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Respectability comes to Uber In Australia. Apparently?
Uber has put the cat amongst the pigeons when it comes to offering a transport service alternative to taxis. Originally founded in 2009, in San Francisco where its headquarters remain, the company quickly spread its wings worldwide.It also quickly garnered a reputation fo being more cost efficient, better on arriving on time and providing a range of vehicles to suit particulars desires. But it also seemed to hover on the fringe of legality, with no seemingly apparent regulations or rules.
In November 2015, the state government of New South Wales appeared to have decided to change that, following a decision by the Australian Capital Territory in October to regulate the ride sharing service.
Part of the issues raised by those against the service was a lack of checks on drivers and the vehicles involved. Insurance, as a result, was also under the spotlight. In NSW,proposed changes involve a licensing fee being brought in, whilst the taxi industry will be compensated forlosing their virtual monopoly. There’s an agreement that no Uber vehicle will stop streetside, unlike a taxi, nor will they be allowed to gather at designated taxi ranks.
The reforms will also lead to tighter control of who can become an Uber driver with those with criminal records banned from obtaining a licence. Uber vehicles will also be required to undergo regular safety inspections.
That’s all presuming the mooted changes actally go ahead. As of November 23, the Premier of New South Wales,Mike Baird, had said that any recommendations by the Point to Point Taskforce, investigating how Uber may work in competition with the taxi industry, have yet to be officially put before Cabinet. Baird said: “What you need to understand is the taxi industry is effectively 6,000 small businesses, they have bought into this industry on the basis of significant upfront investment.”
This comes after a crackdown on the service in late September of 2015, as 40 drivers had their vehicle registrations suspended by the Roads and Maritime Services. If a suspended vehicle is found on the road after 1 October, the vehicle is deemed unregistered and uninsured, with penalties of $637 for each offence, increasing to about $2,200 if heard in court, an RMS spokesman said at the time.
As this is a story in progress, this article will be updated when further information comes to hand.
Huracán LP 580-2 Unveiled By Lamborghini Automobili.
Lamborghini Automobili has unveiled the new, two wheel drive, facelifted and reengineered Huracán LP 580-2. It;s been specifically designed and engineered for rear wheel drive, providing a new look packaged with sporty driving dynamics.
Stephan Winkelmann, President and CEO of Automobili Lamborghini, says: “The Lamborghini Huracán LP 580-2 continues the Lamborghini tradition of pure, visionary and technology-driven models.” It’s powered by a 5.2L V10 engine, with 426 kW (580 hp and achieving just 2.4 kilos per horsepower) available,seeing the ton in 3.4 seconds whilst on the way to a top speed of 320 kmh.
Weight has been reduced to a svelte 1389 kilograms, making it 33 kilos lighter than the all wheel drive version. Peak torque is 540 Nm, with an astonishing 75% of that available at just 1000 rpm. Huracán being Huracán, there’s engine cylinder deactivation, helping the V10 achieve fuel economy of under 12L per 100 kilometres on a combined cycle.
Weight distribution is 40% at the front, 60% to the rear with Winkelmann saying: “The rear-wheel drive model fits perfectly into our Huracán family, appealing to those wanting an even more intense driving experience, or who currently drive other rear-wheel-drive marques and aspire to driving a Lamborghini. This is the purest expression of a Lamborghini to date, with class-leading technological refinements. It is a serious car for serious drivers: it is maximum driving fun.”
With the lesser weight force on the nose, a new power management system, stiffer suspension, new steering set up and recalibrated traction & stability systems reconnect the driver to the car and the road even more. Being rear wheeled biased, the sports modes of STRADA, SPORTS and CORSA are tuned to provide an oversteering characteristic, reinvigorating the brand’s history in rear wheel drive behaviour.
Design wise, the front and rear of the 580-2 define the car: it’s fresh, young, and gives the Huracán a distinctively assertive look. Newly formed air intakes at the front direct both headwind and cooling air in an effort to increase downforce on the front end whilst the spoiler lip at the rear combines with the underbody diffuser to improve rear airflow, with the Huracán LP 580-2 not needing a movable spoiler as a result.
Although the new Kari rims are the same size in diameter at 19 inches, in true Lamborghini fashion there wider at the rear than at the front and are shod in Pirelli P Zero tyres developed specifically for the LP 580-2. A redeveloped spring setup and anti-roll bars on the double wishbone suspension give an incredible 50% higher torsional stiffness than the Gallardo LP 550-2.
The seven speed dual clutch system, Lamborghini Doppia Frizione or LDF, is tailored to provide the fastest possible gear changes and includes launch control, whilst the optional Lamborghini Dynamic Steering (LDS) gives the driver the feeling of improved agility and control. The Huracán includes the Lamborghini Piattaforma Inerziale (LPI) centre of gravity sensor system, providing info in real time to the optional Magneto Rheological Suspension and steering & stability control systems.
Computers provide the soul of the Huracán LP580-2; known as ANIMA or Adaptive Network Intelligent Management, it offers up the three driving modes mentioned previously. STRADA is for daily use and with a touch of understeer, SPORT which is intended to forge the emotional connectional between car and driver by allowing some oversteer and CORSA, the track mode with neutral balance.
A new owner can involve Ad Personam, Lamborghini’s personal tailoring service, and can choose from an amazing range of options and colours, inside and out. There’s also the latest Lamborghini Infotainment System II, with a 12.3” high resolution TFT instrument panel.
Prices for Australia are yet to be confirmed but if you’re in Europe, it’ll start at 150,000 euros plus tax.
Automobili Lamborghini S.p.A.
Founded in 1963, Automobili Lamborghini is headquartered in Sant’Agata Bolognese, in North-eastern Italy. The Lamborghini Huracán LP 610-4, which made its world debut at Geneva Motor Show in 2014 and the Spyder version presented at the 2015 Frankfurt Motor Show, are the successors to the iconic Gallardo and with their innovative technology and superior performance have redefined the luxury super sports cars driving experience. The Lamborghini Aventador LP 700-4 in coupé and Roadster versions, and the Aventador LP 750-4 Superveloce and Superveloce Roadster, stand as a point of reference in the world of V12 luxury super sports cars. With 135 dealerships throughout the world, Automobili Lamborghini in over half a century has created an uninterrupted series of dream cars, including the 350 GT, Miura, Espada, Countach, Diablo, Murciélago, and limited series including Reventón, Sesto Elemento and Aventador J. The Veneno Coupé, Egoista and Veneno Roadster were designed to celebrate the company’s 50th anniversary in 2013.
Private Fleet Car Review: 2016 Toyota Fortuner Cascade and HiLux 4×4 cab chassis diesel.
Toyota has one of the more enviable heritages in the automotive field when it comes to four wheel drives. The Land Cruiser started it all, then Toyota gave birth to a whole new category with the release of the RAV4. In the background, the HiLux has been quietly beavering away and now Toyota adds a sibling vehicle to that and the Prado, with the passenger oriented Fortuner. A Wheel Thing back to backs the new HiLux work ute and the top of the tree Fortuner Cascade.
The Fortuner is, ostensibly, based on the HiLux and is intended to be the SUV version of that vehicle, offering a diesel alternative to the petrol only Kluger. There’s more than a hint of Prado in the Fortuner in certain angles, allowing the Fortuner to slot in between Prado and Kluger. Size wise you’re looking at 4795mm x 1855mm x 1835mm and rides on a 2745 mm wheelbase. Approach angle on the Fortuner is 30 degrees and departure is 25 degrees.
The new Hilux is a different kettle of fish; the test vehicle supplied was the four door crew cab, complete with Toyota optioned alloy tray, snorkel and bull bar with LEDs. Power, or more correctly, torque, is delivered by a new 2.8L diesel, with an admirable 420 torques at an astoundingly low 1400 revs.
The auto gets 450….There’s also an 80L tank for the 1930kg beastie, which stands at 5330 mm x 1855 mm x 1815 mm in standard trim and rolls on a huge 3085 mm wheelbase. Towing is 2800kg, braked.
Inside the cabin are two buttons marked Eco and Power. Pressing the power button provides an astonishing measure of extra boost, allowing the Hilux to garner extra speed without so much as an extra millimetre of pedal travel. The Fortuner has the same engine package but didn’t appear to have the same extra “turbo on turbo” response.
Economy was average at 10.4L litres of diesel consumed per 100 kilometres. Toyota quotes, for the manual HiLux, 8.1L/9.3L/7.4L per hundred on the combined/urban/highway cycles. Emissions are quoted as 212g/km. The Fortuner has an 80L tank and has economy as quoted of 7.8L/9.3L/6.9Lper 100 km. Towing? Fortuner offers Sir 3000 kgs (braked) thank you kindly, from the 2135 kg seven seater.
Transmissions were six speeds; manual for the Hilux, auto and paddle shift for the Fortuner. The manual was problematic, getting stuck in the gate a little too often for comfort, whilst the auto in the Fortuner Cascade had issues also, with no advantage being offered by using manual mode, and flaring, a sense of slippage, in off boost driving, particularly when turning.
The clutch in the Hilux was balanced nicely, not requiring a muscle man’s left leg nor was it feather light; it worked well with the gear shift in regards to the pickup point, there’s no rubberiness but the gate just seemed to lock the lever sometimes rather than slot it through.
Ride quality is as expected of off road capable vehicles, complete with tyre squeal on tarmac for the more industrial oriented HiLux. They’re both tightly sprung, with the Fortuner offering up a touch more initial compliance befitting its luxury intentions. Steering in both is somewhat vague, with the HiLux seemingly needing a half turn more than the Fortuner before any sense of directional change got under way.
Exterior design wise, the cab chassis has the new HiLux face, albeit somewhat blocked by the factory optioned bullbar fitted. Fortuner is not a design A Wheel Thing can say is pretty although there is hints of muscle to the flanks.
The rear window line is unusual in the downward slope and the kickline underneath, meeting at the rear door. The powered tailgate integrates the rear lights into both the chromed nameplate and into the rear guards, with a laser like LED lighting at night.
The front is a touch heavy handed in the lines, although there are splashes of chrome to lighten it visually and there’s more than a hint of Prado in the guards. Both cars have LED driving lights, with the HiLux’s as an eyebrow whilst the Fortuner’s are aligned in the inner section of the assembly. The pair came with sideboards underneath the doors, with the Hilux snorkel, as mentioned, a factory option.
The interior of the pair also, unsurprisingly, have crossover; in particular the dash design echoes that of the 86 and Corolla range. There’s a raised, almost arch like, section for the centre airvents (bracketing a LED clock), and both have a touchscreen with the Hilux’s looking almost as if it was fitted as an afterthought. 
At least the Fortuner’s looked integrated, as did the surprisingly harmonious shade of chocolate leather fitted to the seats. A letdown was the plain look of the Fortuner’s dash dials, detracting from the otherwise luxury feel of the cabin, including the DAB equipped audio system.
The Hilux had manual seat adjustment for the front seats with all seats comfortably padded and cloth clad, Fortuner’s were electric, with the centre row (that’s right, it’s also a seven seater) slide and tilt whilst the rear two pews….they’re mounted in the rear with side pivots and with plastic hooks which very easily come loose when taking the Fortuner over some bumps, allowing a seat to bounce and flap around with a boom. But, there are rear air vents to sooth the furrowed brow of said rear seat passengers.
The Hilux stays with tried and tested dials for the aircon, dials that wouldn’t look out of place in car twenty years ago with Fortuner’s Cascade getting more modern looking dials and LED lit temperature screen. There’s also a leather clad cover for the passenger side mounted chill box and a nicely finished surround for the transmission selector.
Bluetooth is fitted to both cars, and both have auxiliary inputs plus 12V sockets. Fortuner’s steering column is adjustable for reach and tilt,as is the HiLux. There’s also, very unusually, a 240V compatible socket mounted low down in the console and facing the rear seats. Smartly, Toyota have fitted both cars with easy to clean rubber mats.
I say smartly, because both are fully fledged off roaders, with locking rear diff and a transfer case. They’ll flick from 2WD to 4WD in high range on the fly at speeds up to about 80 kmh but you need to be stopped and in Neutral to engage low range. The Fortuner also came fitted with a hill descent assist mode, which can be heard whirring and quietly clunking away underneath.
The Fortuner rolled on 265/60/18 Bridgestone Duellers, the ute with same size and branded rubber, with the tread being the Grand Trek tyre. The Fortuner was taken to A Wheel Thing’s “secret test track” in the back parts of a lower Blue Mountains suburb, that has a good mix of gravel, stony road surfaces, mud and sand plus a number of slopes and conditions that the average driver would baulk at.
Let’s just say that for the average off road capable driver, the car will be more than able to deal with what the driver can do. For both, don’t expect them to be quick off the line, as it’s more the mid range that the Power button really works in giving that extra grunt.
Toyota offers the Fortuner and HiLux a 3 year/100,000 k warranty and a five year anti corrosion warranty as well. Safety comes well packed, with pretensioning seatbelts, traction control, hill descent and airbags all around.
The Wrap.
There’s no doubt at all of Toyota’s 4WD heritage being passed on and down through the Hilux range, however the addition of the Fortuner adds an extra and possibly untapped option to their range. The Kluger is HIGHLY unlikely to be taken off road, as is Prado, even though it’s capable. The FJ40 is petrol only and isn’t quite the passenger car in intent whereas Kluger and Prado are, hence where Fortuner fits in.
The HiLux range is vast, with petrol and diesel, two wheel and four wheel drive, single, Xtra, dualcab, tray backed, ute backed, cab chassised….the version supplied is a great example of how HiLux has continued to evolve and the version supplied certainly does the nameplate no disfavour.
For specs on the HiLux tested (and to take you through to the range) go here: 2016 HiLux 4×4 dual cab chassis range.
The Fortuner tested starts at a tick under $60K plus on roads and details on the range can be found here: 2016 Toyota Fortuner range
Private Fleet Car Review: 2016 Audi A3 e-tron
Hybrid technology has come along in leaps and bounds in recent years, but more so in the integration of the electronics. Battery technology, except in the case, seemingly, of the product from Tesla, has pretty much stalled. For the time being, mainstream makers are using a petrol and battery powered engine combination and A Wheel Thing took to the roads in the new A3 e-tron from Audi.
There’s nothing really obvious that has the e-tron version stand out more than the standard, nicely rounded, A3, until you get up close. There’s the lower case e-tron badge and,more subtly, the plastic lock hidden in the four ringed badge in the grille. 
Twist that and, with a gentle nudge sometimes, it reveals the charging point for the battery pack. There’s 75 kW on offer and a fantastic 330 Nm of torque. That’s hooked up to “the generator”, a 1.4L TSFI petrol engine, with 110 kilowatts (5000 to 6000 rpm) and 250 torques between 1600 and 3500 revs.
That’s enough combined moombah to see the e-tron do the ton in a lick over seven and a half seconds, while consuming just 1.6L of unleaded go-go juice per 100 klicks. That’s using a six speed auto, a smooth changing unit with the now almost mandatory paddle shifts. Left to itself, the gearbox slurs through nicely and with the manualshift in operation is noticeably, but not by a huge amount, crisper.
Steering is rapid, direct, with enough weight and heft to involve you in the decision making, unlike the over assisted Q3. Ride quality is soft, in a luxurious way, but there’s some hard absorption of smaller bumps straight up. A measure of body roll is also noticeable in the 1615 kg e-tron, but, again, by not a huge amount. Rubber and wheels were Pirelli P7s, at 225/45 on 17 inch alloys. Body style is the five door hatch, with the familiar LED style tail lights and a high tech looking front.
What is truly noticeable is the silence of the e-tron in purely electric drive, boorish road noise not withstanding. Because electric vehicles are still so rare, it’s natural to expect something that says the car is ready to go. Slip in, strap in, press Start and……nothing. The dash has lit up, the excellent sounding digital radio is on and…nothing. Select Drive or Reverse and the e-tron silently gets underway.
Plant the welly and there’s that never ending wave of go go go go go as you watch the charge display change in response (Audi quotes zero to sixty in under five seconds and a top speed in electric mode of 130 kmh). Although it’s not lightning quick (see what I did there?) it’s more than quick enough and did manage to chirp the tyres a couple of times. Range from full? Umm…next question.
There’s four different drive modes, including using the petrol engine to help keep the battery level where it is or, more importantly, top the charge up and that is an important part of where this car survives or fails.
The e-tron come with a front mounted port, located behind a swing out badge, as mentioned and has a 10 amp compatible charging cable and control unit in the boot. Charging time at home is around five hours or, using an industrial 3 phase, half that.
The car itself has a charging program in the computer; once plugged in and turned on, a green light will flash to indicate charging is underway and glows steady when done.
There’s a kinetic energy recovery system as well, pulling charge into the batteries under brakes. A Wheel Thing managed a best of under 40 kilometres from full charge.
The traditional dash display is there, bar a swap of the tacho for the aforementioned charge dial, which also gives you an indication of engine efficiency. It brackets a monochrome info screen with the speedo with the rest of the dash housing funky airvents, the larger jog dial linked and operated screen and the brightly coloured aircon controls. Audio wise, there’s DAB+ on top of the AM/FM/Auxiliary choices.
The test car came fitted with some options: there’s the Assistance Package, at $1990, featuring adaptive cruise control (with the sensor clearly visible in the front bumper and subject to being covered in dirt), pre-sense including autonomous emergency braking, active lane and side assist and high beam assist. 
Safety wise, there’s the full array of airbags including driver’s knee, stabilisation control electronics, rear parking camera as standard and the steering column is adjustable for tilt and reach. The metallic Monsoon grey paint was a $1050 option and the Comfort Package (electric and heated front seats, LED interior lighting, electric mirrors, dimming rear vision mirror and driver’s mirror) was $1990. The clear sounding B&O audio was a somewhat eye watering $1750 option, with the car testing out at $69270 plus ORC’s.
Audi’s servicing now offers a Genuine Care plan, covering your Audi for three years or 45000 kilometres, whichever comes first, which works by prepaying for your services (15000 k’s or twelve months) in the first year of buying your new Audi, plus you’ll get 24/365 roadside assist and the Audi magazine. The warranty is three years and unlimited kilometres, offering plenty of piece of mind.
The Wrap.
Until fuel cell cars and a network of high rate of charge power stations for cars are more commonplace, hybrids such as the e-tron will be the stop gap in regards to decreasing fuel consumption. Audi’s level of computer integration which allows the driver just that much more flexibility of how the petrol engine synchronises with the battery system is a winner, the relative lack of battery range isn’t.
For details, head across to the Audi Australia website and follow the links or click here: Audi Australia A3 e-tron
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