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Archive for September, 2018

Ford Eyes Off A New Level Of Focus.

The all-new 2019 Ford Focus range has been developed from the ground up to provide the most confidence-inspiring, intuitive, rewarding, driving and occupant experience for Australian customers. The all-new Focus has AEB or Autonomous Emergency Braking as standard across the range. Also known as Pre-Collision Assist with Pedestrian and Cyclist Detection technology, the system can detect people in or near the road ahead, or who may cross the vehicle’s path. In addition, Focus goes even further with the system’s capability to detect cyclists as well as function in the dark using light from the headlamps.

Ford has also engineered a new-generation, highly efficient 1.5-litre EcoBoost engine and 8-speed paddleshift automatic transmission. They are standard on every new Focus. With significant improvements in fuel economy, thanks to advanced materials and weight reduction, the new powertrain also ensures drivability with greater power and torque. An integrated exhaust manifold that improves fuel-efficiency by helping the engine reach optimal temperatures faster, and delivers torque more rapidly by minimising the distance exhaust gasses travel between the cylinders and turbocharger. Power is rated at 134kW, with torque 240Nm at a very useable 1600rpm.

Inside there is the brilliant voice-activated SYNC 3 with Apple CarPlay and Android Auto compatibility. Again this will be standard in every new Focus, with a full-colour 8.0-inch SYNC 3 touchscreen bringing voice-activated features including the standard built-in satnav and a full colour 180-degree reversing camera. All new models will have a laser-welded body.

The entry level Trend will roll on 16 inch wheels, and comes with a slippery 0.27 drag coefficient. An active front grille shutter system helps in that figure. A voice recognition systems in getting things done whilst on the go, such as changing climate control settings. Audio comes from Bluetooth streaming and DAB via a six speaker system.

Focus ST-Line adds a wagon variant. 1653 litres of storage space comes with the wagon along with a two tier cargo floor. ST-Line specific body additions such as rear bumper and spoiler complement ST-Line specific items inside.

Focus Titanium is the model with premium features including the most comprehensive Driver-Assist Technology suite ever offered on a Focus. In addition to Ford’s Pre-Collision Assist with Pedestrian and Cyclist Detection, Focus Titanium brings Adaptive Cruise Control with Stop&Go, Speed Sign Recognition and Lane-Centring and Evasive Steer Assist helps the vehicle maintain a comfortable driving distance from vehicles ahead; helps reduce stress during long road trips by helping keep the vehicle centred in its lane. Respectively, these two features are designed to provide continuous hands-on steering support to guide the vehicle and keep it centred in the lane and gives an appropriate level of steering torque to help the driver to help avoid a collision. That is, it can make the steering lighter if the customer steers too slowly or makes the steering heavier if the customer steers too aggressively. Titanium has 18 inch wheels.

Pricing will start at $25,990 plus ORC, with the ST-Line wagon coming in at $30,990 plus ORC. The Titanium tops out at $34,490 plus ORC. Prestige paint will be a $550 option for the Trend and ST-Line, while safety packs such as the Driver assistance package will be$1250 for the lower two, with the Titanium having them as standard. Deliveries for the 2019 Ford Focus are due to start in December 2018.

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Hyundai Gets Fastback For The i30 N

Hyundai has revealed the new 2019 i30 Fastback N in Europe. The sophisticated five-door Fastback N is the second high-performance model from Hyundai’s N Performance division, following on from its sibling the i30 N hot-hatch, which arrived in Australia in March to critical acclaim. The Hyundai i30 Fastback N incorporates many of the design signatures of its hatchback sibling. The elegant i30 Fastback shape has been merged with the dynamic features of the i30 N five-door, such as the dynamic-looking N Grille, and N front and rear bumpers, both highlighted by a red character line. A blacked-out side sill further underscores the model’s sportiness.The new 2019 i30 N Features the 2.0-litre turbocharged engine first introduced in the i30 N hatchback. Like the i30 hot-hatch, the Fastback N is offered in Europe in both Standard and Performance iterations. The Standard Package engine delivers 184kW and uses 7.0L/100km on the official combined cycle. The Performance Package engine generates a maximum power of 202kW and uses 7.1L/100km on the official combined cycle.

The engine delivers a maximum torque of 353 Nm in both specifications. An overboost function further increases torque up to 378Nm and is activated when the maximum torque threshold is reached. The European i30 Fastback N with Standard Package accelerates from rest to 100 km/h in 6.4 seconds and the i30 Fastback N Performance Package version accelerates from 0-100km/h in 6.1 seconds. The i30 Fastback N is capable of a maximum speed of 250 km/h. The i30 Fastback N’s rear visual features a twin-muffler exhaust and a cohesive rear spoiler that flows neatly into the line of the liftback. A glossy black accent is inserted to highlight the spoiler and further develop the N performance theme.The horizontal design theme of the i30 Fastback N instrument panel conveys an elegant impression and is offered in Europe with a choice of two infotainment systems. There is a Display audio system with an eight-inch capacitive LCD touchscreen, an integrated rear-view camera and Bluetooth connectivity.

Alternatively, there is a Navigation system featuring an eight-inch capacitive touch screen and a seven-year free subscription to LIVE services. Both infotainment units feature Apple CarPlay and Android Auto, which provide a seamless on-screen interface to users’ smartphones for the control of music, telephone or navigation functions. A specific N mode screen menu offers customisable settings for the engine, rev-matching, exhaust sound and Performance Package settings.The 2019 i30 Fastback N features Hyundai SmartSense active safety and driving assistance technologies, including Forward Collision-Avoidance Assist, Driver-Attention Warning, Lane-Keeping Assist, High-Beam Assist and Intelligent Speed-Limit Warning. Inspired by motor sport, the Hyundai N range was derived from the company’s successful participation in the FIA World Rally Championship (WRC) and the Touring Car Racing (TCR) International series. The N line-up was born in Namyang, Korea, at Hyundai’s global R&D Centre, developed and tested at Germany’s infamous Nürburgring and honed to suit Australia’s uniquely challenging roads and driving conditions by the Hyundai Motor Company Australia engineering and development team.

Complete Australian pricing and specifications will be available closer to the local launch of the Hyundai i30 Fastback N in the first quarter of 2019. http://credit-n.ru/offers-zaim/bistrodengi-zaymi-online-nalichnymi.html

2019 MG ZS Essence SUV

A new brand for our review section  is MG. MG itself is Morris Garages, once a name held in the same regard as Lotus and Caterham thanks to its sporty range of little two seater sports cars. However that link to the British history is about all that is left. The company is now owned by Chinese conglomerate SAIC and the brand’s range itself is a long way from the sporty little two seaters that made the company a household name. There are four models available, the MG6 sedan, MG3 SUV, MG GS SUV, and the range topping MG ZS SUV, with two trim levels. We drive the 2019 MG ZS Essence, complete with panoramic “Stargazer” glass roof, six speed DCT, and a 1.0L turbocharged three cylinder.The pair starts with the 1.5L four speed Excite, and at the time of writing was on a special drive-away price of $22,990. The Essence is currently on $25,990. The three potter has that familiar thrum peculiar to three cylinder engines, and delivers 82kW @ 5200rpm, and 160Nm between 1800 to 4700rpm. Although that’s a great spread of revs it’s got to pull, via the front wheels, a 1245kg machine, plus fuel, plus passengers. This immediately puts the ZS on the back foot in overall driveability, with performance noticeably blunted with four aboard, compared to a single passenger. The engine comes paired with a six speed DCT, or dual clutch transmission, and makes a good fist of it here. It’s mostly smooth, bar the typical DCT stutters between Reverse and Drive, and at speed was quiet and almost seamless in changing.

The weight and lack of torque is dealt with by judicious use of the accelerator. Rather than punching the go pedal, a firm and progressive squeeze yields better results from a standing start. Revs climb willingly, the cogs shift appropriately, and the economy hovers around 8.0L/100km. MG quotes a combined cycle of 6.7L/100km and a city cycle of 8.4L/100km. In a purely city based environment that in itself sounds good but the ZS has just 48L in the tank, and after just shy of 500 kilometres of travel the tank needed a quick top up on the way back to its home base. MG also specify 95RON too, which makes for slightly more expensive attack on the hip pocket.

Ride and handling are a mixed bag. The steering is light, but not a featherweight in feel. The ZS changes direction quickly and without effort. But some of that comes from the suspension setup. Initially it’s hard, harsh, and picks up smaller road objects such as the reflective “cat’s eye” markers too easily, and it’s tiresome very quickly. That same setup has the chassis move around on the road, and with sweeping turns pocked with expansion joints, the ZS skips around noticeably. Over bigger lumps the dampers soften and absorb bigger obstacles such as the speed restricting bumps in school zones well.The MG ZS fits well in the compact SUV segment. There’s an overall length of 4314mm, a width of 1809mm that includes the mirrors, which makes interior shoulder room a mite snug. It stands just 1644mm tall and packs a 359L cargo area, in a low set design, inside the 2585mm wheelbase. Fold the rear seats and that cargo jumps to 1166L. On its own the low set cargo floor helps in loading and removing the weekly shopping. Getting in and out of the ZS was also easy thanks to the wide opening doors. Build quality was pretty good, with only a few squeaks, and one of the cargo cover pins refusing to stay plugged in noticed. The trim level itself is a pleasing blend of faux carbon fibre, flat and piano black plastic, and black man made leather seats. Unfortunately there is no venting in the seats and, on the sunny days experienced during the review period, were uncomfortably hot.Entertainment comes from an eight inch colour touchscreen. Apple CarPlay is embedded, Android Auto is not. FM sound quality was fine but if you want DAB you’ll have to stream it via a smartphone as that isn’t featured either. Interestingly, there is a Yamaha sound field program for the audio, which although making an audible difference between a single versus multi-person choice, is of questionable value. There didn’t appear to be RDS or Radio Data Service either, which gives you station ID and song information.The driver has a simple binnacle to deal with, sporting a pair of dials and a truly out of date LCD screen. This is a design that has the thin LCD line style of display and in an era of full colour screens with a better layout, this stands out as an anachronism. The tiller holds the tabs to scroll through the info available on a horizontal basis but didn’t seem to load anything using the up/down arrows. Attached to the manually operated steering column is the cruise control stalk, with a speed limiter alert fitted. Again there didn’t appear to be a simple method of disengaging this as it would produce an irritating chime with a buzz note when the legal speed limit was reached.Outside the MG ZS has styling hints from Hyundai and Mazda, not entirely a bad thing here. There’s good looking LED driving lights in what they call the “London Eye” up front, a Hyundai ix35 style crease at the rear, and a bluntish nose not unlike Mazda’s CX-5. However, the 17 inch wheels (with 215/50 rubber from Maxxis) look too small, especially in the rear wheel well arches. They’re too wide to provide the right proportional look for them.

When it comes to safety the MG ZS Essence is well equipped but misses out on Autonomous Emergency Braking. There are six airbags, not a driver’s kneebag, the basic emergency driver aids but no Cross Traffic Alert, Blind Spot Detection, and the like.

At The End Of The Drive.
The 2019 MG ZS Essence is neither a bad car nor a good car. It does what it’s asked to do but offers no more than that. It drives well enough but needs a 1.5L or 1.6L engine with a turbo to overcome the performance issue. It’s comfortable enough but venting in the seats would be nice. The ride is ok but the jittery part of it, which is most of the time, would quickly become tiresome. The dash looks ok except for the 1980s style info screen. Here is where you can find out more. http://credit-n.ru/offers-zaim/dozarplati-srochnye-zaimi-online.html

Private Fleet Car Review: 2019 Toyota Kluger Grande and GXL.

In a previous life, I attended the Perth launch of a newcomer to the Toyota family. Called Kluger, it was a squarish, slightly blocky, petrol only, mid-sized SUV. Fifteen plus years later the Kluger remains petrol only, still has a squarish and blocky design, and not far off in size of the Land Cruiser. AWT spent a week with the top of the range Grande and mid-level GXL, with the Grande seeing the countryside whilst the GXL did what it’s designed for. The urban lifestyle run. There’s a big price difference though, with the GXL in the mid $50K range and a huge $10K less than the Grande.The standard engine is a 3.5L V6, producing 218kW, and a surprising 350 torques. Surprising because, in context, it’s the same amount as that produced by a turbo-charged 2.0L petrol engine. As a result, urban fuel economy is less that inviting, with the GXL not seeing a figure below 11.0L per 100km at any stage. The Grande is a different story; the dash display didn’t appear to show a consumption figure however we managed a reasonable half tank from the lower Blue Mountains to Cooma. This consumption stayed consistent from Cooma to Bega, back to Cooma, and then Sydney.Sole transmission option is an eight speed auto. In the GXL this drives the front wheels and the Grande is an AWD system, driving the fronts but splits torque rearward on demand. The driver’s dash screen shows this in a graphic, and it’s kinda interesting to watch from the eye’s corner when starting forward, be it a hard or soft launch. The Grande suffers in comparison to the GXL in this area. When punched the GXL will move with a decent measure of alacrity and will chirp the front tyres. The GXL around town also has a slightly better ride, with a more supple appeal thanks to the slightly higher sidewalls. The Grande is sluggish off the line, with a feeling of needing more effort to have both front and rear wheels gripping. The eight speed auto in both is…..adequate, to be polite. Cold they were indecisive off the line, and when warmed up were somewhat archaic in their change feel. Think the early four or five speed autos when one cog was finished and there was a yawning gap until the next one engaged. An exaggeration of sorts, yes, but needed to paint the picture.The weapon of choice for the six hour country drive was the Grande over the Holden Calais Tourer. According to the junior team members of the review team it was the roof mounted blu-ray player (complete with SD card input) that won the contest. There are four wireless headphones and they sound fantastic. The screen itself, naturally, isn’t blu-ray quality but the fact Toyota offers that kind of playback is a bonus. Having rear aircon and the controls at the rear of the centre console is also a bonus as the controls are both fan speed and temperature independent of the front seats. The middle seat rows are tilt and fold which allows access to the simple pull-strap operated third row seats. Or one could enter via the power operated tailgate. The Grande has an extra family friendly feature for those that use wireless charging smartphones too. Adding to the family persuasion is a plethora of cup and bottle holders throughout the cabin plus a DAB or digital audio broadcast tuner. The latter had an oddity in that it would pick up signal in areas some other cars don’t but when it lost signal it was almost painfully slow to regain it.

Actual fit and finish in the Klugers is starting to lack visual appeal. The dash design is somewhat chaotic with blocks rather than an organic look. Somehow, after a while, it seems to work. Of note is the centre of driver’s binnacle info screen. In typical Toyota fashion it’s initially a little confusing to look at, but once a few flicks of the tabs on the tiller have been performed, the info such as which safety aids are being used or how much traction is being apportioned, becomes easily accessible instinctively. Powered seats make finding the right seating position to read the screen easy, and in the Grande they’re both heated and vented via a pair of utterly simple to use roller dials. They’re coloured red and blue left and right of the centre point and have three settings to choose from. The GXL ditches the venting and goes to slightly less attractive roller dials to activate the heating side.The actual driving position is comfortable in the seats but the tiller felt a bit narrow to the fingers. All round view is very good and with broad side mirrors the Blind Spot Alert system was almost not needed. Almost. On the highway heading east from Cooma to Bega, some of the roads narrow and there are opportunities for a lack of safety of this form to lead to issues thanks to drivers that believe themselves to be better than they are. Suffice to say the Blind Sport Alert system can be a life saver. Safety wise there’s really not a lot between the Grande and GXL, with Toyota‘s Safety Sense. Pedestrian friendly collision warning, Rear Cross Traffic Alert, and Lane Departure Alert, and seven airbags are aboard.The Grande turned out to be a decent country tourer. Under way and at cruising speed, it ticks over at the freeway speed at close to 2,000rpm. Toyo supplies the (specially supplied for Kluger Grande) Open Country 245/55/19 rubber on the Grande and Michelin the 245/60/18s for the GXL. Both exhibit a sometimes uncomfortable measure of road noise, especially on the coarser chip surfaces south of Canberra. The dearth of torque at low revs was always apparent though. That peak amount is at 4700rpm, and it was enough at times to feel the gearbox move to seventh to eighth to seventh in order to try and utilise what was available. It was also noticeable when uphill runs or an overtake were required, with a steady drop through the ratios. On the road the steering was never comfortable though, with a somewhat numb on-centre feel and with more weight than expected. However it doesn’t tax the body and with a stop every two hours or so, a driver can exit the car feeling a bare minimum of driving fatigue.The exterior design is also starting to look out of date in comparison to both Toyota’s own design ethos and in respect to the opposition. It’s still a squarish, angular look, which at least matches the dash. The front features an inverted triangular motif and isn’t overly chromed. Eagle-eye headlights with LED driving lights balance a similar look at the rear. Alongside the latest from Korea the Klugers look heavy, tired, and nowhere as slippery.The Klugers also come with just a three year or 100,000 kilometre warranty, another area that other companies are rapidly changing. Roadside assistance is a 24/7 owner service, however.

At The End Of The Drive.
Quite simply the Toyota Kluger GXL is the better value bet. There really is simply not enough between the Grande and GXL to justify the extra ten thousand, blu-ray and all wheel drive system included. Neither will see any dirt action apart from the front lawn either. The styling is fading, inside and out, however it’s fair to presume, having seen the new Camry and Corolla, that a redesign is on the boards at Toyota HQ.

Having no diesel option, unlike the Sorento or Santa Fe, leaves people looking at the HiLux or Fortuner, Toyota’s almost invisible machine. Or there are Mitsubishi’s Pajero Sport, Holden’s Trailblazer, Ford’s Everest, to consider, or offerings from Volvo, Audi, VW…Take it for a test drive yourself and check out the range here http://credit-n.ru/offers-zaim/glavfinance-online-zaymi.html