the laps began to count down it was beginning to look like Cook could hold off Smith, until the two came together at the Craner Curves sending them both shooting off onto the grass. Somehow both drivers managed to recover with astonishing car control and would both continue to the end. Although initially annoyed, stating that the Power Maxed crew had that race in the bag, Cook believed it was nothing more than a racing incident,
“He came up to me and we’ve shook hands, its racing. If we didn’t have things like that then it would be boring to watch, I say more of it to be honest”
The final few laps were just as thrilling as those that preceded them; with Cook on a recovery drive he soon made his way back up to the leading group who were squabbling from position. As the chequered flag dropped, Cook crossed the line in 7th which is a momentous achievement considering his off.
The battle for the lead between Cook and Smith was intense
The weekend may have been dominated by the big names at BMR and Honda, but the true spotlight from Donington should fall on none other than Josh Cook. His racing ability was proven last year in the Clio Cup UK and his transition into the BTCC has already shown staggering results. He may be a rookie in this series, but he is a seasoned racer with a refined set of skills,
“When I see a car in front I don’t look at the name in the window. As far as I’m concerned, it’s just an obstacle in my way!”
Moving forward onto the next round of the championship at Thruxton in May, Cook lies 13th in the drivers’ standings on 27 points and 1st in the Jack Sears Trophy with 100 points; his nearest challenger is Kieran Gallagher on 83. Having praised the ever increasing speed and performance of the car over the Donington weekend, Josh Cook is hoping to move even further up the grid.
The first six rounds of the championship have undoubtedly proven that the British Touring Car Championship is one of the greatest race series around the world, and Josh Cook has cemented his position as a rising star and unquestionably a future champion.
Josh Cook, Dave Newsham and Power Maxed – a combination not to be messed with
Josh Cook and #RacingForHeroes – Supporting our injured through motorsport
Driving for change, and that change is happening.
Please follow our journey on Twitter: @RacingForHeroes
And of course my journey is ever ongoing: @lewisglynn69
Keep Driving People!
Peace and Love!
Photo Credit: BTCC.net
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