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2016 Ford Focus RS Lights Up Aussie Roads
Ford’s research and development engineers must have something in the water they drink. From a long history of sporting oriented cars and with a continued push to extract every erg of performance from their four cylinder range, the recent unveiling of the Focus RS model to the Australian motoring media has taken the superlatives to a new level, thanks to their latest work.
Here’s Ford Australia’s PR release:
The hugely anticipated 2016 Ford Focus RS brings Ford’s most advanced and capable performance hatch to Australian customers. With more power, as well as a driver-focussed Ford Performance All-Wheel Drive, the RS brings scintillating performance and technical innovation at a lower Manufacturer’s List Price than its predecessor.
“The all-new Focus RS is a very serious machine with high-performance technology and innovative engineering that sets a new benchmark for driving exhilaration,” said Raj Nair, group vice president, Global Product Development, Ford Motor Company. “The RS line has a proud history of technical breakthroughs that have gone on to benefit all Ford customers, and the new Focus RS is no exception.”
The all-new Focus RS is the 30th car to wear the legendary RS “Rallye Sport” badge, reserved for Ford models that have pioneered performance technologies. Focus RS follows in the footsteps of Ford models including the 16-valve 1970 Escort RS1600, turbocharged Sierra RS Cosworth of 1985, and four-wheel-drive 1992 Escort RS Cosworth.
The bold, muscular stance and wind-tunnel tested aerodynamic improvements give the 2016 Ford Focus RS an unmistakable performance posture. With a goal of zero lift front and rear, the RS boasts a uniquely aggressive front bumper, raised rear spoiler and dramatic yet functional rear diffuser. While its exterior’s bold colour palette, 19-inch alloys with Michelin Super Sport tyres and Brembo brakes scream athleticism, the RS badge signifies that its performance story is not merely window dressing.
Thanks to a new Launch Control function – the Focus RS finds itself in the company of premium dedicated sports cars.
This RS has more power than its predecessor, its all-alloy 2.3-litre EcoBoost four-cylinder boasting a twin-scroll turbocharger and a substantial 257kW2. Maximum torque of 440Nm is delivered between 2000 and 4500rpm, with 470Nm available for up to 15 seconds on transient overboost during hard acceleration1.
The EcoBoost engine itself shares its backbone – including block, crankshaft and therefore 2261cc capacity – with the 2016 Ford Mustang EcoBoost. Produced in Valencia, Spain, especially for the Focus RS, it has been significantly reengineered to deliver not only more power and torque, but a sharper acceleration response backed with a cack-and-burble from its larger exhaust system on lift-off for an entertaining drive both on- and off-throttle.
The Focus RS is offered exclusively with a six-speed manual transmission that remains true to the RS goal of the most exhilarating, engaging driver involvement. It continues the RS tradition of using manual transmissions as the ultimate in driving pleasure.
The 2016 Focus RS comes standard with Ford Performance All-Wheel Drive – a Focus first. Ford engineers didn’t stop there. The sophisticated AWD system enabled Dynamic Torque Vectoring, which means that the Focus RS can split its torque not only front-to-rear, but also side-to-side for unprecedented road-holding.
Sport Mode is one of four selectable drive modes – the first RS model to offer such a feature – that maximise the livability and enjoyment of the Focus RS. Each of these modes alters the steering, which has been recalibrated for more linearity, as well as the ESC, engine and exhaust settings. They also alter the adjustable dampers, another first for the 2016 Focus RS. Normal and Sport are calibrated for road use, with Track and Drift modes for the occasional closed course and racetrack experiences only. The dampers can also be changed independently, with two settings available. The drive modes operate independently of the Launch Control system.
The high-performance character of the RS is reflected inside the car with heavily-bolstered partial-leather Recaro sports seats as the centrepiece of the cockpit. There’s also a flat-bottom steering wheel, while the Focus RS offers technologies new to the RS marque including Ford’s SYNC connectivity system. Simple voice commands such as “Find a race track” enable RS owners to get instant directions to the nearest public circuit.
A flood of orders since full specification of the Focus RS was confirmed at the 2015 Frankfurt motor show has underlined the customer desire for an affordable, exquisitely engineered Focus around the globe. More than 6200 orders were taken in Europe before the launch showing the affection, respect and desirability of Ford’s RS products. The Australian order book followed suit – the first allocation of more than 300 Focus RS’s has quickly been snapped up, with Ford Australia working on further stocks from the Saarlouis, Germany, factory.
Such anticipation comes courtesy of the Focus RS’s already brimming trophy cabinet. Ahead of Australian launch, its most recent accolade is the 2016 Auto Express Hot Hatch of the Year. That comes after awards, among others, from What Car? as a 2016 ‘Game-changer’, Autocar awarding it a maximum 5/5-star rating, while Top Gear announced the Focus RS its 2016 Car of the Year. To top it off, Autocar also named RS Chief Engineer, Tyrone Johnson – who today presents the Focus RS to the Australian media in Brisbane – its 2016 Engineer of the Year.
“The Focus RS sees the return of one of our most revered models,” said Graeme Whickman, CEO and President, Ford of Australia. “It builds on our showroom appeal of models including the Focus ST and Fiesta ST, XR Sprint Falcons as well as the hugely popular Mustang.”
The 2016 Ford Focus RS is another example of Ford’s commitment to Australian customers and comes on top of a $2 billion investment in local R&D over the past six years.
It’s already garnered plenty of acclaim from members of the Australian motoring press, with John Carey from Wheels magazine saying: “Ford delivers stellar performance and handling at a price that reads like a misprint.” Feann Torr from carsales.com.au said: “After an hour of hard driving, I’m sold. I want this car. Now. This isn’t just a great hot hatch; it’s one of the best performance cars yet.”
Here’s why:
ENGINE DATA: 2.3-litre EcoBoost
Type: Inline four cylinder petrol, turbocharged, transverse
Displacement: 2261 cm3
Max power: 257 kW at 6000 rpm, Max torque 440 Nm between 2000 – 4500 rpm(470 Nm on transient overboost)
Transmission: 6-speed manual, Ford Performance All-Wheel Drive
Fuel: 95 RON unleaded.
Kerb weight: 1524 kilograms.
Price is $50990 plus on roads, with prestige paint being a $450 cost option along with the Performance Wheel pack at $2500. there’s just four colours, being Nitrous (a blue), White, Magnetic (grey) and Shadow Black.
Private Fleet Car Review: 2016 Subaru Forester XT Premium
It’s always a good feeling to slip back into a Subaru Forester. Think of catching up with an old mate at your favourite pub, after you’ve pulled on your comfy boots and decided on having your favourite meal and a pint of your favourite suds. That’s what it was like in late June for A Wheel Thing, with the updated 2.0L (177 kW/350 Nm) petrol and CVT equipped XT Premium.
Outside it’s been a minor set of changes, with the tail lights and head lights now equipped with LEDs and lit in a squared off C shape. There’s xenon headlamps up front and swept back into the fenders to accentuate the eagle eyed look Forester has had over the last couple of models. The grille has been reprofiled as has the front bumper.
Out back the tail lamp clusters stand proud of the rear fenders and have a nicely chamfered design to the edges. Above the driver is a sizable sunroof, covering both front and rear seats. The test vehicle was clad in silver, necessitating the auto headlights to be flicked on manually as their sensitivity under Sydney’s grey skies wasn’t enough to illuminate automatically.
There’s black painted 18 inch alloys (new aero efficient design for the 2016 model), with rubber supplied by Bridgestone in a 225/55/18 profile. They were grippy enough and added an extra level of comfort to the suspension setup, modified slightly from the 2015 model. There’s a touch more comfort, a touch more luxury in the ride quality, plush even, leaning towards the luxury side the XT is aimed at, rather than an out and out sports style.
It’s surprisingly twitchy on road, this particular vehicle, affected by cross breezes and passing trucks, needing a keen sense of attention from the driver in wet weather. I have to say it was an unusual situation to experience, as it’s so rare for a Subaru car to be suchlike in its driving. Otherwise, it’s a neutral handler, with the faintest hint of tight corner understeer (dialled out by the Vehicle Dynamics Control, for the most part), with Subaru’s famous all for the driver all wheel drive system playing its part.
The SI Drive system has also been fettled, with an eight step programming for the CVT and receiving throttle input information, going from a continous drive mode on light throttle input to the eight speed feel when under heavy load. Underneath, that ride quality has been helped by minor but noticeable changes to the spring and shock absorber settings, a more rigid front suspension cradle and rerated suspension bushes.
Inside, it’s more of the same; familiar dash layout, familiar instrumentation, familiar ergonomics. It’s as easy to deal with as the aforementioned comfy boots and bucket of suds for anyone that’s spent time with a Forester over the last few years. It’s certainly an easy place to get accustomed to for anyone that hasn’t, with clearly laid out switchgear, good ergonomics and sensible design cues apart from that damnable prediliction for lighting up the climate control’s dual zone button when in fact it’s only blowing into one zone. But you will also get Subaru’s much vaunted Eyesight system, which only once failed to work, due to direct sunlight shining directly down the camera barrels.
There’s, of course, electric seats. Comfortable, slip into ’em like your favourite shoes, electric seats with two heating settings (no cooling), clad in black leather, with thicker underside cushioning and with split fold rears accessing the cargo space. There’s Subaru’s X-Trac system underneath for softroading, accessed via a button in the front centre console. Even the vanity mirrors are now lit. What the XT Premium doesn’t get is a DAB equipped tuner.
What the Forester has been given, however, is a good working over with the refinement brush. Both suspension (adding to the ride quality experienced) and the NVH (noise, vibration, harshness) levels have been further refined (by five percent, says Subaru) thanks to slightly thicker glass and changes in the body’s structure plus increasing sound deadening materials. It’s evident by the lack of exterior noise making its way into the cabin. Apple’s Siri voice interface has been added, the tail gate is powered, and there’s memory seating as well.
It’s a good size, the Forester, with a compact 4610 mm length hiding a 2640 mm wheelbase. It’s tall, at 1735 mm and spans 1795 mm thanks to the heated wing mirrors extended. Weight is deceptive, with the XT Premium tipping the scales at 1657 kg, a full 157 kg heavier than the entry level 2.0L manual. Unsurprisingly, as a result, it’s also the highest in fuel consumption, with Subaru quoting 8.5L of unleaded being used for every 100 kilometres on a combined cycle. A Wheel Thing saw consistent nine plus around town. Warranty wise, you’ll get three years and unlimited kilometres.
All this adds up to be a reasonable ask in dollars; the range starts at just under thirty thousand, with the XT Premium auto ten dollars shy of forty eight thousand. Given the company it keeps, such as the Sportage, Tucson, Kuga, Captiva, RAV4 and the like, it may seem up against it but the sales numbers tell a different story, with the Forester range a consistent sales chart topper.
For info, to book a test drive and for enquiries, head here: 2016 Subaru Forester range and follow Subaru on social media.
Private Fleet Car Review: 2016 Land Rover Discovery TDV6
It’s as big as The Hulk, has more grunt than a GT3 race field, the poise on road of Nureyev in Swan Lake and the agility of a salmon leaping from an ice cold river. They’re flowery words to describe the latest iteration of Land Rover’s venerable Discovery V6 but it’s all that and more. A Wheel Thing takes the beastie for a solid on road stint and comes away wishing the keys stayed for longer.
The Discovery TDV6 is blocky, squared off, seemingly hewn from a single piece of metal. It stands a massive 1891 mm tall (including roof rails) and has a face not unlike the sibling Range Rover, complete with LED driving lights and logo shone down to the ground from the wing mirrors. At the rear are the classic Land Rover tail lights (now with LED lighting) and split fold non powered tailgate with electric release for the lower section. In profile there’s windows large enough to be sails for an America’s Cup yacht. From 1890. Yep, the Disco is a big ‘un all round.
And that extends to the beautifully appointed bone/beige and chocolate coffee( aka Almond and Arabica) leather interior, optioned in the test vehicle over the cloth covering normally found in the TDV6, with driver, passenger, mid row passengers and rear seat passengers (which fold flat into the floor) all having plenty of shoulder, leg, and head room. The Discovery did lack heating for the front seats (which were the optionable electric powered) and, to be honest, a heated tiller would have been nice too, but it’s optionable on the other two models. Such is the manner of companies differentiating between models in a range.
The middle row seats have a solid mechanism to their folding; some middle rows simply feel as if they’ll fold with a slight breeze once unlatched, the Discovery’s give an impression of needing some muscle to do so. Of course that’s not the case, but there’s that implied sense of oomph required. They’re also separate seats, three seats, not a sixty to forty split fold and big enough for three average sized adults to be in. This configuration is also an option, with the 60/40 split the norm.
Up front, well it’s just a beautiful place to be. The Arabica leather across the top, the symmetrically designed console (bar the Start/Stop button at driver’s left in a right hand drive vehicle) and the simple and elegant dash dial look. Not that it’s a major thing but the temperature dials adjusted by one degree stops, not 0.5 as seems to be the standard and a button or tab for dual zone operation to single wasn’t readily apparent either. Controls for the drive modes are button operated as is the variable height air suspension, giving up to 310 mm maximum ground clearance.
But there’s that sweet colour combination, the subtly supportive seats (subtle because although there was room to move you also feel safe and after a good stint behind the wheel there’s no feeling of tiredness) and the JLR touchscreen’s familiarly cluttered look. DAB is fitted and the sensitivity of the units that Jaguar/Land Rover/Range Rover again comesunder scrutiny, with drop out in areas other manufacturers systems don’t have. Meridian supply the speakers and it’s again a clean, well defined sound stage.
As mentioned, the Discovery is big; there’s a wheelbase of 2885 mm inside a length of 4829 mm and with the mirrors folded ut, it’s 2200 mm wide. It’ll wade up to 700 mm in depth, on the 19 inch alloys and 255/55 Wrangler rubber and can climb and depart at 32.2 and 26.7 degrees without raising the body on the air suspension. Otherwise it’s 36.2 and 29.6. The size provides up to 1260 litres of cargo space and gives passengers 1020 mm of head room at the front, plus 983 mm to 1018 mm in the third row if fitted with the “Alpine roof”. Weight? Well, it’s more than it looks, at a hefty 2558 kilos…
Although there’s a decent 155 kilowatts at 4000 revs, there’s an even better 520 torques at 2000. This contributes greatly towards the fuel economy figures, which Land Rover quotes as being 9.8L per 100 kilometres in the ‘burbs, 8.1L/100 on the highway (which is higher than expected) and comes from a 82.3L tank. A Wheel Thing finished on 9.0L after just under 670 kilometres. They’re good, if not great figures, considering it’s an eight speed auto connected to the constant 4WD (no transfer case in the base TDV6) system and there’s a 0-100 kilometre time of over ten seconds. Some weight loss work would see both figures improve.
Although it’s a tad weighty, it doesn’t deter the Discovery from being agile and nimble. Also a strong advocate of road safety and driver education, A Wheel Thing sees far too much of what could be politely termed bad driving whilst out and reviewing cars. Thanks to Sydney drivers exhibiting said bad driving, it gave the Discovery opportunities to display its flair for handling, manouverability and mid range acceleration. The family pizza sized disc brakes 360/350 mm front/rear) also do a sterling job of hauling up the 2.5 tonne machine in anything from mild to wild situations.
On an overnight jaunt to Nowra, some 160 kilometres south of Sydney but a two plus hour drive, the tacho showed why an eight speed auto is a wonderful thing, with barely 1400 revs showing at 100 kmh. With something like 90% of that peak torque available at around that rev point, it makes for an easy, relaxed, cruising speed. There’s a well weighted steering system that can be moved with just one finger yet has real heft and feel to it, with plenty of feedback.
It’s also a superbly planted vehicle, supple to the point of being unbelieveable in its ride quality, with a confident sense of control being imparted to the driver. The driver education also plays a part in knowing how to manhandle the Discovery through tight curves and turns, such as those found heading to Nowra via Kangaroo Valley, with the front tucking in and the rear settled with 
just a touch of acceleration. There is, however, still the matter of 2.5 tonnes of mass to consider…yes, it’s a great ride and handler, but you can feel that mass move about and come into play in turns and braking.
At The End Of The Drive.
It’s a helluva car for a surprisingly low price: RRP is around $68K (as of June 2016) but there’s something like $9400 in on road costs to tack on as well. THEN there’s the extensive options list, allowing you to personalise your new Land Rover to your own taste. But you’ll get Land Rover’s standard three year warranty, road side assistance and the option of extended warranty for extra piece of mind (Land Rover Extended Warranty)
Fit, finish, driveability and in real terms pretty damned good fuel economy make this car a winner in the eyes of A Wheel Thing. Land Rover continues the legend and the Land Rover Discovery TDV6 was given back with a heavy heart.
Details of your new Land Rover Discovery are right here: 2016 Land Rover Discovery
Private Fleet Car Review: 2016 Haval H9
Haval is a new entry to the Aussie car market and is certainly, judging by the Haval H9, poised to make an impact on the sales figures. It hails from China but that doesn’t make it a non worthwhile consideration. Here’s why…
Haval have loaded the H9 (the premium model from Haval) with more fruit than a grocer’s store. Tri-zone climate control, exterior night shining logo which doubles as a puddle lamp, glowing door sills, seven seats, leather, satnav via an eight inch touchscreen, sunroof with presets and LED lit surround, mood lighting (operated via touch tab at the sunroof operation area), swiveling and leveling headlights, plus dash mounted 4WD info such as inclination, compass and external air pressure. Not sure about that last one, admittedly. It’s a big car, too; think Nissan X-Trail meets Mercedes GL class for looks and size.
Cloud to the silver lining? A surprisingly lacklustre turbocharged 2.0L petrol engine (Haval are reportedly working on a diesel) producing 160 kilowatts and 324 Nm between 2000 and 4000. Haval quote 12.1 litres per 100 kilometres for a combined cycle meaning urban consumption (not quoted) has to be something over 14.0L. That’s from an eighty litre tank and requiring a minimum of 95 RON. Haval don’t quote a kerb weight however it’s quoted elsewhere as being 2250 kilograms. Haval also states the H9 will tow up to 2500 kilograms. It may do but expect a hefty fuel bill and a glacial progress initially.
The gearbox is a six speed auto that has options such as Auto, Sports and off road modes; in Sports mode which with the lack of torque the engine has, sees second gear held for too long under most normal accelerative conditions. Have to say, though, it is a smooth ‘box and engine combo, with most changes audible in revs but not physically felt.The steering rack felt as if something was loose, such as a mounting bracket or joint. There’s a noise and a feeling of untoward movement underneath. Minor, but worrying enough to be of concern.
It has a good steering feel, however, with good weight and a turning circle of just over eleven metres. That’s good for a car that measures 4856 mm in length and has a 2800 mm wheelbase. And when not shifting about, it’s responsive enough also, with enough feedback to keep a modest driver informed about where they’re going. It does feel as if, though, the rack and pinion steering has too much of a requirement for a full lock to lock steering response, needing close to four turns.
On road, apart from the leisurely acceleration, it’s good enough to please most people. Front suspension niggle aside, it’s a competent handler, points well and rides nicely. Over some unsettled surfaces it did skip more than anticipated, has some bump steer, yet isn’t overly firm in the overall ride. On the flat, it’s surefooted, compliant if a bit taut but deals with Sydney’s undulations by simply following the curvature and not pogoing.
There’s big Cooper Discoverer asymmetric tyres, at 265/60/18
underneath as well as double wishbone suspension at the front, multilink at the rear and certainly, overall, will be fine for all but the fussiest or sporting oriented drivers.
It’s not an unhandsome car, the H9, with beauty being in the eye of the beholder. In profile the rear has an X-Trail kick to the rear window line ahead of Kia style “neon” tail lights, solidly defined wheel arches, some musculature in the curves and LED driving lights up front. The bonnet has two non vented vents, being solid plastic and definitely modelled on a German brand’s look. 
There’s side steps, lit at night, and the tail gate is a side opener, hinged on the right. A quibble here is that the tail gate didn’t seem to unlock even though the four main doors had. It could be a setting needing a tick or a cross but it was frustrating knowing the passenger seats would open but the interior door lock button needed a tap or you needed the keyfob to have the handle respond.
There was a niggle in the well appointed inside as well. The H9 would take it upon itself to go to Auto climate control and window defrost, with the fan speed at Mach 2. Not all of the time, hence the niggle. There’s grey faux wood panelling but not looking out of place with the black leather trimmed seating. The dash itself was of a good look and feel, with strong ergonomic engineering to it, locating the Start/Stop button down on the centre console near the gear selector and a simple if somewhat hard to read layout for the climate control system.
The centre seats are fold and slide, have their own heating controls mounted on the end of the centre console and give up a VERY handy 1457 litres of cargo space.
It stays with the family friendly thought process by throwing in a 150W/220V power socket, 12V socket, ISOFIX x 2 mounts, 
a pretty good hifi system and Bluetooth connectivity. The driver’s seat also has memory seating with the switches hidden in the base of the seat itself, plus both seats have a front cushion section that can be pulled forward for extra under thigh support. 
The third row seats are powered, need a finger held on the buttons (inside left in the cargo area) but are verrrrrrrrrrrry slow.
Safety wise there’s full length curtain airbags, front side airbags, seatbelt pretensioners but doesn’t get blind spot alerts, cross traffic alerts, emergency braking assistance or radar cruise control assistance.
The centre console also houses the dial for the off road modes; Auto uses the onboard sensors to adapt to the terrain, plus you’ll get Sand, Mud and Snow modes that sport different ESC calibrations, and alter the torque distribution.
At The End Of The Drive.
The H9 comes in two levels, the Lux and and Premium, with the Lux being the vehicle tested and despite the name being the more expensive at $51K plus on roads. The Premium is $46490 plus ORCs. Haval pitches this into a hotly contested market, such as Kluger, Everest, Santa Fe and Fortuner.
Bluntly, it acquits itself well in this group but does miss some equipment taken for granted nowadays, not just in this style of vehicle, but in sedans and hatches lower down the automotive family tree. It’s a pleasing enough handler, voluminous inside, well trimmed and needs a diesel. Soon.
For info on the Haval H9 and an opportunity to check out the Haval family, look here: Haval H9 and range
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