Archive for April, 2019
The EV From Down Under
We were all very sad when we got the news that those iconic Australian cars – Ford and Holden – were no longer going to be manufactured here and that the factories were closing their doors. However, we can all smile again for the sake of the Australian automotive industry: a new company in Queensland is going to manufacture a car from scratch. Great!
There’s a slight difference with this newcomer, though. Unlike the gas-guzzling Ford Falcons and Holden Commodores (OK, they were a bit better when driven on the open road but that’s another story altogether), this new company, ACE EV, is turning its eyes to the hot new sector of the automotive industry: electric cars.
Well, to be more specific, it’s going in for electric vans and commercial vehicles as well as cars. And, to be fair, the factory is going to be using some parts that were manufactured overseas as well as a few made here. The idea is to keep the costs down. They’re not out to produce Tesla clones at Tesla prices. Not that there’s anything wrong with Tesla per se and it’s neat to see electric vehicles that have bust out of the boring, crunchy-granola, wimpy image and become supercool. However, a brand new Tesla probably costs more than what I paid for my house. ACE EV, however, wants to make EVs more affordable for the typical tradie or suburban family.
ACE EV stands for “Australian Clean Energy Electric Vehicles”. Proudly Australian, their logo features a kangaroo on the move. This year (2019), they are launching three vehicles, targeting tradies as well as your typical urban motorist, although they’re only selling them to companies as fleet vehicles at this stage. These are the ACE Cargo, the ACE Yewt and the ACE Urban.
ACE Cargo
The Cargo is designed to, um, carry cargo. It’s a van that’s capable of carrying a payload of 500 kg and has a range of 200 km if it’s not carrying the full load. The Cargo is designed to be suitable for couriers and anybody who has to carry gear or people from one side of town to the other: florists, caterers, cleaners, nurses and the people who carry blood samples from the medical centre to the lab for analysis. Looks-wise, it’s broken out of the square box mould of traditional vans, probably for aerodynamic reasons, and resembles a single-cab ute with a hefty canopy.
Ace Yewt
Which brings us neatly to the Yewt. The Yewt is what it sounds like (say Yewt out loud if you haven’t got it yet). It’s a flat-deck single-cab ute and as it’s got more or less the same specs as the Cargo regarding load, charge time and acceleration. You’d be forgiven for thinking that t it’s the same thing as the Cargo but with the cover on the cargo area taken off. It’s something of a cute ute – and the contrasting colour roof is a nice touch.
Last but not least, there’s the Urban, which is no relation to the Mitsubishi with the notoriously weird name (Active Urban Sandal). This one’s still in the pipeline and they haven’t given us the full specs brochure yet (it’s due for release later this year), but this is a classic four-seater compact three-door hatch that looks a bit like a classic Mini but edgier.
It’s certainly nice to see some new vehicles made in Australia for Australians, especially given that in a recent poll, about half of all Australians in an official survey by the Australia Institute would support a law that all new cars sold after 2025 should be EVs. However, let’s not rush things too much yet. For one thing, EVs are only one of the Big Three when it comes sustainable motoring (biofuels and hydrogen are the others). The other thing is that all energy has to come from somewhere, even electricity, as stated by the First Law of Thermodynamics. This means that in order to charge your EV, you’re going to have to generate the electricity somehow and get it to the charging points. Before we go over lock, stock and barrel to EVs, we will need better infrastructure, and I don’t just mean more EV charging points around town and in our homes. We’ll need some more generators. Otherwise, it would be like setting up a bowser but having no petrol to put in it. If everybody were to try charging their EVs at home overnight, there would be a massive drain on the national grid and we’d be getting brownouts and blackouts all over the show –which means that watching TV, catching up on your emails, having a hot shower and cooking dinner would get rather difficult – and you wouldn’t be able to charge your EV either. Guess where the power companies will have to get the money from in order to build new power plants – that’s right: your power bill.
May I humbly suggest that before you invest in an EV for your commute that you also consider installing a solar panel or three on your home? Or a wind generator? Not one of those petrol or diesel-powered generators – swapping an internal combustion engine in your car for one in the back yard isn’t better for the environment now, is it? Unless you run it on biofuel or hydrogen.
Private Fleet Car Review: 2019 SsangYong Rexton Limited.
This Car Review Is About: The redesigned SsangYong Rexton. It’s part of a three model range from the Korean car maker, with the Musso and Tivoli the other two. The Tivoli is to be replaced by a name semi-familiar to Australians in the form of Korando. 
Under The Bonnet Is: A diesel engine for the Limited. The Euro6 compliant 2.2L pumps 133kW and 420Nm through a Mercedes sourced eight speed auto, down to the rear wheels or all four in a high and low range choice. The transfer case is engaged via an electronically operated system, accessed by a jog dial in the console. The torque is available from 1600 through to 2600rpm. Go for the petrol fed powerplant in the lower models and the gearbox is from Aisan.
Combined fuel consumption is rated as 10.4L/100km, with 13.9L/100km in the urban drive cycle. Get out on the highway and SsangYong says 8.4L/100km. We finished on 10.9L/100km from the 70L tank for a mainly urban drive.
On The Inside Is: A superbly appointed cabin, complete with a diamond stitched quilt pattern in the leather adorning the seats and dash. There is a splash of faux wood in a grey plastic which both contrasts and complements, somehow, the dash design. Otherwise, there is a swathe of alloy hued accents in the doors housing the tweeters for the sound system and the three memory settings for the driver’s seat. The seats themselves are super comfortable, with plenty of padding and support. 
Heating and venting is a smart choice for the Australian spec cars and there’s heating to a Goldilocks temperature steering wheel. It’d be even better if the tiller itself was thicker to hold. It’s a seven seater too, with the third row fully folding and easy to operate via the pull strap system. The rear windows have privacy glass and do a great job of keeping Sol’s UV rays at bay from the side.
The centre dash section is akin to the other Korean brands. A clean layout to the switchgear for the anciliary controls and again in an alloy look adds an extra touch of class. The eight inch touchscreen looks good but doesn’t have satnav, nor does the audio side feature DAB. Android Auto and Apple CarPlay stand up to offer those services instead. The driver has a full colour screen as well, and the speedometer offers three different looks, along with tyre pressures, audio, and more. The gear selector has a toggle switch for manual shifts, and its both plasticky in feel and a little awkward to operate. There’s also a 360 degree camera view system installed and Rexton gets LED lights inside and out, including the glowing sill plates.
The rear and middle rows get their own aircon controls, with the cargo section seats having a simple dial and a pair of twist operated vents. There’s a separate cargo cover that’s a bit fiddly to operate. The centre row gets an additional extra, a power socket that for the Aussie market needs an adaptor if you’re looking to plug in a cooling unit or a generator. A cooling unit isn’t a bad idea, in context, as the full length glass roof in the Limited has a thin white cloth shade and heat builds up quite easily.
On The Outside:Is a completely revamped look. It’s not unfair to say the SsangYongs seen previously were ugly, very ugly. The Rexton looks more like a “traditional” SUV and is a big unit at that. It stands over 1.8m, is knocking on the five metre long mark, and is close to two metres wide. This adds up to plenty of interior space and an imposing presence on road. Rubber is big and comes from Kumho. Wheels are chromed alloys and the package on the Limited is 255/50/20.
The doors and wing mirrors feature LED lighting and the headlights have high intensity discharge lamps, as well as LED driving lights. It’s a far more cohesive look than the previously far too angular version Black urethane highlights the wheel arches and joins each end along the body. Some gentle curves in the sheetmetal lend an extra softness to the look, and draw the eye towards the front doors. The rear door is power operated and opens up to reveal a maximum of 1806L of space when the rear and centre rows are folded. Access to the centre and front seats is easy thanks to the wide opening doors but a little bit of gymnastics is required otherwise to enter the rear.
Out On The Road It’s: An 80/20 mix. Eighty percent pretty good, dragged back by the twenty percent not so. Of real note is the horrendous lag from a standing start. Even though there is 420Nm available from just 1600rpm, getting the engine and turbo to spool up feels like watching paint trying to dry on a damp autumnal day. It’s an unusual feeling considering most diesels now don’t have that gap between the press of the pedal and forward motion. Once on tap though, the Rexton, which weighs around 2100kg, has some seriously good hustle.
Load up the go pedal with a heavy right foot, and the drive system gets that 420Nm through to the rear rubber which will happily chirp the tune of wheelspin momentarily. The traction control gives it a second or two before there is the briefest of powerflow interruptions and the big rubber hooks up. The steering then becomes the second part of the equation. It’s a loosely connected sensation, with what feels like a half turn for a quarter turn of the front wheels left and right. There is a mechanical feeling to it, with a sensation of no damping in the setup. This means that the road surface and the engine’s vibrations are transmitted through and there is extra steering movement and adds a measure of twitchiness.
The ride is on the hard side, but doesn’t mean it’s either sporting or uncomfortable. Flat roads are great but find a bump or ridge and there’s less than expected give in the way the body rebounds. Think of the bump-thump your car has and add extra bump. It also means that body roll is virtually existent and the more rapid changes of direction have the Rexton Limited sitting flat. It’s a coil sprung front and a multi-link rear.
Braking becomes the last part of that 20%, with a lack of feedback, a soft travel, and a real need to press down to get a sense of retardation. Along with the turbo lag, it adds up to needing to plan a little more than should be needed when it comes to moving the big machine around. Balancing that is the excellent response to the accelerator. When the revs are right in the sweet spot, response time is on point, and the Mercedes sourced seven speeder slurs through efficiently, quickly, quietly.
What About The Safety? No problems here. AEB and Forward Collision Warning go hand in hand, as do Rear Cross Traffic Alert and Blind Spot Detection. Lane Change Assist and High Beam Assist, along with a full suite of airbags including kneebag for the driver ensure the Rexton Limited is a safe office. Tyre pressure monitoring is on board and available as a visual option in the driver’s display.
And The Warranty?There has to be something in the water in Korea, as SsangYong go up against Kia by offering seven years. Whack on unlimited kilometres, a good service schedule and pricing, plus seven years of roadside assistance.
At The End Of The Drive:If there’s any real indication of Korean car companies improving quicker than anticipated, it’s SsangYong. Given what the brand offered just a few years ago across the range, this car, the Rexton Limited, and the others such as the Musso four door ute and Tivoli small SUV, to be replaced by the shape of Korando, the brand is on a sharply upwards inclined trajectory. Ignore this one at your peril. Here is where to find out more.
Jeep Readies For Battle With The Gladiator.
Jeep has unveiled its four door ute. Named Gladiator, it’s a Wrangler clone from the front until the beginning of the tray. From here it gets big. 5.5 metres big. The tray itself has a unique imprint which is part of the aim to have it seen as a lifestyle vehicle, not a “tradie’s ute”. For the family oriented, a dirt bike imprint in the front of the tray says straight away it’s for fun, not work. Backing that up is the set of four tie down points to help strap in the two wheelers.
Jeep have also ensured that when the going gets tough, it’s up to the task. The body underneath is steel, ensuring there is plenty of strength. The lower sides of the Gladiator are alloy.
Power will come from the 3.6L V6 petrol, and eventually a 3.0L diesel. Drive to the ground will pass through an eight speed auto with six speed manuals available overseas. Both engines will have ESS, Engine Stop Start, and the petrol engine will pump out 212kW. Peak torque should be around 350Nm. The diesel’s peak torque should be nudging 600Nm. Grunt gets to the dirt or tarmac via front and rear lockable diffs and sway bars with electronic disengagement. 
These go with a design line from Jeep: fit a 1.5m long tub, serious off-road chops, and carry a full sized spare wheel underneath the tray. That’s a hefty part of the brief, that last part, as in Rubicon spec the wheel’s overall diameter is 35 inches. And being Wrangler based, a removeable roof and doors, along with a folding forward front screen comes as part of the package.
Inside it’s standard Jeep, with a squared, blocky, design ethos. An infotainment screen of 7.0 inches or 8.4 inches will provide smartphone access and mirroring, and in the Rubicon will show pitch angles, plus a front facing camera shows the driver the forthcoming trail. This can be of importance as the length of the Gladiator means that agility may not be up to the standard shorter vehicles have. However, the Gladiator will have a ride setup at the rear that’s been adapted from the even bigger RAM1500, meaning that the jiggly ride a shorter wheelbase car may exhibit should be pretty much dialled out. Want to go “swimming”? The Gladiator will ford up to 30 inches.
The Gladiator is expected to have Autonomous Emergency Braking and adaptive cruise control, along with blind spot and rear cross traffic alerts. Warranty should be five years
Estimated prices are somewhere around $55K as a starter with a current estimated top whack of around $80k. Naturally these are subject to change. Register at Jeep Australia’s website for upcoming information.
Traffic Sign Recognition: What Is It?
What’s one of the more common scenarios for picking up a speeding ticket besides simply being leadfooted? Apart from accidentally letting the speedo creep up because you’re looking at the road ahead rather than at the dial (avoidable with cruise control, of course), the other time speeding tickets happen to nice well-behaved drivers who weren’t meaning to go too fast and wanted to keep to the limit is when you’re driving in an unfamiliar town or (even more annoyingly) a part of town that you knew but has recently been redeveloped.
You know how this one goes. You’re toddling along through town and then you get to a bit that looks like the houses are coming to an end and you’re getting into more rural areas so you press the accelerator down a wee bit to get up to 70 km/h. Or you know that there’s a town coming up ahead but it still looks like you’re in market garden and lifestyle block land so you keep your pace up a bit. but next thing you know, there’s disco lights in the rear view mirror and you’re getting a ticket. Because what you thought was now a 70 km/h area actually wasn’t one at all and you should have been doing 50 km/h. Dagnabbit!
The problem in this situation is that you either didn’t see the sign or you thought that you’d gone past the sign without seeing it, and instead, you relied on the visual landscape cues around you to decide on your speed. Traffic psychologists say that most experienced drivers rely on these visual stimuli all the time and if the Powers That Be could afford to do it, this would be the most effective way of making sure that the typical driver stuck to the speed limit (we’re not talking about those leadfoots that scream through quiet streets at 80 km/h, making you worry about every single dog, cat, cyclist and small child in the neighbourhood). In fact, I’m sure I’m not the only person who drives through certain small towns at 50 km/h thinking “No way should this area be a 70 km/h zone! Too many houses and shops! I’m going slower.”
However, they can’t afford it and they probably need the revenue from those speeding tickets (we all know this happens) so they rely on the traffic signs – the lollypop signs, as we call them in our house. What every driver needs is a navigator in the passenger seat whose job is to keep an eye out for said lollipops and remind the driver. This is precisely what traffic sign recognition is supposed to do for you when you’re driving alone. It keeps a lookout for those traffic signs and displays what the current speed limit is on the dashboard display.
When I first heard of traffic sign recognition technology, which is now a safety feature or driver aid in a lot of high-end luxury cars like Mercedes and BMW, I groaned a little bit. Not because I didn’t like the idea of having a feature that let me know what speed I’m supposed to be going but because I had this dread that the technology would pick up on every single sign on the road ahead and display that. Information overload isn’t good for decision-making processes so this sounded like more of a distraction than a help. The cynical part of me also wondered when they’d monetize this so that certain ads or signs would pop up, notifying you of particular businesses ahead – the dreaded golden arches, for example.
However, I needn’t have worried. The designers are all too aware that most modern roads are awash with signage, which is why it’s so easy to miss those lollipops in the first place. The tech uses pattern recognition technology, so that it only picks up on actual traffic signs – the ones with the white backgrounds and a red circle around them, with the number displayed in black. The software and the front-facing camera home in on these patterns and can recognise the numbers, and it’s this that gets displayed on your dash. The software can also pick up useful signs like Give Way, Stop and No Entry – and warn you if you go ahead anyway!
The exact tech goes through a very complicated process to extract the necessary data at the right speed – my eyes started crossing while trying to wrap my head around it, so I won’t attempt a simple explanation here. If you’re the more nerdy sort, then here’s the low-down.
Traffic sign recognition (aka traffic sign assistance or TSA) is quite a handy little feature and it’s no longer found exclusively in high-end executive saloons. It’s found in new versions of familiar little family cars like the Ford Focus. In fact, there’s a rumour going about that this will become mandatory on all new cars sold in the EU from 2022 (2020 is just next year, so this is no longer the Big Benchmark and planners will lose their favourite pun about 2020 vision).
At this stage, at any rate, the vehicles are sticking to the basic signs rather than adding in all the safety warning signs. This is partly because traffic signs around the world vary somewhat. Software that recognises a Swedish polar bear warning sign would be useless in Australia, where we have kangaroo warning signs, for example. What’s worse is that even signs that mean the same thing vary slightly from country to country.
But what happens if the sign in question is obscured by vegetation or has been shot out of recognition or knocked down by some hoodlum? Well, the software can’t recognise what it can’t see, so once again, you’re back to your visual cues. At least you can try arguing that the sign was obscured to the cop. It sometimes works, especially if you did see the edge of the sign but couldn’t read it thanks to a tree. If you’re unlucky, they’ll spend your speeding fine on clearing that vegetation or upgrading the sign.
Level 2, 9 Help Street