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Archive for October, 2019

2019 Hyundai Elantra Sport: Private Fleet Car Review.

This Car Review Is About: The latest version of Hyundai’s long running Elantra, formerly Lantra, nameplate. It’s a small mid-sizer sedan and recently was given a mild facelift. It’s a sister car to the Kia Cerato and comes in a four tier, two engine, manual or DCT auto range. The range consists of Go, Active, Sport, and Sport Premium.Under The Bonnet Is: A 1.6L turbo in our test car, with a seven speed Dual Clutch Transmission (DCT), with manual shift options driving the front wheels. There’s a fair bit of oomph available here, with 150kW @ 6,000rpm, and torque of 265Nm between 1,500rpm to 4,500rpm. It’s EURO V compliant and runs on standard E10 unleaded. Our overall average was 7.1L on a mainly urban cycle with Hyundai quoting 7.0L/100km for the combined, a far too high 9.9L/100km on the urban, and 5.8L/100km for the highway. On one highway run the fuel meter appeared to indicate just 4.9L/100km.

The other engine is a 112kW/192Nm 2.0L MPI and a six speed manual the other transmission. Fuel tank is 50.0L.How Much Does It Cost?: The Go kicks off the range at a very nice $20,990 driveaway for the manual, $2K more for the auto. Premium paint is $495. Add $5,000 for the Active before the Sport starting at $32,600 and the Sport Premium at $35,200.


On The Outside Is:
A familiar shape, with a refreshed front and rear. It’s the front that has received the most attention and it’s a personal taste thing. It’s not unpleasing, by any measure, but there are a couple of angular aspects that seem at odds with the otherwise curvaceous body. The front lamps have been refined to a sharp triangle with LED driving lights housed within. the Sport also has a full suite of LED main lights. The sharpest point on the triangle now goes inside the “Cascading Grille” which sits between “Z” shaped supports, which on the Sport house the indicator lamps.The bonnet runs back to a steeply raked windscreen before finishing in the familiar coupe-style rear windowline. The rear lights have also had the makeover wand waved, with these also slightly sharper and a leading edge further into the rear flanks and bootlid. A pair of side skirts and a pair of crease lines on each side add some extra visual appeal. The windows themselves are shallow yet from the inside still offer plenty of breadth for vision.

Our test car came supplied with truly stunning alloys, with a crossover two by ten spoke design in silver and black. Michelin supply the Pilot Sport 225/40/18 rubber and they’re superbly grippy and absorbent. Sheetmetal was in Pearl White. This colour perhaps highlights the lithe profile of the Elantra, masking its surprisingly long 4,650mm length. That’s helped by a diminutive 1,450mm height. There’s plenty of shoulder room (1,427mm/1,405mm) thanks to 1,800mm in width.On The Inside Is: An interior familiar to anyone with exposure to the Korean brands. However, in the Sport, Hyundai have gone for a bit of spice with red leather on the seats and door inserts (a $295 option), a flat bottomed leather clad steering wheel with red alignment stripe, and alloy pedals. The red looks and feels great, and breaks up an otherwise solidly black colour scheme. By the way, the seats are manually adjusted, not powered, nor are they vented or heated. The Sport is push button Start/Stop. When it comes to indicating, here there’s something that isn’t 100% safety conducive. The spec sheet says the indicators are a soft touch setup, with 3, 5, or 7 flashes. We fully support a setup that has no option than on or off, as far too many drivers don’t provide the required “satisfactory indication” in lane changing. This also applies to the headlight switch. Auto should be the minimum, with no Off option.The dash is as cleanly laid out as you can get, with space between tabs and buttons, white print on the black background, and an in-dash, not on-dash, eight inch touchscreen. the driver’s dials are analogue, bracketing the now standard info screen activated via steering wheel controls. The aircon controls have had their housing revamped and to use them is an exercise in simplicity. Underlying the screens and tastefully chrome trimmed air vents is a strip of carbon-fibre look material joining each side.Familiarity comes in the form of a pair of 12V sockets and a USB port directly below the aircon controls, a U-shaped surround for the gear selector and a button housed here for the drive modes. There are air vents but no USB ports for the rear passengers. They also have up to 906mm of rear leg room, with 947mm of head room. Cargo space is a minimum of 458L and the boot is operated via the key fob.The audio system is DAB compatible and the speakers are from Infinity. It’s an impressive setup and really showcases the clarity of DAB in full reception areas. Naturally Bluetooth streaming is standard, as are the Android Auto and Apple CarPlay apps. There is no smartphone charge pad (Premium has it) and no electric parking brake. That last one, personally, isn’t a deal breaker. What is a niggle is the boot lid release mechanism. Although the fob has a button, it’s also supposedly engineered to wireless release the lid by standing behind the car for a hands-free operation. This, though, has to be enabled via the Menu system in the car. A few tries and not one successful activation. The interior handle also failed to pop the lid. When opened though, the cargo floor can be lifted to reveal the space saver spare.On The Road It’s:Fluid in the way the engine and transmission work. The caveat here seems to apply to just about every DCT driven of late: it needs to warm up before it’s as smooth and slick as the technology promises. In this car, from a cold start, it was noticeably jerky and hesitant, and also exhibits the typical gap between engagements of Reverse to Drive or Park to Drive. Getting off the line also showcased the issue with DCTs, with minimal engagement seeing a slow pace before the clutches engage.

Once everything is working, it’s as it should be. And, again, the gears are better for changing by using the manual shift option. It’s a crisper, more reactive, change, and the computers even allow changes at lower rev points from the engine. That 265Nm doesn’t seem a lot, but considering a 2.0L turbo averages 350Nm, and the weight of the Elantra Sport starts at just under 1,400kg, it’s plenty to keep the performance percolating. It’s a free and willing spinner, the 1.6L, and well proven in other cars across the Hyundai and Kia range.

The three drive modes were largely ignored as Normal, the default, is far better than adequate. Eco would suit any long distance highway drive but Sport, ironically, is virtually redundant unless punting the Elantra Sport in a track day environment. The steering is fingertip perfect, with a weighting that is Goldilock’s porridge. The same applies to the suspension. As always, Hyundai’s engineers spend months sorting spring and shock combinations, and it shows. The MacPherson strut and multi-link rear are supple, compliant, reactive to body movement instantly meaning body roll is non existent, and the usual minor road imperfections are disappeared. It’s deft and adept, and offers sharp handling without compromising comfort.Rough roads have the short tyre-wall Michelins humming through noise, but on the newer and smooth blacktop, it’s quiet. The Sport lives up to its name with these tyres, with maximum grip in the tighter corners, and almost non-existent understeer at normal driving velocities. Go harder in legal situations and there’s no doubt at all that these tyres will be there and have your back. this same exuberant driving allows the free spinning engine to breathe and dump its spent gasses with a bit of rasp. It’s subtle but adds a bit of aural backup to the Sport nameplate.

When it comes to safety, the active Lane Keep Assist is perhaps a little too willing to move the tiller. It’s not a gentle pull, it’s a toddler’s impatient tug on the trouser leg, and can catch lesser experienced drivers unaware. However it’s easily switched off via a tab near the driver’s right knee.

What About The Safety?: Along with the aforementioned Lane Keep Assist, Blind Spot Collision Warning is standard, as is Forward Collision Avoidance Assistance for city and urban drives. The spec sheet doesn’t state that Autonomous Emergency Braking or Smart Cruise Control are available.

Warranty And Service Are?: Five years as standard for the warranty however Hyundai are (at the time of writing) offering a seven year warranty. Hyundai also offer prepaid servicing which is factored into the purchase price. The Hyundai website has more information.At The End Of the Drive: It’s a great four seater and an excellent family car. There’s plenty of performance, grip, and the edgy good looks complement the drive, plus draw the eye. The DCT is a corker when warmed up and using the manual shift but still has the same DCT hiccups found anywhere these gearboxes exist. It’s well priced and with the added (at the time of writing) appeal of an extra two years warranty, should be on the shopping list for anyone looking for a very competent small to medium sedan. http://credit-n.ru/debitovaya-karta.html

Millennials, It's Your Fault New Car Sales Are Sliding…Apparently

The sharp drop in new car sales throughout 2019 has had no shortage of publicity, particularly now that 18 consecutive months of declining figures have come through. Over that time we’ve heard from experts as to a variety of factors that have contributed to the rut.

From political uncertainty before this year’s election, to a tightening in lending regulations, a weakening economy led by subdued house prices, the effects of a drought, and believe it or not vehicle shipments contaminated by little bugs! Now you can add another ‘explanation’ to the list because millennials, it’s your fault new car sales are sliding…apparently.

 

The underlying trends

You see, the shifting trends among millennials are pointing to a change in views towards car ownership. Younger Australians are holding onto their first vehicle for a longer period of time, or otherwise putting their driver’s licence on the back burner. There is testimony from some industry insiders to suggest that millennials are less comfortable with the idea of a loan than previous generations given a tendency to spend more to stay up to date with the latest technology or to fuel travel and entertainment aspirations.

The prompts are largely coming about through the influence of technology, including the role it is playing on behavioural patterns. First and foremost, the rise of apps like Uber and Ola have reduced dependency on individual vehicle ownership, instead promoting the benefits of a flexible ride-sharing fleet. Online food and grocery services follow the same notion, where a few simple touches on a mobile phone are enough to avoid making that trip to the supermarket.

At the same time, we’re also seeing far greater levels of urban consolidation take place in our major cities. Given the significant rise in house prices since the end of the GFC, many millennials are forgoing the Australian dream to own a home. An increasingly popular choice of action is to rent in highly desirable locations, which typically translates to inner city living or convenient public transport links nearby – both reducing dependency on vehicle ownership.

Finally, vehicle subscription services and peer-to-peer car sharing are becoming more commonplace in this demographic segment as well. A variety of companies have latched onto this trend, allowing anyone to borrow a car from a friendly stranger in their neighbourhood. Who would have thought it would be possible all those years ago?

 

Is there more to it than meets the eye?

Notwithstanding the trends that are taking place, the conversation has really only started to emerge in recent months. Look a little further back however, and what you realise is that new car sales were coming off an all-time high. Quite frankly, a level that some would argue may well turn out to be a short-term peak, or an otherwise unsustainable level once evidence of a slowing economy emerged. These trends have been occurring for some time now, so should have been observed earlier on sales data.

Furthermore, many of these trends are being attributed to millennials, but they sure as heck aren’t the only ones nurturing such changes. Those who have been brought up through these technological and societal changes become an easy target to point the finger at for ‘leading the way’ so to speak, but if this was really at the heart of the matter, then a range of buying incentives should suffice among other demographics to offset this decline.

But the facts remain, we’re seeing high levels of population growth, the lowest interest rates on record, and vehicle prices as affordable as they’ve ever been before. If those initiatives aren’t getting other buyers into the market, to offset a supposed wane in interest among millennials, where does the fault really lie?

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Japanese Makers Fire Electric Shots.

Both Nissan and Mazda have unveiled electric vehicles. Nissan’s is a test bed design and Mazda their first full production version. Nissan’s car is based on the Leaf e+ with Mazda naming theirs the MX30.

The Nissan has an all wheel drive system, with twin motors. Nissan also factors in their bespoke chassis control technology. The engines provide up to 227kW and a massive 680Nm of peak torque. The test car has a control system that adds regenerative braking to the rear motor as well as the front. Pitch and dive are minimised as a result. In addition to optimising the torque that’s spread between the front and rear, it also applies independent brake control at each of the four wheels to maximise the cornering force generated by each tyre.
Mazda’s car is an SUV as well. It’s powered by what Mazda call “e-Skyactiv system” It can be charged using AC power or rapid-charged using DC power. The system involves the battery, motor, an inverter and a DC-DC control unit. The inverter changes the DC to AC for the motors with the converter providing the charge for the onboard systems.

Mazda also engineer in a refrigerant cooling system that cools the battery pack when the temperature rises. By maintaining the best possible battery temperature even on hot days, the system helps protect the battery pack from degrading due to heat. Thin cooling tubes attached to the bottom plane of the battery module make contact with a heat exchanger. This structure contributes to realizing a compact battery pack. A sensor constantly monitors the battery’s temperature and controls the flow of coolant as needed. The result is an effective battery cooling system. There’s a single motor, mounted up front, and it will provide drive to the front or or four paws. The battery pack is rated at 35.5kWh, and has an expected range of around 200km. There is also a acceleration system called Motor Pedal. This adjusts on the fly response to throttle inputs and adjusts acceleration as well, depending on the speed the driver presses the accelerator pedal.

A key identifier for the MX-30 is the design. Not unlike the recently released 3 hatch, it features long and flowing lines, a curvaceous body, and suicide doors. It’s also green oriented, with cork and recycled plastic bottles being used in the interior trim. It’s not yet confirmed for the Australian market but it’s definitely in Mazda Au’s want list. http://credit-n.ru/about.html

2019 Nissan Pathfinder ST 7 Seater: Private Fleet Car Review

This Car Review Is About: The 2019 specification Nissan Pathfinder ST. It’s the entry level version to the second biggest passenger oriented car in their range. The vehicle provided was fitted with seven seats across three rows and that’s standard fitment.How Much Does It Cost?: The Nissan website has the ST 4×2 as starting from $44,490. The 4×4 version is from $51,550.

Under The Bonnet Is: A petrol fed 3.5L V6 with a CVT and AWD drivetrain. Power is rated as 202kW @ 6,400rpm, and peak torque is a decent 340Nm @ 4,800rpm. Economy is quoted as 10.1L per 100km on the combined cycle. That’s from a 73.0L tank and a tare weight of 2005kg. We finished on 11.1L/100km for a mainly urban drive.On The Outside Is: A big body. At 5,042mm in length it masks that by a svelte and curvaceous shape. The aerodynamics of the body contribute to both a “it looks smaller than it is” and a drag coefficient of 0.33. That’s pretty slippery for a big SUV. It stands at 1,793mm, making it one of the taller vehicles of its type. It’s broad, at 1,960mm and has a 2,900mm wheelbase. So, yes, it’s big, but by having more curves than a supermodel convention, it genuinely looks a lot smaller.

The front end is dominated by Nissan’s current design stamp. That distinctive “Vee” motif is across all of its SUVs and some of the smaller passenger cars, as are the thin headlights, almost invisible indicator light, and curvaceously swept fenders. There is also a pair of inserts in the lower bumpers that will have driving lights fitted in higher spec models. That long body is highlighted by a subtle curve from the front window, sine-waving its way towards the tail lights and enhancing a subtle flare over the rear wheels. Passenger windows are blacked out as well for security and privacy. The tailgate on the ST is manually operated, and opens to a cargo space of 453L with the simple to operate third row seats raised. From the rear there’s a distinctive slope to the body, from the Continental 235/65/18 Cross Contact rubber inwards to the high roof.On The Inside It’s: Roomy, comfortable, and a bit confusing. We’ll cover that in detail shortly.

Firstly , the view from the driver’s seat shows a slab of black ahead of the passenger, an easy to read 8-inch touchscreen that sits above a busy looking two-section for audio and climate control, before ending in a mix of traditional and hi-tech for the binnacle.The slab ahead of the driver could very easily be made to look more visually appealing, for starters. The ambience found in competitors from Korea, and similarly sized Japanese offerings are of a more suitable level. There’s plenty of head, shoulder, and hip room though, meaning taller and wider passengers shouldn’t feel cramped.

Then there is the touchscreen and it has a feature that is bemusing. Sports oriented cars have a G-force meter. This shows lateral and longitudinal forces during acceleration , braking, and cornering. It’s ideal for the GT-R. It’s out of place here.

Visually the controls for audio and climate control are somewhat hard to take in. Ergonomically they’re poorly placed, being well below the driver’s line of sight. Then there’s the additional fact that that the touchscreen has aircon controls as part of its programming…Inside the binnacle are traditional dials placed either side of a information screen that has an almost holographic look to it. It’s exotic and cool simultaneously. Counterbalancing this is the programming on one button on the left spoke of the steering wheel. Like virtually every maker now, there are two tabs to access the centre ino screen and the submenus. There is normally a rocker tab to access the submenu information. Here this one changes the radio stations instead…

The driver’s pew is electronic for movement as is the passenger’s, a nice touch, and starting the ST is push button operated, also a nice touch. Remember, the ST is the entry level.

In between the front seats is a relatively uncluttered console, housing a dial for the AWD system, and a non-manual gear selector. There is a push tab for Sports mode, but no option for manual gear selection. No, there are no paddle shifters on the steering column. The largish wheel houses the usual selection of tabs for audio, info, and cruise control.The second row seats are marked to indicate they fold flat, and they slide forward. The third row are pull strap operated to fold, and they provide an almost perfectly flat cargo space as a result. Cargo capacity goes to 1,354L with the third row folded, and a huge 2,260L with the middle row flat.

There is also a separate set of aircon controls for the second and third row passenger seats. Back up front and the audio system is AM/FM/CD plus Bluetooth streaming. No DAB but that can be added via USB connection.Safety Features Are: Airbags all around, Front Collision Warning and Intelligent Emergency Braking, plus Blind Spot Alert. Rear Cross Traffic Alert and Reverse Camera with guidelines are standard as well. The spare is a space saver however there is tyre pressure monitoring as standard.

On The Road It’s: Mostly a benign drive. Although nominally an AWD it’s predominantly front wheel biased, and the steering tells that story clearly. There’s a constant and gentle pull on the tiller, saying that the pesky V6 engine is driving the front wheels more than the rear pretty much all of the time.

Traction and grip levels are high, however. There’s no sense of the rear breaking away when driven exuberantly, and the front overcomes its incessant gentle pulling at the wheel, becoming more conversational about the drive and the road. Rubber is 235/65/18 Continental Cross LX Sport.

Damping is well sorted too. There’s minimal float, with rebound limited and dialled out quickly. Initial response to the usual road imperfections is quick, absorbing some of the more notably intrusive joins and bumps to the point their actual impact was negligible.

Front to rear balance was also well sorted, with both ends feeling the same, rather than a tighter or slightly looser response. Adding to the competent chassis is a nicely balanced brake feel. With a travel that tells the driver just where the pads are on their way to or from the discs, pulling up to a stopped vehicle, stop sign, or red light was intuitive and easy to judge. The weak spot here is the CVT, or Constant Variable Transmission. Also known as a stepless transmission, it’s evolved from its essentially single gear beginnings to having steps, or gera, programmed in to make it feel like a more normal transmission as it changes. These transmissions are best suited to smaller (read:less torque) engines. The issue here is that they feel like a manual transmission with a badly word clutch plate when put to the sword. There’s a feeling of slipping the gear, that not all of the torque is being utilised by the transmission, and therefore not as efficient in getting the engine’s workload through to the tyres.

In the Pathfinder ST, that 340Nm has a fairly steep torque curve from low revs, the engines normal and best operating range when underway. That torque really does seem to overwhelm the CVT here and one suspects that a traditional torque converter style transmission would be far more effective and more economical, especially with ratios of eight, nine, ten cogs now available. And remembering there is no manual change option, then there’s no change to exploit the torque more efficiently. Warranty And Services Are: Five years and capped price. Information is here.

At The End Of The Drive. The Pathfinder ST is by no means an unpleasant vehicle to drive. It’s a solid and competitive seven seater, making it an almost ideal family transporter. Having seven seats, and a third row that’s easy to operate go a long way to help the cause. There’s plenty of room for seven passengers and the seats are comfortable. Instrumentation is mostly user friendly however the dash below the touchscreen needs work. Then there’s the drivetrain. Even a DCT would be a better option for a big engine than the CVT.

Here is some extra information. http://credit-n.ru/business-kredit.html