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Private Fleet Car Review: 2016 Lexus IS 200t F-Sport
2015 saw Lexus and A Wheel Thing join forces for the first time, with the new to Australia (in late ’15) IS 200t finding its way to the garage for two weeks and including a return trip to the nation’s capital. How does it cope with highway and suburban driving? Let’s take a look, with the Lexus IS200t F-Sport (mid spec) spending Christmas and New Year’s at A Wheel Thing’s garage.
Under the bonnet is the raison d’etre for this car’s existence; a twin scroll, turbocharged and intercooled, 2.0L petrol engine, driving the rear wheels, with a maximum power output of 180 kW with peak power coming at 5800 rpm. 
That’s bolted up to an eight speed auto, with well spaced ratios, and possibly one of the smoothest, non intrusive, changes around. Torque is (what seems to be an industry standard) 350 Nm, at a slightly lower than normal 1650 revs.
Recommended fuel is 95 RON at a minimum, which was sipped at a best figure of 6.4L/100 km (on the Hume Highway) from the 66L tank. This was under cruise control conditions, set at 115 kmh and the tacho dead on 2000 revs. Lexus quotes a combined figure of 7.5L per 100 kays. Suburban driving saw an average of 8.9L/100 km, good for somewhere around 700 kilometres, if driven gently. And therein lies the rub…
The IS F Sport comes, as so many do now, with Sports mode; effectively this changes the engine mapping and gear change points. Because the engine is such a willing spinner, an eager performer, and the transmission such a smooth and well controlled unit (for the most part), seeking and finding the right ratio so easily, it begs to be punted hard. It’s a sweet spinning mill and responds within an eyeblink when the pedal is pushed, as do the wonderful brakes. And whether using the paddle shifters or the gear selector (use the paddles, they’re easier), it’s a crisp, quick, move from one to the other.
When left to its own devices, it is pretty damned good; sometimes, though, it would find a lower ratio at some speeds and refuse to move, either by itself or when asking it to. On downhill runs that came in handy for engine braking but in a highway situation, not so. Ratio wise, it finishes at 0.685:1, with that helping the economy figure out on the freeway.
Ride and handling were superb; the steering has some lovely weight either side of centre before the variable ratio kicks in and response becomes more rapid. Lock to lock is about 2.75 turns. On the freeways, it was firm and flat, except for some unexpected and unwelcome wallowing, a floatiness, in the rear with a certain amount of load on the return trip from Canberra.
Loaded up with shopping, packed into the 480L boot, the weight was noticeable in the drive but also in how the rear sat flatter, without the wallow. Otherwise, the suspension is tuned for, unsurprisingly, a sporting feel, meaning speedbumps really become speed bumps…The 225/40/18 (fronts) and 255/35/18 (rears) tyre and wheel combination doesn’t help either.
The F Sport sits on a 2.8 metre wheelbase, contributing to the razor sharp handling. Front and rear track are slightly different, with the front wheels 1535 mm apart whilst the rears (with the 18’s fitted) are 1540 mm , and with a balanced chassis (almost 50:50), is immense fun to throw around. It doesn’t hurt that it’s also a somewhat better looker than its predecessors, especially with the redesigned headlights, separating the LED driving lights from the main assembly.
At just 4665 mm in total length, it’s surprising in its interior room. It stands just 1430 mm high, meaning you need to lower yourself down and into the cabin before sitting on the heated and ventilated electric seats. In a rear and front view, it menaces, thanks to the 1810 mm width. 
In profile, its distinctive wedge shape gives a solid clue to the aerodynamics the engineers have worked on and it’s only up close when the small nodules give a better clue as to the distribution of airflow over its lithe body. The front end is a definition of “beauty is in the eye of the beholder”, with the angular hourglass grille and swoopy lower part of the air dam with vents for the hard working front brakes. The car’s length is bracketed by similar looking “swooshes” in brilliant LED’s.
Once settled into the well bolstered and supportive seats, facing a LCD screen with a sliding dial (truly!), the driver and passenger are greeted by possibly one of the ugliest dashboards seen since the 1970’s. The utter lack of cohesiveness in the design and the colours of the plastics are at total odds with the ergonomics of the switchgear.
There’s some niggles, too, with the navitainment system. It’s operated via a mouse type device just to the front left of the centre console, itself a somewhat odd piece of work. It plain refused to default to anything other than the map system when the car was started; by using the mouse to select some other item, such as the radio, it would hold that selection for maybe thirty seconds before again reverting back to the map.
Select the Menu tab and then something else didn’t always work either. Annoying? Yes. Very much so. Audio wise, it’s a Mark Levinson system, with a DAB tuner as well, sounding clear and punchy across the range.
There’s a surprising amount of room inside but it’s definitely a more comfortable four seater than five, with two kids in the back seat squeezing a moderately sized adult.
The dash itself is interesting, with a LCD screen and that sliding dial, moved via a tiller mounted tab. There’s a wealth of info, including the gear you’re in, turbo pressure, and more, to be found. It’s a clean, simple and easy to read look but the value of a sliding bezel is questionable.
Being a mid level car doesn’t mean it’s short on tech: there’s blind sport alerts, cross traffic, a guidance system for the rearview camera and parking sensors, Auto stop/start, the choice of drive modes, hill start assist, pre-collision alert, tyre pressure warning, pedestrian safety bonnet and adaptive cruise. There’s the usual swag of safety features such as curtain airbags, pre-tensioning seatbelts and the Euro style emergency brake light system.
The Wrap.
Being the first Lexus reviewed by A Wheel Thing, there were no expectations. From that perspective, the exterior certainly grabs the eyeballs for the right reasons while the dash design grabs the eyeballs for the wrong ones. 
Thankfully, it’s not reason enough to not buy the IS, but it grates every time you get inside. The ride, handling, responsiveness of the engine more than make up for it, however. It’s taut, responsive, fun. As a sports oriented car should be. The ergonomics are spot on, the vented seats came in handy during the rare warm days and the car doesn’t weary the driver. Toss in the four year warranty (or 100,000 kays, whichever comes first) to further tempt you…
At around the mid sixty thousand mark, it’s up against some stiff competition and the exterior may not be suitable for some. But you’d be missing out on a great powerplant and transmission combo and that lovely ride. For more info on the IS 200 range, click here: Lexus IS 200t
Private Fleet Car Review: 2016 Kia Sorento Platinum
Kia’s had a good 2015 in the Australia car market, with both the Carnival and Sorento winning gongs from drive.com.au and Behind The Wheel, plus the Sorento was awarded a prize in the Good Design‘s “Transportation” category.
A Wheel Thing back to backed two Kia diesels, the family perfect Carnival and the impressive Sorento Platinum, both powered by the grunty 2.2L diesel.
The test vehicle provided was covered in the optional (and pretty) Snow White Pearl. At $595 it’s not a deal breaker, on top of the RRP of $55990. The exterior recently copped a makeover, softening some of the harder edges and, in A Wheel Thing’s opinion, makes it more feminine friendly, as the previous look definitely had a masculine attraction. It still manages to take up a reasonable amount of real estate, with a length of 4790 mm, 1890 in width and a surprising 1690 mm in height. Surprising, as it looks taller.
Donk wise, the 2.2L diesel provides 441 Nm between 1750 to 2750 rpm, with the somewhat annoying lightswitch “bam” onces it reaches around 1600. Although the Platinum is an AWD version, it’s predominantly FWD oriented with a lock mode for some off-roading, meaning the front will grip and then send torque through to the rear, with the accompanying slamming back into the seats of the passengers if launched moderately hard. Under gentle prodding, it’s a smooth and quiet progression.
Kia quotes economy as as 7.8L per 100 on a combined cycle, with the natural habitat seeing 10.1L per 100 klicks. Considering it’s lugging a dry weight of around 2000 kg, it’s reasonable from a 71 litre tank. Should Sir and Madam decide on a highway trip,there’s something in the order of 6.4L for every one hundred or, theoretically, somewhere over 1000 kilometres.
That’s helped by that smoother, more svelte looking exterior. The headlights have a less eagle eyed sharpness to them, with the top edge rolling into the bonnet, with the lower bumper exhibiting a more aerodynamic look, sporting a rolled off crease above the driving lights and flowing air more efficiently along the side. 
There’s also a somewhat more bluff and vertical look to the nose plus the traditional “tiger nose” grille looks to be enlarged. The profile is much the same whereas the rear has a strong resemblance, thanks to the lights, to the Carnival. The review vehicle came fitted with a towbar, with the Sorento able to tow up to 2000 kilograms.
Inside, A Wheel Thing suspects that Kia’s design team has taken inspiration from a certain British luxury and sports car brand. There’s a gloriously sweeping arch atop the dash, joining the driver’s and passenger side doors, with finely embossed, almost stitched leather look plastic. 
Grey wood grained plastic complements the stone coloured upper level trim and black leather seating and the (heated) steering wheel has the same off centre pivot as found in cars from the U.K. brand.
The dash and tilt/reach adjustable steering wheel interact with information shown on the logically laid out dash screen, which is accessible via tabs on the tiller. Fuel usage on the fly, average fuel, trip meter and more, all in clean and easy to read fonts. Blutooth streaming is on board, allowing great sounds via the ten speaker Infinity sound system. The tiller itself is of a good heft, however there were occasions when the plastic inlay came to hand and hand grip was minimised.
Tech wise there’s a glass roof, Hill Start Assist, Blind Spot Detection and Lane Change Assist, plus Lane Departure Warning and Rear Cross Traffic Alert, auto levelling headlights, park assist sensors and rear view camera plus tyre pressure monitoring. All standard in the Platinum.
Being a seven seater, there’s aircon controls in the rear, but oddly in the rearmost section, not where the more logical passengers would be seated, in the middle row. The stored seats are devilishly simple to operate, with a simple pull strap mechanism doing the work. The middle row are the immensely usable tilt and fold style, (with cargo going from 320L to 2066L) with the fronts naturally electrically operated, with heating and venting.
Should one need somepower for items such as a mobile phone or a fridge, there’s three 12V sockets, with two being handily placed in the front section. There’s also 2 USB charger ports along with an Auxiliary for extra sound input.
Kia’s six speed auto is a delight to use; Sports mode or manual shift was rarely used but does make gear changes just that touch crisper. There’s no real need to use it during normal driving as it simply works as expected; smooth, fast, quietly. There’s a locking centre diff should one desire to try the 235/55/19 off road…highly unlikely, however.
On road, the Sorento is well mannered, with a measure of understeer in some circumstances. Under brakes (which were, quite frankly, in dire need of of a pedal that gave feel as soon as you touched it, not an inch down in travel) there was a distinct lack of confidence in hauling up the two tonnes plus. Ride quality, however, made up for it, being just soft enough to flatten out most lumps comfortably.
It’s chuckable enough to have fun with as well, with a nimbleness at odds with its apparent bulk. There’s more than enough grunt to get it under way rapidly and when punted hard, will move with surprising alacrity. Tip in in to a turn and yes, there is that understeer but easily controlled into a touch of oversteer with a deftpiece of footwork.
The Wrap.
Kia is one of the Australian automotive markets hidden secrets; there’s the astonishingly underrated Kia Pro_ceed GT, the funky Soul and the immensely family friendly Carnival (diesel is the pick). The Sorento is a class act and worthy of the awards it has won. As far as A Wheel Thing is concerned, it’s as family usable as the Carnival with the added attraction of being soft road capable, if that’s your wont. And at under $60K, with a huge standard feature list, it takes the fight to the Europeans and is well equipped to do so.
There’s Kia’s standard seven year warranty, capped price servicing ($400 for the first service at 15000 kilometres or 12months)
For details and brochure downloads: Kia Sorento range and info
Private Fleet Car Review: 2016 Jaguar F-Type S Coupe Manual
Some car brands evoke emotional responses in people. That brand will say that’s exactly what they’re looking for as it’s a major consideration in the purchase of a car. There’s also a loyalty factor to consider and then there’s the sheer want or lust… Jaguar’s F-Type, released two years ago in Australia, in convertible and automatic gearbox form only, is one of those cars.
A Wheel Thing was fortunate enough to attend the launch in late 2013 and sample the three variants, being the two supercharged V6 engines and the brawny V8. Recently, Jaguar released the manual gearbox version for the V6 powerplants and Jaguar Australia lobbed the keys of a Stormtrooper white and black 280 kW rear wheel drive F-Type S coupe into the A Wheel Thing office.
Of immediate note is the size; the F-Type is battleship wide from the rear quarters yet somehow seems to look smaller from most other angles. That’s until you park near a mid 1980’s XJ6/Daimler that then allows you then get an appreciation for its true measurements. It looks longer than the spec sheet says, at 4470 mm and it’s not tall, standing just 1311mm above the tarmac. Did I mention it’s wide? Try 2042 mm or 1923 with/without mirrors.
Doors, wheels, even the overall length are either considerably larger or close to the venerable old lady but the glasshouse is noticeably smaller. Wheelbase is a not inconsiderable, given the overall length, 2622 mm, yet it’s a tight 10.7 metres for a turning circle. It’s reasonably trim,with a starting weight of 1567 kg for the manual, too…. There’s the familiar Jaguar bonnet power bulge and, for F-Type, a pair of engine vents in the lightweight bonnet, bisecting the LED driving lights in the feline snout. 
There’s a choice of two supercharged V6 engines, at 250 kW and 280 kW, a blown 5.0L V8 and either rear or all paw platforms. Peak power arrives at 6500 rpm for the V6 engines, however there’s just ten metres of Mr Newton’s best torques in difference between the two, on tap from 3500 to 5000 rpm. They’re hooked to a six speed manual, in this case, which is good for a sprint time of 5.7 seconds to 100 kilometres per hour.
Because it is what it is, only 98 RON unleaded is recommended and it’ll give the 70 litre tank a fair belting at 13.5 litres per 100 kilometres distance in the urban cycle. That drops by nearly half, to 7.6, for the freeway and 9.8L/100 km on a combined drive. Access to the engine, by the way, is via Jaguar’s traditional flip front engine cover. Not that you’d know there’s an engine underneath the hectare of plastic covering it…
Inside the F-Type, the cabin is strictly a two seater, with a cargo space behind your ears capable of a maximum 407 litres of space, if the parcel tray is removed. There’s a smattering of storage spaces, including one just behind the driver’s left ear and a small one just ahead of the gear selector. Although it’s wide, the seats abut the doors, with seat adjustment built into the door trim, including air powered, adjustable bolsters.
The overall intention of the cabin is of quality, as you’d expect, yet the steering wheel is the same as you’d find in the $100,000 less XE. There’s an odd and out of place air conditioning button, right next to the touchscreen, which coulda/shoulda been incorporated into the dials or the tabs underneath the dials. The sliding sunroof screen on the inside of the F-Type (it’s a solid glass roof) has a metal handle which picks up heat rather quickly, resulting in some singed fingertips.
There’s a four quarter layout to the touch screen’s home screen, usable but not exactly intuitive but that’s forgotton once the excellent Meridian audio system is fired up. There’s depth, clarity, separation, stage presence almost unheard of for a car’s sound system, with plenty of low end kick when needed, balanced by the clear and delicate highs.
On start up (via the red pulsating Start button in the lower console), there’s a quick whir of the starter motor, a burble from the exhaust as the engine settles into its rhythm and a rising of the uperr centre air vents. It’s all very majestic and theatrical but it gets better once a button is pressed. That button brings the active exhaust to life, providing a thoatier, deeper, more rorty note. Idle away, slotting the six speed into second, third, and it’ll give no hint of its nature. Find a good piece of road and the ears are belted by the glorious soundtrack.
There’s the whine, subtle yet purposeful, from the supercharger, the intoxicating snap crackle and pop from the exhaust as you lift off the accelerator. When pressed in anger, there’s a serious bark that changes into a growl, a snarl, that rises in pitch as the revs climb. There’s grip, oh there’s grip aplenty from the wide track and superglue sticky Pirelli tyres and a ride that isn’t spine shattering in its initial compliance. What the Jaguar F-Type does miss is a front end with adjustable height, as the plastic chin scrapes easily coming of some driveways.
But the talking point about this car is that’s not a self shifter, it needs the organic component to be involved and…..it’s not without faults. There’s no lock out for Reverse, which is left and up, nor does it genuinely liked to be hurried, with incorrect gears selected just that one too many times to dismiss it as an aberration. When used at a normal pace, it slots in nicely, but sports shifting is not its forte. The short throw is ideal, as is the feel of the material itself.
The pickup point for the clutch, on the other hand, is nigh on perfect, as is the pressure on the clutch’s travel itself. It’s an ideal mix of being light enough to be useable by almost everyone nor hard enough to stress a left knee. Mixed with the short throw (when it isn’t going to second instead of fourth from sixth), it’s a delight, allowing the driver to set the car up for a powerful run out of a corner.
Flex the right foot and the haunches squat down, the nose rises imperceptibly and it launches, hard, from low gears and smoothly without fuss from further up the cog choice range. The built in spoiler raises and lowers at speed (reducing lift by up to 120 kilograms of force) and can be moved at the touch of a button in the cabin. There’s Dynamic mode that changes the dash’s screen (with mechanical dials, not LCD screen based) to a lurid red, changes the engine’s mapping (and shift points for the Auto) and feels as if the suspension tightens up. 
But for all of that torque, it’ll still stutter, like any manual, if revs drop too low for the wrong gear. The solution is easy and always immensely enjoyable.
On road manners are impeccable; there’s a lightning fast steering rack, with under two and a half turns side to side, with plenty of communication between tarmac and driver. There’s minimal bump/thump and a ripple following ride, with each corner rolling over undulations with aplomb. Put that down to the aluminuiom body, with higher torsional strength,natch, than the convertible.
Brake feel is sensational, with bite at the top of the pedal and without any grabbing suddenly, with a beautifully progressive travel and stopping power. The accelerator is the same, with instant response from the moment it senses pressure.
It’s also a car that has the enviable record of having the most eyes on it during A Wheel Thing’s tenure; from courier drivers to the high school lad that rode past it three times, from the open admiration of one of the blue’s finest to a long term member of the Jaguar Driver’s Club being gobsmacked in awe, it garnerned more attention and acclaim in one week than all other cars combined.
The signature Jaguar hip line, the beautifully balanced proportions, the menacing look at the front in that classic monochrome pairing and the clear heritage from the C-X75 concept car, the simplicity of the powered hatchback and those wonderfully broad rear quarters, beautifully lit at night by the LED tail lights combine to deliver a truly worthy successor in the looks department to the fabled E-Type, the car that none other than Enzo Ferrari said was the most beautiful car in the world.
At around $168K driveaway in NSW, with something close to $35K in taxes and charges included, it’s up against Porsche, Mercedes-Benz, Audi. It’s up against something even more important: a buyer that needs to be tempted away from the continentals. If you’re a follower of the leaping cat brand, it’s a no brainer. That loyalty, the emotional connection to Jaguar , will see you inside the dealership poring over the options list and wondering which shade of paint Sir would like his new “cat” coated in. 
The F-Type provokes plenty of emotional responses; the gaping jaws and whistles from school kids is evidence enough. But the F-Type is so much more than simply a button pusher for emotions, it’s a damned good car and, as highlighted in an episode of a popular but now defunct English tv motoring show, a fantastic example of what a legendary car company and British knowhow can do when it all just comes together.
This link: Jaguar F-Type brochure will give you nearly all of the info you need. For pricing and more detailed enquiries, click here: Jaguar Australia 2016 range
It's Christmas Time, There's No Need To Be Afraid….
Yep, a great line from a mega hit of the 1980’s. It’s also valid for you as you consider the fact that the Christmas holidays are upon us and it’s looking like a drive for a holiday is on the cards. But you’re hesitant, nervous, maybe even a bit afraid of taking the chariot out. Here’s a small checklist that may help you get through the Christmas yips…
Tyres: these round, rubbery, bits are oft neglected and to use a Bush-ism, misunderestimated in how important they are. There’s two crucial factors at play when it comes to tyres and they’re interlinked: tyre pressure and tyre age. On the side of your tyre will be numbers that will look something like: 225/55/17. These numbers indicate the size of the tyre and the wheel to which it’s fitted. Each tyre will need to be inflated to a proper pressure to ensure that the 225 (width of the tyre) is gripping as much of the road surface, wet or dry or gravelly, as possible. That correct tyre pressure also means that the 55 (height of the tyre’s sidewall in relation to its width) can flex properly and work with the width of the tread.
By having the right tyre pressure, you’ll minimise the stress on the rubber from being under or over inflated and, to a point, this is where the age factor comes in. Again, this info is built into the sidewall and there’s schools of thought that say that after a certain period, tyres should be replaced, regardless, due to the rubber deteriorating to a point where a lesser impact than a new tyre can handle will fracture it. There’s also the grip factor to consider, where a newer and more flexible tyre will hang on more than an older, dried out rubber construction. Bridgestone provided this link: http://www.bridgestone.com.au/tyres/passenger/care/age.aspx
Fluids: It’s absolute vital for we humans to have water and it’s the same for our cars, they need fluids too and not just for the radiator. Engine oil, wiper fluid, gearbox and possibly even differential fluid need to be at certain levels for your car to be at its best. Apart from the radiator, which uses a series of vanes to exchange heat for cooler air, engine oil is probably as important for not just lubricating the internals (like a good vino) but assists in heat management by doing so. 
Metal on metal inside an engine is not a good thing and with lower than specified oil levels, there’s less oil being spread around to do the job that a normal level will do. Therefore there’s more change of higher levels of friction and heat.
Wiper fluid is important in keeping the front view as unobscured as possible. Daily driving exposes the screen to dirt, soot, moisture and more and a proper mix of wiper fluid will assist in keeping your windscreen as clean as possible and will help in reducing glare and light scatter. Gearboxes and “diffs” tend to be sealed units nowadays, with no real scope for self maintenance. However, if you do have a car that has access, it doesn’t hurt to get these levels checked, for the same reason as the engine.
Interior: Keeping the interior clean not only extends the life of the materials inside, it also stops items like cans or cups rolling around and possibly becoming stuck under the brake or accelerator pedal. 
If you’re a smoker, be aware that the smoke will settle on the dash and coat the inside of the windscreen, which can also obscure your forward vision. There’s plenty of products that will help clean the glass and there’s nothing wrong with a scented air freshener to give the car (and you!) some extra pep.
Fuel: This one’s not always as clear cut as it could be. Certain car engines are engineered and tuned to run on a particular type of unleaded for maximum performance and economy. Let’s say you’ve got a car that has, on the fuel lid flap, 98RON only. RON or Research Octane Number indicates the level of resistance to “detonation”. The higher the number, the more finely tuned an engine can be to take advantage of the chemical makeup of that fuel, especially with today’s computer controlled ignition systems. Click here for more information: https://en.wikipedia.org/wiki/Octane_rating
Many cars, like Holden’s Commodore, will be able to utilise petrol from anywhere from 91 to 98. A car tuned to run on 98 and fed only 91 will not be able to produce the amount of kilowatts and torque it should and will struggle to deliver a driving experience without detonation or pinging or knocking as it’s also known. Your vehicle’s handbook will also have this information. Diesel cars are generally easier to deal with as, for most production cars, there’s only one kind of diesel to worry about. However, some cars may require a diesel with a specified sulphur level; this is to do with the emissions system the vehicle has, and by using the specified diesel, will not only not clog your car’s system, it will reduce emissions.
And as for you, dear driver, you can assist in making your journey as trouble free as possible by doing a few simple things too. Drive to the conditions, use indicators and headlights (check these before starting any trip, as well), take breaks and make use of the Driver Survivor stops. Drink plenty of water (staying hydrated helps keep a driver’s alertness level up), give other traffic plenty of room and always do a visual check on your car before commencing any journey. Oh, and absolutely do NOT drink and drive, nor is it wise to consider a long drive if you’ve had a “big night”.
Have a safe Christmas drive and, remember, there’s no need to be afraid.
Level 2, 9 Help Street