Archive for May, 2019
Car Review: 2019 SsangYong Musso Ultimate.
This Car Review Is About:
SsangYong continuing their Australian (and world wide) rebirth with the Musso. A four door ute, based on the Rexton SUV, the Musso is a two or four wheel drive machine. It’s reasonably well priced and reasonably well configured in the 4×4 Ultimate spec as tested at $39,990 driveaway. The range itself starts at $30,490 for the EX manual, $32,490 for the auto EX, and $35,990 for the ELX spec in auto.
Under The Bonnet Is:
A well mannered 2.2L diesel, and the aforementioned six speed auto. Peak torque is 400Nm and available from 1400rpm through to 2800rpm. Peak power is 133kW at a high for a diesel 4000rpm. Urban driving sees consumption hovering between 10.0 and 11.0 litres per 100km, and AWT finished on 10.7L/100km in a purely urban drive. Although the tank is 75-L, and dry weight is around 2060kg, that’s a hefty drink and needs work.
Unlike the Rexton tested recently the Musso breathes better from a standing start, lacking the lag so woefully found in the Rexton. As a result the drive factor is immediately better, safer, more enjoyable. Transmission is a six speed auto and again, like the body and interior, pretty much what is found in the Rexton. This means mostly smooth changes, the occasional stutter depending on drive speed and throttle input, and the same on-the-fly drive modes as well, accessed via a cabin-mounted dial. It’s a package that will benefit from further development and refinement but is also pretty good straight out of the box.
On The Outside It’s:
The nose and doors of the Musso before a somewhat truncated looking tray. Ostensibly it would be in competition with Ranger, HiLux, Colorado, D-Max, Triton, but also stands out as being the only ute from the three Korean car makers. The first and second sections of the Musso hint at the spaciousness outside, it’s the tray that “holds back” the Musso from really being in the same cargo space as the others. By no means though is it non-user friendly.
It’s fitted, in the test car, with a poly0urethane liner and also comes with tie down points. There also looks like a power point for something like a power generator. It’s certainly big enough for a pair of mountain bikes, and perhaps a couple of mini bikes. Full sized trail bikes make find it a squeeze though.
Overall length is 5095mm. That puts it in the same size bracket (over five metres) as the rest but is still noticeable shorter. Although the wheelbase is huge at 3100mm, the rear wheels are closer to the cabin than the others, and the rear overhang of 1105mm is bigger than it looks in the flesh. That applies to the front overhang of 890mm, with reality making that figure look excessive.
The wheels fitted to the review vehicle were 20 inch chromed alloys, with rubber of 255/50 from Nexen, Although good lookers and easy to clean, it raised the question of suitability for any dedicated off-road work. What does look good, although it does add to the look of a shortened tray, is the shroud at the forward end of the cargo space.
Headlights have LED running lights, and the front end has a design that SsangYong poetically says evokes a bird’s wings. It may do, but what it definitely is is inoffensive. Not unhandsome, and certainly a light-year away from the oddly styled model from some years ago.
On The Inside Is:
A cabin that has largely dark grey to black overtones. The seats are dark grey/black leather (with the fronts heated), the dash is mostly black, the floor is black, most of the door trim is black. There is a splash of dull alloy chrome in the doors that spring from the dash-wide strip, and they house the tweeters in the non-DAB equipped, but very good sounding….sound system. It’s the same layout and look on this screen as seen in the Rexton and that’s a good thing. DAB would be nice as Hyundai has it fitted in their cars now…..There is also the same very handy 360 degree camera system too.
However in this car the reverse parking sensors didn’t seem to be engaging correctly, and in the audio system one station, and one station only, seemed to be almost like a slightly dodgy CD, with a skip here and there. It wasn’t the station as confirmed by checking other audio sources simultaneously. It does have Apple CarPlay and Android Auto though, as per the spec found in Rexton.
Being a worker’s aimed ute, it’s not clad in the same gorgeous, diamond quilted, black upon black leather, which in a way is a disappointment. It would have given the Musso that extra stand-out point of difference. As it is that dark grey-black colour scheme looks ok, it just lacks the class that an ostensibly top tier vehicle could have.
Instrumentation is as per Rexton. Cleanly laid out it makes for less time scanning for the right button to tip. It does lack the amount of buttons for operation of ancillary items as seen in the Rexton but it doesn’t lack for style or presence either.
Front and rear leg room, plus shoulder, hip, and head room are spot on for four adults, and possibly five at a pinch. There is certainly no issue in getting two children in there.
What About Safety?
No problems here. Rear Cross Traffic Alert, Blind Spot Alert, and Lane Change Assist are standard. Autonomous Emergency Braking, like nearly every company, isn’t here. The usual swag of driver aids such as Hill Descent Control, are here. Six airbags excluding driver’s knee are also standard.
On The Road It’s:
Mucho better in one key area than the Rexton. As stated, it’s better off the line, with a real lack of that inhale and go found in the Rexton. It’s more responsive, more willing, and it’s across the rev range too in comparison to the Rexton. It shares the same mechanical feel, the same lacking in damping steering column, which isn’t a good thing.
The Musso isn’t a lightweight but there is more spring in its step, a better sense of urgency and alacrity. Under steam, a gentle prod has the two tonne plus Musso reacting quickly, with a real sprightliness, and it makes overtaking much more safer. The whole driving experience in this area is appreciably more enjoyable, but it’s let down in return by the ride.
It’s stiff in comparison to the Rexton, which is understandable. However it’s stiff in comparison to its competition, and there’s a distinct sense of unhappiness as it hits unsettled surfaces, the road expansion joints, and it skips noticeably from these influences. Up front it’s more settled and composed, yet still more stiffly sprung than the Rexton. And that mechanical metal-on-metal steering takes some of the life out of the front end too. Brakes? Better than Rexton but still needing a good shove sometimes for a comfortable stoppage.
And The Warranty Is:
Again, it’s a good one. Seven years, unlimited kilometres, seven years roadside help, and a strong service structure. It matches Kia, its bigger Korean sibling in this respect.
At The End Of The Drive.
The 2019 spec SsangYong Musso Limited is a curious machine. It’s roomy, grunty, not unattractive, but it’s lacking in presence and some needed road manners. It’s got a good feature set but in top whack misses out on a couple of niceties and refinement as found in its competition. And although the price is good enough to appeal, the brand still suffers heavily from its previous incarnation. That, in itself, is the biggest stumbling block for SsangYong. SsangYong car range is where you can find details on the reborn SsangYong brand.
Sleek And Sporty: Rimac Concept 1 and Rimac Concept 2.
Rimac is one of a number of new brands that is looking towards a purely electrically powered future for cars. Rimac itself has seemingly snuck under the radar, with its most notable achievement to date being the destruction of a car at the hands of a British car show host…
Rimac Automobili is based in Croatia and was founded in 2009 by Mate Rimac. He says that his original idea was to start with the proverbial blank sheet and grow an automotive design business from what started as a hobby. The dream was to build the world’s first fully eklectric sports car, and the kicker was having a petrol powered car’s engine that Rimac was racing expire, allowing he and his team to convert it to a fully battery powered system. As many components weren’t available “off the shelf” Rimac and co had to develop the parts themselves. They now hold 24 individual patents.
Concept 1 was spawned from a series of cars being converted from petrol to electric. The success of the conversions had the owners of the converted cars spread the word of the company’s work. From here, Rimac was able to realise part of his dream and drew up plans for what would become the Rimac Concept 1.
Franfurt’s 2011 car show saw the first public showing of the Concept 1, and was greeted with largely positive reviews. At a cost of around USD$980,000, just 88 would be built. Rimac Concept 1 features a quartet of electric motors, with an output of 913kW/1224hp, and 1600Nm/1180lb-ft for torque. In a lightweight body of carbon fibre, the 90 kWh motors launch the Concept 1 to 100kmh/62mph in 2.6 seconds. It’ll see the double ton in 6.2 seconds and will crack the quarter mile in 9.9 seconds.
Range for the Rimac Concept 1 has also been increased as as the team further developed the car. Original range estimates hovered around the 200 mile mark, with current best world figures now around the 310 miles distance.
Owners receive the Rimac All Wheel Torque Vectoring System, which distributes torque between all four paws on demand and depending on driver’s setup choices. The interior is bespoke leather and handmade trim.
The Rimac Concept 2 takes the original and expands and improves upon it in almost every area, including price. With expected first deliveries schedule for 2020 as the car undergoes testing and homologation, the current expected hit to the wallet is just under Eu1.8,000,000 or a tick over USD$2,000,000.
Rimac has really “upped the ante” for the Concept 2. Top speed? 415kmh/258mph. Power? 1408kW/1888hp. 100kmh/62mph time? 1.85 seconds. Range? 647km/402 miles. It’s been touted as being able to twice lap the fabled Nurburgring twice with no drop in overall performance. And charge time is said to be up to 80% in around a half hour.
Autonomous driving is on board and is at a Level 4 standard. Eight cameras, 12 ultrasonic sensors, lidar, and six radar sensors will go a long way to ensuring Level 4 driving for the owner. Extra smart tech comes in the form of facial recognition to unlock the butterfly wing doors that form an integral part of the super slippery body. Built of carbon fibre also, the chassis and body house the battery pack, mounted low for better weight distribution, centre of gravity, and handling. Weight is estimated though to still be around 1930kg/4300lb. There’s nary a hard edge to be seen on the Rimac Concept 2’s body, with sleek lines, plenty of aero influences, and a huge rear wing, necessary if Sir is to travel at 200mph.
The drive system is similar to the Concept 1, with full torque vectoring, and the ability to switch between front wheel, rear wheel, all wheel drive modes on the fly. The driver’s display screen can overlay driving lines to show an almost arcade game like look if the system senses that the car is being driven in the appropriate environment.
Just 150 examples are to be made and it’s said that all examples have been pre-sold.
Wacky Concepts From The 2019 Geneva Motor Show
Motor shows have a number of attractions. The most important part of them is the introduction and the unveiling of new models by all the big manufacturers. This is where we get to see what’s going to be hitting the roads at some point in the near future. It’s where we see where the future of motoring is going.
However, as well as all the sensible new suggestions, there are always the offbeat contributions. And you’ve got to admit that having a look at the weird stuff that designers have proposed is part of the fun of any good motor show worth its salt. One needs a bit of comic relief, after all!
Geneva 2019 didn’t disappoint in either regard, even though some of the big names like Ford, Jaguar and Volvo didn’t put in an appearance. There were plenty of good practical offerings up for the viewers, most of which fell into the EV category, as this is the way that Europe is going (here’s hoping that they have the capacity to generate electricity to match). The ones that are slated for release in Australia will eventually make it onto our reviews page for those who want to know more and would like to own them – and I hope that the Audi Q4 e-tron makes it down here, for one.
There were also hot sports cars galore from all the big names. Ferrari and Bugatti did not disappoint, showcasing a couple of hot hypercars that looked every bit as cool as they ought to be.
Naturally, there were the more entertaining elements and concepts as well. Here’s some of the beauties that raised eyebrows for their quirkiness.
GFG Kangaroo
This is an SUV. No, honestly; that’s what the designers say that it is, which shows you just how flexible the term “SUV” is these days. The GFG Kangaroo concept SUV might look like a sports car but it’s got flexible suspension to give it extra ground clearance whenever you want it, and those cool front splitters that look like a boy racer’s favourite dream are retractable, which improves the approach angle so you can drive this up a slope. This isn’t just some mock-up idea – the manufacturers actually made a driveable prototype and got it to do what it’s supposed to do. Well, bonus points to them for actually giving it a go and who knows?
Citroen Ami One
Designed with the legendary 2CV in mind as well as hip young Parisians who don’t want to ride the local equivalent of a Lime scooter on a cold rainy day, the Citroen Ami One might look like a car but is technically classified as a quadricycle. This means that one doesn’t need a proper driver’s license to drive it – though you’d think that the ability to parallel park, obey the give way rules and indicate properly would still be needed. It’s got two seats, the display panel and sound system require you to drop your smartphone into the special slot, and its top speed is 28 mph (that’s about 45 km/h).
Fiat Centoventi
Named after the Italian word for 120 (the number of years that Fiat has been in business), the Centroventi is a vehicle that aims to be as customisable and modular as a computer if not more so. The best idea with the modular concept would have to be the extra battery slots so you can extend the range by dropping in another battery if you want to (apparently, the idea was inspired by the way that you can add extra memory cards or drives to your computer for more data if you want to). The general idea is that you start with the basic all-white idea, then order the customizable accessories you want to personalise it… and you fit the accessories yourself. It also has a big display on the rear so you can send messages to those behind you.
Nissan IMQ
I wasn’t sure whether to leave this one off the list of weird offerings or whether to wait and see if it made it into production for the Aussie market, but came down on the side of weirdness. The word the designers had in mind in this potential replacement for the Qashqai was “kabuku”,which, so I am told, means “to embrace the unusual”. Looks-wise, it is weird, especially in the interior. The outside is something that looks vaguely familiar in outline but with lots of angular features but inside? What’s with those seats? They don’t look like the usual armchair styles but have gone in for minimalist things that look like they’re floating. They look like something from a classic sci-fi movie. One would definitely want to give it the bum-on-seat test to see if they’re comfy or not, because they don’t look all that inviting even if they have been properly ergonomically designed. The interior also features textures galore. Most bizarre is the steering wheel, if you can call something that’s shaped like the side view of a wonky loaf of bread a wheel. I’m sure it all works but… it’s a lot to wrap the mind around.
SEAT Minimo
Continuing the theme of little dinky-wees, the Minimo also can’t make up its mind whether it’s a car or a glorified bicycle. It seats two but the passenger goes behind rather than beside the driver. The idea is to reduce congestion by having a vehicle that takes up less space. But where do you put your groceries?
Private Fleet Car Review: 2019 Mitsubishi Triton GLX+ Club Cab & GLS Four Door.
This Car Review Is About:
The 2019 model year Mitsubishi Triton GLX+ Club Cab and GLS four door. Both were fitted with a six speed auto, spun by a 2.4L diesel. Mitsubishi lists the GLX+ Club Cab at $39,990 driveaway, and the GLS four door ute at $46,990 driveaway. The four door is available with a manual, and the Club Cab also says yes to the manual if an alloy tray is fitted.
Under The Bonnet Is:
A pretty nice engine and transmission combo. The 2.4L is quiet, smooth on idle, pulls nicely from a standing start and shows no sign of diesel turbo lag. Chatter is muted, and rarely gets intrusive when pushed. Peak power comes in at 3500rpm, once almost unthinkable for an oiler, with peak twist at a more familiar looking 2500rpm.
Economy from the 132kW/430Nm engine, drinking from a 75L tank, is rated as 8.6L per 100 kilometres for the combined cycle.
The Club Cab was taken on a business trip from Sydney to Melbourne and back. Getting under 9.0L/100 km simply didn’t happen and it’s a fair bet the aerodynamics of the two-door ute were to blame. Airflow would have piled over the roof and hit the tray, with the door blocking a clean flow. The four door, used in a mainly urban drive, used 8.6L/100km.
Both have a four wheel drive system, accessed via a centre console dial. The Club Cab+ has Easy Select, the GLS has Super Select 2, which brings in Rock, Sand, Gravel, Snow, and a locking centre differential. This is available in both high and low range drive.
Transmissions in both exhibited some odd tendencies to hunt, to be sometimes indecisive about the cog they were in. Light acceleration would have the mid range, cogs three and four, sometimes blur between each other, but feel that from second to third, and fourth to fifth, that the gaps were bigger than what they actually are. Go hard and heavy, and sometimes here too the changes weren’t as “slurry” as they could have been. Overall, the refinement level wasn’t as high as expected.
On The Inside Is:
Not a huge amount of difference from the driver’s seat. It’s the seat coverings and the cramped rear seats in the Club Cab+ that tell the trim level story. Front seats in the Club Cab+ are fully manual, as are the ones in the GLS, a strange omission in a second from top level vehicle. Both have a 7.0 inch touchscreen for audio including DAB, Android Auto, Apple CarPlay, and Bluetooth streaming. Satnav is standard. Inputs are 2 USBs up front, a pair in the rear for the GLS, and oddly, a HDMI input…There is a pair of 12V sockets too.
The Club Cab+ has a pair of rear seats that have the uprights effectively bolted to the rear of the cabin. This means no adjustment of the seats for fore and aft or tilt. The seat cloth in the Club Cab+is a comfortable mix of light and dark grey, the GLS a darker weave. Head room once inside is better than adequate at 1020mm, however the design of the doors presents an issue only found, for us, in the Triton. It is the only vehicle of its type where a duck of the head is required otherwise a knock to the bonce happens. Shoulder room on each side is fine also at 1430mm up front, 1368mm & 1390mm in the rear for each. Leg room up front is 1067mm, with the rear seats in the GLX725mm, 860mm in the GLS.
As is expected in Mitsubishis, the ergonomics are MOSTLY spot on otherwise. Switchgear, and indicators/wipers are just where they feel they should be. This extends to the operation of the touchscreen, with a simple, untroubled layout. Where the dash’s layout falters is by having buttons in the centre section and in the lower right where the driver’s knee resides. Both had blank plates fitted in both areas so why not use one area alone? Another hiccup is the high level of reflectivity of the upper dash in the inside windscreen.
The feel for the tiller is spot on, with a thickish heft to the wheel itself, meaning fingers are right where they need to be and there’s no sense of wrapping further around than required. This aids in driving as the hands don’t get tired and aching for a break. There’s some extra tech too with dusk sensing headlights and rain sensing wipers. And, by the way, both cars are not keyless, even with the plastic plug in the dash showing that’s a possibility.
Both are family friendly when it comes to the little things. Four bottle holder, two or four cup holders, the spread of USBs for smart devices work well.What About Safety?
This is where going up in levels may pay off. The GLS has Blind Spot Detection with Lane Change Assist, Rear Cross Traffic Alert, and a heavily named Ultrasonic misacceleration Mitigation System. The Club Cab+ does not. Forward Collision Mitigation and Lane Departure Warning are common to both. Hill Start Assist is common but Hill Descent Control is GLS specific. The Club Cab+ misses out on front parking sensors and Automatic High Beam. Both have seven airbags including a driver’s kneebag. AEB is not fitted, but the Triton isn’t alone in this.
The Outside Has:
Been given a substantial makeover. The front is now in alignment with the “shield” design seen across the rest of the Mitsubishi family and features LEDs for the GLS and halogens for the Club Cab+, they’ve lost the overtly ovoid cabin section, and the rear lights are more squared off, edgy in design. The GLS came with road style rubber, the Club Cab+ provided was with spongy, high walled, off-road capable tyres. Profiles were 265/60/18 and 245/70/16 respectively.
Sidesteps were standard on each and are metal made and mounted. This provides strength and durability as opposed to others that use plastic brackets or shrouding. Both roll with leaf sprung rears, double wishbone with coil sprung fronts, and brakes are drum rears with discs up front.
The colour palette is decent. Plain White, White Diamond, Sterling Silver, Graphite Grey, Impulse Blue, Plain Red, and Pitch Black are the choices. The GLS was the blue, the GLX in silver.
And big, yes. The GLX is 5270mm long, the GLS bigger again at 5305mm. Both have the same width at 1815mm and there’s a slight height difference, with the GLS 15mm higher at 1795mm.
Dry weights are substantial, at 1900kg and 2000kg respectively. Further economic improvements would comes if the Tritons were put on a diet. Towing, however, is great, at 3000kg and 3100kg respectively. Cargo tray sizes varied between the two in length: 1850mm in the GLX, 1520mm in the GLS. Widths and heights from the cargo floor are the same at 1470mm and 475mm. Payload for both is 974kg or 900kg for the GLS.
On The Road It’s:
A mix of spongy, bouncy, and not-quite-so. The GLX was, as mentioned, driven to Melbourne and back and proved to be a capable long distance hauler. If anything, a need for a seven or eight speed auto was highlighted, and that big open rear tray really did screw the pooch in the fuel economy stakes. The GLS deals with the suburban road a little better, thanks to its bigger but lower profile rubber.
It’s the higher walls in the GLX’s case that gave it a spongy ride. This, though, isn’t necessarily a bad thing as it meant a lot of irregularities were ironed out, and this made for a more comfortable, more plush ride, that the more tautly sprung GLS. And this isn’t a hard suspension either, not by any measure. But the lower wall profile picked up more of what the GLX dialled out.
Both have slightly rubbery steering, a little indecisive off centre, and in 2WD mode still a touch prone to nosing wide in corners. In high range 4wd, the turning circle was increased and steering felt tighter. The GLS was taken off-road and clearly showed how effective the all-terrain capable machine is.
Both high and low range 4WD was tested, and the low range ability in some testing areas proves that the on-board drive modes are well researched and implemented into the Triton’s electronics. Over varying surfaces that included mud, rock, gravel, and included some 25 degree plus descents and ascents, the Triton wasn’t frightened. The GLX has an approach angle of 30 degrees, the GLS 31. Departure is 22 and 23 degrees respectively, breakover is 24 and 25, with ground clearance higher higher in the GLS at 220mm, against the 205mm for the Club Cab+.
Braking was a concern. The drum brakes simply never felt up to hauling down the big machines effectively. Soft and long pedals are not confidence inspiring. But the upside is the drive from the engine. There’s little to zero turbo lag, and although get and go isn’t rapid, a plant of the right foot has the Triton scurry away at something approaching alacrity. Overtaking isn’t great either, but in the right area there’s enough on tap to hustle along, it just needs to be planned. Engine noise never reaches a thrashy level but the familiar diesel chatter is noticeable at the high end of the rev range.
The Warranty Is:
Standard at five years or 100,000 kilometres. Mitsubishi Australia bump that to seven years or 150,000 for the MY19 Triton, on the condition it’s purchased before June 30. Servicing is capped at $299 for the first three, at 15,000 kilometres or 12 month intervals.
At The End Of The Drive.
The redesign looks great, the interior could use more, and the ride quality is about par for the kind of vehicles they are. There’s some good tech but still no AEB. The current pricing structure is competitive too. All of these have worked together to raise the Triton up in the “for sale” stakes. And off-road it’s proof that nothing can frighten a Triton. Find more here 2019 Mitsubishi Triton range
Level 2, 9 Help Street