2020 Peugeot Partner 130 LCV: Private Fleet Car Review

This Car Review Is About: One of the three variants of Peugeot’s “little” Light Commercial Vehicle range. There are a diesel four or petrol three cylinder with differing torque & power, and two body sizes to look at. Oh, the petrol comes with manual or auto.

How Much Does It Cost?: $31,490 in basic white plus on road costs is what the 130 version we tested starts at. The lower power output 110 starts from $25,990 plus ORC. The diesel, exclusively a long body, starts from $30,490 plus ORC.

Under The Bonnet Is: 96kW and 230 torques for the higher spec, 1.2L, three cylinder petrol. The other offers 81kW and 205Nm, with the 1.6L diesel churning out 68kW and restricted to the same torque figure as the 130. Peugeot’s spec sheet says 7.3L/100km for the urban, 5.7L and 6.3L for the highway and combined cycles. We finished on an overall 8.2L/100km with our best seen as 5.2L/100km on a good freeway run.On The Outside It’s: Well, a small, light commercial vehicle. Fridge white in colour, there are strong familial hints, such as the bluff nose, fin shaped headlight insert, and smooth, ovoid shapes in the sheetmetal. The vehicle supplied has the long body, with dual sliding doors, one per side. The rear door is split vertically and at a 60/40 percentage. The left side opens first, with a small lever mid-height for the second door. There are bump strips spread over each door and sit under a matching in shape crease-line in the metal.

At the top of the rear doors is a plastic housing that holds a digital camera. This works for both the reverse drive and supplies the image to the rear vision display. Yup. The doors are solid metal, therefore a camera is needed to show rear vision. It’s slightly painful to use as it must be engaged every time the ignition is switched on.Wheels are steel, and measure 15 inches in diameter. Michelin supply the commercial style 205/60 Energy Saver rubber.

Dimensions vary from 4,403mm to 4,753mm for the overall length, with 2,785mm to 2,975mm in wheelbase. Overall height sees the Partner stand at 1,880mm.

On The Inside It’s: A typical commercial vehicle with hard plastics, nooks and crannies, and one key difference. The rear vision mirror isn’t a mirror, as mentioned. It’s a low-res LCD screen that displays the image the camera, located above the sheet-metal clad rear doors, shows both rearward and to the left. It’s not an auto-on item either, requiring manual activation every time the ignition is switched on.

There are two buttons, one to show the rear view, the other to show just the left hand view. This is more for reversing in areas where a kerb would be. It’s not great in usage, and blurry in just about every detail with the lack of resolution making a vehicle even a few metres behind indistinctive.The seats are cloth covered and it’s a hard wearing material with a nice feel and two tone look. The passengers seats are a 1.5 split, not really suitable for two but bigger than normal for one. Peugeot says the design has a lifting outbound passenger seat folding middle with mobile office table and storage. The tiller is akin to the sporting style seen in other Peugeot vehicles, with a flat bottom and contoured for better grip.

A pair of glove boxes sit in front of the passenger, and above both is a mesh look to a cabin wide cargo shelf. Cargo itself behind the seats is separated by a solid barrier of black plastic with a small window at the top. There is a capacity of a tonne, and the rear doors are wide enough to slide in a pallet. If required, the lower section of the barrier can be detached to allow a slightly longer load to creep through and under the seats.

Between the wheel arches is 1,229mm of space, with a total load height of 1,243mm. Actual capacity maxes at 3.8 cubic metres, and maximum length on the long wheelbase is 3,090mm with the cabin extension. Otherwise, it’s 1,817mm for the cargo section, complete with black cladding. Six tie-down points are standard.Convenience wise the audio and touchscreen system is basic in look, however does feature Apple and Android apps, but no digital radio. A single USB port is located to the bottom right. The upper console has a pair of cupholders.

On The Road It’s: A lot of fun to drive. Yes, that shouldn’t be said in the same sentence as light commercial vehicle, however there is something ethereally charming about these little three cylinder engines. Ignition is key operated, drive is selected via a dial in the console, situated below the cup holders. It initially seemed a bit more miss than hit, yet quickly became intuitive. The Partner features an electronic parking brake and this is less intuitive in disengaging.

It feels quick to get underway, however the speedo dial disagrees to a point. It’s reasonably flexible, this three cylinder and eight speed auto, with the gears changing swiftly and smoothly as required, whilst the peak torque taps out at 1,750rpm, making around town and highway driving as easily employed as possible. There is that typical three cylinder thrum underway, that slightly off-kilter but not unpleasant engine note as revs rise and fall. It pulls well from idle, spins easily to over 4,000rpm, and occasionally would chirp the front tyres from a hard launch.

Suspension wise it’s also quite decent, providing ample backup to the relatively narrow Michelin rubber. Quick steering also chimes in, with only minor effort required in lane changing to three point turns. Discs front and rear haul up the 1,366kg (kerb weight) van easily.Naturally, though, it’s a drum when it comes to road noise. The tyres don’t dial out much of the tarmac surface rumble, and it’s readily transmitted to the cargo area when empty. We did get a chance to load it up at one point, and road noise was noticeably reduced.

What About Safety?: It’s basic. There is Forward Collision Alert, Lane Departure Warning, and Video Autonomous Emergency Braking. Airbags are driver, passenger, and front side curtain airbags. Interestingly but smartly, Peugeot also package in road traffic sign recognition.What About Warranty And Service?: It’s 5 years or 200,000 kilometres for their light commercials. First service is $441, second jumps to $685, with third dropping to $517. Fourth jumps to $698, with fifth service down to $454. Intervals are yearly, or more likely, every 15,000 kilometres.

At The End Of The Drive. It’s a more than adequate light commercial van and ideally suited for local courier style runs, flower or cake deliveries, and the like. The ample cargo capacity for its size, the dual opening doors on the sides, and the wide opening rears also bring plenty of flexibility.

The drivetrain is sprightly and usable across all driving situations, and certainly economic enough for most daily drivers. Ride quality unladen is ok, and improves both in handling and road noise with a bit of weight inside. It’s well priced, but the downside of that low-res rear vision counts against it. Check it out here.

2021 Genesis GV80 3.0L: Private Fleet Car Review.

This Car Review Is About: A new entrant, one of three in its family, to the “luxo” SUV marketplace. Genesis has had the G80 and G70 sedans for sometime, and in late mid-2020 released the GV80, with the GV70 unveiled in November.

The GV80 has three engine choices, a single transmission, and varying electronics & trim aligned with the engines. There is a 2.5L four with front or all wheel drive, a 3.0L straight six with diesel fuel and AWD, or a petrol fed 3.5L V6 also with an AWD system.

What Does It Cost?: The range starts at $90,600 plus on-roads, with the 3.0L starting from $103,600 (plus ORC) and tops out at $108,600 (plus ORC). Genesis have gone to a fixed price, non-negotiable system, and that may deter some. However, when buying a house, the price generally tends upwards, not downwards…

The Luxury Pack that was featured in our review vehicle is $10,000. It’s an extensive list of features that are included and really add extra value overall. For the driver there is a device that scans the face and provides a Forward Attention Warning service. A self parking and parking assistance package is part of it, with forward and reverse parallel and perpendicular parking assistance.

RANC or Road Active Noise Cancellation makes the cabin an incredibly quiet place to be. That can be enjoyed for the 18 way powered driver’s seat that includes Pelvic Stretching and bolsters that close in on the sides of the driver in Sports mode or heavy acceleration. It’s a seven seater and the third row seats are powered, moving at the touch of a button, including a recline feature.

The doors are soft close and the tail gate door is powered, as expected. The driver has a super clear high definition 112.3 inch display including a three dimensional effect look that has to be seen in the flesh to reveal. Multi-zone climate control with rear seat controls is standard in the Luxury package too. The centre row has heating in the outboard sections.

All seats have ultra-soft Nappa leather with “G-Matrix” diamond quilting sewn in.

Under The Bonnet Is: A return of history, in one context. German manufacturers have stayed with the tried and true straight six for a reason, and Genesis clearly thought that the addition of one to the range was worthwhile. And it is.

Being an oiler, it’s not about the peak power (204kW), but the peak torque and where that comes in for the engine’s rev range. In this case there are a hefty 588Nm of torque, available from an easy going 1,500rpm through to 3,000rpm, not far off the roll-off to the peak power’s 3,800rpm.Economy for the big GV80 (2,267kg before passengers and fuel) improved during our drive. It started close to 10.0L/100km and finished dead on 8.0L/100km on our 70/30 drive cycle. Genesis quotes a hefty 12.0L/100km on the urban, 7.0L/100km for the highway, with 8.8L/100km for the combined.

On The Outside It’s: Familiar yet different. There are hints of other brands, noticeably from Germany, however it’s also distinctively its own vehicle. It’s shorter than it appears, with the styling making it longer than 4,945mm. Height is imposing at 1,715mm, with overall width of 1,975mm seeming a big handling ask. But no.

The vehicle supplied came with the Luxury Pack which includes a largely gloss-free white paint. This beautifully highlights the chromed Genesis “Crest” shield grille, the double row LED headlights and tail lights, plus the chromed side strips and piano black inserts in the front and rear bumpers. The rear door is powered and accessed via, smartly, a small press-tab in the wiper motor housing.

Along each flank rests two creaselines, one from front to rear from the bonnet line, the other covering the front and rear wheel arches separated by the doors. There are two vents mirroring the front and rear lights at the rear of the front guards. The rear windowline is distinctive, with a triangle finish to the D-pillar.Wheels are 22 inch alloys with a multispoke design. Grip is courtesy of 265/40 Michelin tyres.

On The Inside It’s: A place to stretch the legs and shoulders in utter comfort. Beige leather in the test car with diamond padding, electrically adjustable for all three rows, and beige suede style material on the roof are absolutely sumptuous. There are two separate sunroofs to bring in light from above.

The rear and centre row seats have individual electric controls. These raise and lower on command, and include the headrest folding on the rear row. The centre row can be moved fore and aft, and can move to a position to allow ingress and egress for the rear seaters. They are a little on the slow side for our taste, however there is a safety factor to consider for that speed.Cargo space with the third row seats down is huge at 727L. This increases to 2,144L with the second row folded.

The driver has a classy looking two-spoke two-tone leather bound steering wheel, also with electric adjustment, along with a two position seat memory setting.

For the driver there is a dash that is fully digital plus it has an extra cool feature. Aligned with a sensor strip that monitors the driver’s eyeline, the display has a 3D effect. It’s quite an unusual sight, seeing a flat screen suddenly blur for a flicker of a moment before providing a true 3D depth. For those that have an issue with it, it can be switched off. The driver also has a HUD display. A user friendly feature here is either the left or right dial change to the outside view when the indicator stalk is employed. the screen has a high pixel count so it works perfectly with the quality of the lenses used.In the middle of the upper section of the black and beige trimmed dash is a wider than widescreen touchscreen. Touchscreen, in this case, is a bit loose, as it’s set too far back in the dash and blocks off the centre-dash speaker. By the way, as good as the Lexicon sound system is, not having A-pillar mounted tweeters drags down the soundstage, as high frequency signals are directional in nature, and the door mounted units fire straight into the legs of the driver and passenger.In the centre console is a crystal look rotary drive selector dial, and a larger silver ringed white opaque circle. The silver ring is the default interface for much of what the touchscreen would do, and embedded in the menu options is a tutorial on how to use the opaque circle for items such as entering in an address for navigation. It works, but not excessively well. At the bottom left is the tarmac or terrain drive selector. With a push it switches between tarmac or soft-roading (Mud, Snow, Sand), and a twist changes the desired drive mode, with a commensurate change of the look of the digital driver’s screen.To the left is a cupholder insert, with a hinged door that folds to the right. Easy for the passenger, not so for the driver. However, a nice touch is the woodgrain trim here, and the sliding door at the far end of the console that reveals a wireless charge pad. It’s inclined to around 50 degrees, and aligned horizontally too, making for easier placing and removal. The whole centre console is a floating design though, and largely unusable as the squabs come up to almost the lower section of the top of the console.In between this and the touchscreen is a haptic feedback screen to operate the climate control. Again, it’s good but just a little fiddly for the section for fan speed, requiring a little more precision than necessary to adjust the horizontally aligned stripe. It’s backlit and only visible when the ignition is on.

On The Road It’s: Quicker than the seat of the pants will suggest. The linear torque delivery and free revving 3.0L six will launch the big GV80 at a velocity that feels rapid but not indecently so until you eyeball the numbers. The superb noise isolation mutes a lot of the aural feedback the brain would normally use as a guideline here, so when the numbers are changing at a rate the brain says otherwise to, it comes as a bit of a shock, and a relief to know that it’s working better than expected. We mentioned how quiet the cabin is earlier. Acoustic glass reduces road noise so the driver can enjoy the experinece at a higher level.

Bearing in mind the mass of the GV80, it’s a superb handler with: Genesis Adaptive Control Suspension (GACS) – including; Road Preview-Electronic Control Suspension (Preview-ECS) & Dynamic
Stability Damping Control (DSDC), says the specification sheet. In normal driving this has the rear of the GV80 slightly wallowy, with that just little bit too much softness for our tastes in the rear. The front is more tied down. Move to Sport and the suspension tightens up but not to the point that it’s excessively hard. The car’s driveline can be customised, so the engine can be in Comfort mode for, let’s say highway country driving, but the suspension and steering in Sport, to suit the driver’s taste and road conditions.

Braking is en pointe, with 360mm by 30mm discs up front with twin caliper pads, single calipers at the rear. The pedal measurement for just how much pressure is required is amongst the most intuitive we’ve experienced, and we were able to judge to a pinpoint, stopping distances.

Steering and there are hints of understeer in certain driving circumstances, with one particular corner a great test, at suburban speeds, of who much steering is required versus how far the nose naturally drifts wide or stays on line. Here we found the GV80’s front end requiring only a whiff of extra turn to have the nose where we wanted it to be.

In day to day driving over the seeming too-short week, the GV80 delivered on its promise of a luxury SUV, with the ability to street brawl. It’s an easy park that belies the size, has a beautifully sorted drive and handling setup, and delighted from ignition on to off.

What About Safety?: Standard safety features are extensive, again, as you’d expect. Blind-Spot Collision Avoidance-Assist with Rear/Side vision, Blind-Spot View Monitor, Driver Attention Warning that also includes Leading Vehicle Departure Alert. This beeps gently at the driver to advise the car ahead has moved on from a stop sign or traffic light.

Forward Collision Avoidance Assistance which brings in Car/Pedestrian/Cyclist detection, Junction Turning/Junction Crossing function, plus Rear Cross Traffic Collision Avoidance Assist, Lane-Change Oncoming/Lane-Change Side function, Evasive Steering Assist function, High Beam Assist and Lane Following Assist. The front seats have pretensioning belts. Ten airbags are fitted with a front centre side airbag, thorax and pelvic airbags for the front passengers, and thorax bags for the second row.

What About Warranty And Service?: Industry standard here at five years and unlimited kilometres for the warranty and that includes 24/7 roadside assistance and courtesy vehicle when being serviced. Servicing is performed at a dedicated centre however Genesis will arrange, at a distance of up to 70 kilometres from the main centre, to pick up and return to your place of work or at home. Genesis connected services are coming and information is available online.

At The End Of The Drive. Genesis have delivered a smack in the face to the established brands that provide luxury SUVs. The addition of the somewhat quirky looking GV70 bolsters their offerings in comparison to BMW or Audi or Mercedes with their more extensive range. As a package, the GV80 is what a cricket team needs in a test: a solid and dogged opener, with the ability to lay a foundation that the rest of the team can build upon.

With our week behind the wheel we feel that the GV80, in the specification tested, is a classic opening stand. There is a lot to like and it’s almost perfect straight out of the box. Almost. But the “negatives” such as they are, do very little to dull the shine of what the GV80 offers. And that’s a competitive, price appealing, high driver enjoyment level, raise of the middle finger to other brands and those that sneer at Korean offerings.

2021 Suzuki Swift GLX Turbo: Private Fleet Car Review

This Car Review Is About: A update to a member of the always popular Swift range. The GLX Turbo, in this case, gets a little extra equipment as part of the Series 2 refresh. For now, it’s also the top of the three tier range as the Suzuki Swift Sport takes a hiatus.How Much Does It Cost?: $25,410 drive-away is what you’ll see as a sticker price. That’s up from the Series 1 price of $22,990 two years ago.

Under The Bonnet Is?: A perky 1.0 litre three cylinder engine, which is good for 82kW and 160Nm from 1,500rpm to 4,000rpm.Transmission is a six speed auto only sadly, and it feels a bit like a dual clutch, but isn’t.

Fuel capacity is 37.0L, with consumption, says Suzuki at 5.1L/100km on the combined cycle. We averaged 6.6L/100km on our 70/30 split.

On The Outside It’s: A mix of 16-inch alloys (common across the three models), dusk-sensing LED headlights, reversing camera, and a body shape that lacks the sharper edged look of the previous model. The headlight design became more of an amorphous blob in the redesign a couple of years ago, whilst the rear lights followed the lead of Baleno and became smaller but stood out and away from the body.

A visual clue for the change from Series 1 to Series 2 update is a chrome bar running horizontally in the grille. The alloys also have been changed slightly.

On The Inside It’s: Featuring cruise control, cloth on the seats, and a reach & rake adjustable steering wheel column. The 7.0 inch touchscreen is the same four quarter starting look seen across the Suzuki family, with no DAB in the audio system. There are smartphone apps though, and the GLX gets an extra pair of speakers over the Navigator and Navigator Plus, making for six all up. For the driver, a 4.3 inch full colour screen shows varying sorts of info, including fuel consumption, speed, and a g-force meter for good measure.Suzuki have always managed to package a small car well, so there’s adequate head and leg room for most, however the sheer size of the Swift means boot space is on the small side at 265L, moving to 576L with seats folded.What About Safety?: A substantial increase for the Series 2. AEB is now standard and works over a broader velocity range. Blind Spot Monitoring and Rear Cross Traffic Alert are now standard. Forward Collision Warning, Lane Keep Assist and Lane Departure Warning are backed up by six airbags and the usual ABS and stability controls.

On The Road It’s: Point and squirt in nature. The three cylinder doesn’t take much to spool up and get the Swift GLX Turbo humming. The transmission hooks up quickly, taking the torque of the little engine that can, translating it quickly and easily to drive. It’s smooth, slick, efficient, and the engine revels in being a free-spinner.

The transmission selector has a hiccup in its design though. It’s s straight through selector, from Park to Drive, and then Manual. There isn’t a lockout or a sideways move to engage, meaning more than once Manual was inadvertently selected and we’re left wondering momentarily why the gears hadn’t changed.The suspension is typical for a small car. There’s very little real suspension travel, having the Swift GLX Turbo bottoming out on the bumpstops too easily. There is barely enough compliance for a truly comfortable ride, with the shock absorbers tuned to dial out the pogo style up and down on undulations more so than “normal” road conditions.

Twirl the steering wheel and there’s enough resistance to provide a sense of sportiness at low speed, and it lightens up, but not too much at freeway velocities. Same for the brakes, as the GLX Turbo has discs all around rather than disc and drum. The pedal has just the right amount of pushback and feedback for the size of the car.What About Warranty And Service?: The Suzuki website has a page where an owner can submit their car’s build details. The Swift Sport comes with a five tear warranty, and with unlimited kilometres. They’ll cover commercial applications such as ride share for up to 160,000 kilometres.

Servicing is 12 monthly or 10,000 kilometres for turbo cars, and Suzuki have capped price servicing for five years or 100,000 kilometres. The first service is $239, followed by $329, $239, $429 then $239.

At The End Of The Drive. In comparison, we drove the Suzuki Sport in mid 2020, and you can see that here.
The GLX Turbo really isn’t that different in spirit and nature, so it remains to be seen if the Swift Sport itself will return in some way. For now though, the 2021 Suzuki Swift GLX Turbo is the current king of the castle in the Swift family.

Holden History To Go On Tour.

With Holden soon to be all but a part of history as a brand, one final roll of the dice sees a tour of some of the company’s heritage collection vehicles to visit car museums around Australia.
The Managing Director for GM Australia and New Zealand, Marc Ebolo, said over 80 vehicles and 30 engines will be available: “There has been considerable speculation with regards to what was going to happen to these iconic pieces of automotive heritage, and I’m pleased to reveal we are displaying our vehicle collection in Australia. We have never thought about sending it overseas. The vehicles which make up this multi-million dollar collection have been loaned to a variety of museums and will go on display in the very near future. This will be the first time the entire collection of Holden production and concept vehicles has been released simultaneously for public viewing.”

The last half-decade has seen a select group of Holden enthusiasts made up of largely retired souls in Victoria and South Australia cataloguing the collection, working to preserve the historic aspect of the cars and mechanicals, memorabilia, plus print and photo materiel. Some of the items are close to one hundred years old and have been treated with courtesy and respect in order to help tell the story of Holden.The display will start with the saddlery origins in the late 1800s, through to the 48-215 and beyond. “GM is sincerely grateful for the work our Holden Heritage Group of retiree volunteers has done to sort, digitise and safely store many thousands of items relating to Holden’s rich manufacturing and iconic brand history.” said Mr Ebolo. “We are planning to launch a Holden Heritage Collection website next year which will provide enthusiasts with information about the collection, as well as details of where to view the vehicles.”
Assistance was sought from the National Museum of Australia, interested groups and museums, plus the Commonwealth Office for the Arts and the History Trust of South Australia, and Museums Victoria. The idea was to map out a plan best suited to the preservation of the items and how to make it as accessible as possible to visitors and enthusiasts.

The current schedule has the History Trust of SA’s National Motor Museum in Birdwood, South Australia, the state in which Holden began as a saddlery in 1859, as the first location to make the display available. A short list of some of the vehicles includes the Holden Number 1 as unveiled by the then Prime Minister Ben Chifley in 1948, along with the beautiful concept car, “Hurricane” in 1969, and the one millionth Holden, an EJ.

The planning process was comprehensive, with an Advisory Committee formed specifically for the project. The chairman is the Director of the National Museum, Dr Mathew Trinca AM, and the committee was formally announced by the Federal Minister for the Arts, the Hon. Paul Fletcher MP.

“We more than anybody recognise how important this collection is to Australia and particularly to the people who have worked at Holden and owned Holden cars. We greatly appreciate Minister Fletcher’s interest in the Holden collection and the work and valuable advice of Dr Mathew Trinca, the National, Victorian and South Australian museums and interest groups and the Commonwealth Office for the Arts, on how to best preserve our heritage collection in Australia. We hope that with the opening of state borders and as Australians go on holidays, they will visit the various museums where these wonderful Holden cars will be displayed.” said Mr Ebolo.