Lamborghini Automobili Adds More Value To The Huracán.

Lamborghini has released a number of updates to the Huracán LP 610-4, yet has kept the price of Au$428,000 plus onroads. The car is now available for order with the updates for delivery in 2016.

What’s New: the naturally aspirated V10 is now available with cylinder deactivation, the first time this been provided for the engine. In normal driving, when not all cylinders are required, one cylinder bank is deactivated until the computer registers a change in throttle and then changes back to full cylinder mode instantly.
As a result, fuel consumption is decreased, as are emissions, to 283 grams per kilometre. Cruise Control is also now available as an option.

The acclaimed four wheeldrive system has been fettled, to provide an improved handling sensation whilst inside the Huracán, choices for interior trim have been improved, along with the addition of leather as standard to the upper console and door handles. Air vents are now an exclusive and classy matt black. A travel pack is now able to be sourced, featuring additional storage nets and cupholders and an additional 12V socket.

Lamborghini’s in-house personalisation package, Ad Personam, has added extra interior personalisation and exterior options, with owners able to tailor their car with matt paints and heritage colours.

Not that you need a sound system, with that sonorous V10 soundtrack behind the driver’s left ear, Lamborghini now offer their 390W Sensonum audio package, with ten speakers fitted inside hexagonal shaped mounts powered by a ten channel amplifier. For engine sound, there’s now available in all markets world wide, the optional sports exhaust system, complete with gloss black tail pipes.

Finally, LED lighting for the engine bay is available, with the optional transparent engine bay cover and carbon fibre engine compartment.

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 the Geneva Motor Show in 2014, is the successor to the iconic Gallardo and, with its innovative technology and exceptional performance, it redefines the driving experience of luxury super sports cars. The Coupé and Roadster versions of the Aventador LP 700-4 and the Aventador LP 750-4 Superveloce are the new benchmark in the world of luxury super sports cars with the V12 engine. With 135 dealerships throughout the world, Automobili Lamborghini, in half a century, has created a continuous 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 produced to celebrate the 50th birthday of the company in 2013.

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Private Fleet Car Review: 2015 Renault Clio R.S. Cup

A Wheel Thing has completed a French trifecta, with Renault now on board and supplying a Clio R.S. Cup. There was a week with the hot hatch, complete with dual clutch gearbox, licorice thin rubber and spine bending performance, coupled with a metallic soundtrack.

Compact is an apt word for the Clio, with just 4090 millimetres between the front and rear, 1448 mm from top to bottom and a not indecent 1732 mm side to side. Don’t go hunting for big speedbumps however, as ground clearance is a measly 118 mm…you can go hunting for other hatches though, with a rorty 1.6L turbo four up front, passing through 147 kW (6000 revs) and a very handy 240 torques at a very handy 1750 rpm through to the front wheels via a six speed dual clutch auto.

It’ll drain the 45 litre tank at a reasonable clip when pushed hard, with official figures quoted at 6.3L of Premium 98 per 100 kilometres on the combined cycle, with highway and urban ranging from 5.1 to 8.1. A Wheel Thing managed to get to just on 600 kilometres before a top up, with a high proportion of highway driving. Weighing just 1217 kilograms helps.

That engine is hooked up to a six speed dual clutch auto and this suffers from the same “too much between connected and not” between gears when at low speeds, such as moving from a driveway. There is a Sports Mode, not unsurprisingly, activated via a push button, located in the storage locker free centre console nestled between the front seats. Hitting that whilst under way has the same effect as being shoved, hard, between the shoulder blades, when the command to go is given. Launch Control is also included.Gear shifts sharpen up, the horizon turns into a picture of a starfield as you hit warp one, there’s the “phut, phut, phut” from the exhaust and the metallised screech from up front. The steering is razor sharp anyway, buoyed by the short wheelbase, turning in so quick it feels as if it’s just a few inches in length, instead of the corner pushing 2589 mm that it really has. A rapid 2.67 turns lock to lock adds to the keeness of the handling.

What wasn’t keen was the ride; the tyres were Dunlop SportMaxx and at 205/40 on stylish black painted ten spoke alloys of 18 inches in diameter (called Radicale), transmitted both noise and every ripple, lump, bump and five cent piece on the road through to the driver. Suspension give? A brick would be more amenable.

It’ll follow the road’s surface as if each corner is glued to the tarmac, and there’s benefits to that. The tightest of corners, the off camberest of off camber turns, the grip is stupendous. Just don’t find any bumps bigger than a pimple…

There’s more than a scent of French chic about the R.S. Cup, with svelte lines, trim curves and a set of hips that would give Bardot pause. The somewhat goggle eye headlights are the only design feature that jibes with the rest, sitting atop a design feature not unlike a curved Gallic moustache, with the rear end seeing trim tail lights integrated into both the hips and the rear hatch door and there’s twin exhausts integrated into the lower valance.The interior is a mix of hard plastics, no centre console, boy racer labelled speaker grilles (is there REALLY a need to have Bass Reflex printed on them?), red stitching on the steering wheel at the twelve o’clock, with the wheel itself virtually devoid of any buttons bar a couple for cruise control, whilst there’s no mistaking the paddle shifts due to size and alloy colour against the black background. Seats? Snug,wrap around, supportive and imbue a full sense of sports and safety.

The driver sees a very basic display, with a dial for the tacho, fuel and a centre screen with speedometer. Aircon controls are unconfusing dials, set below the centre console stack airvents and touchscreen navitainment, surrounded by fingerprint grabbing gloss black plastic. To the right of the screen were the inputs for auxiliary sounds, being the 3.5 mm plug and a USB. One presumes this is for a charging cable, not an easily broken USB stick, whilst a cable would get in the way as the port is some eight or nine inches above a small tray just ahead of the gear selector.The cargo space is 300 L with the split fold seats up, growing to 1146 L when flattened out. Due to sheer size of the Clio, don’t expect to be able to slide your new 55 inch flatscreen tv in there though. The aforementioned centre console-less section does offer three spaces for cups or bottles, but lacking a storage locker also means no elbow support for driver and passenger.

The Wrap.
It’s hard edged in the ride, razor sharp in the steering, has a lovely and rorty exhaust note, a split personality when you use the Renault Sports button but lacks real comfort both in ride and interior trim. Yes, the intent is to be kicked along harder than a brand new soccer ball but a car can still be balls and all manic without necessarily resorting to a minimalist approach.
With the smallish fuel tank and desire for more pricy but performance friendly 98 RON to consider, at around $34K driveaway, a buyer needs to consider just how their driving style can be enhanced or hobbled, as well.
For details of the range, go here: Renault Clio sports range http://credit-n.ru/business-kredit.html

Private Fleet Car Review: Car Review: 2016 Toyota Corolla Ascent/SX/ZR hatchbacks.

It’s the world’s best selling car with over 41 million sold since being released close to half a century ago and has been seen in three, four and five door versions. Australia was the first market outside of Japan to receive the Corolla and Australia was the first country to build it outside of Japan. A Wheel Thing had the rare privilege of being able to review three versions of the hatch, back to back, with the Ascent manual hatch, the SX hatch and rangetopping ZR hatch with both fitted with a seven ratio CVT.Sitting comfortably amongst its competitors, such as the Hyundai i30, Kia Cerato, Honda Civic, Mazda 3 and Ford Focus, the Corolla sports a 1.8L alloy blocked four cylinder. Peak power is 103 kW at 6000 revs, torque a decent 173 Nm at 4000 rpm, with a handy amount of that being felt once the tacho swings past 3000. Toyota claims the hatch will sip from the 50L tank at a rate of 6.7L (manual) to 6.1L (auto) per 100 klicks on the combined cycles. The ZR hatch finished on 7.3L/100km and that was virtually all freeway.The manual transmission is a delight; sweet shifting, an almost perfectly balanced take up point for the clutch but a perhaps too light feel for the travel itself. This, of course, depends on the strength of the leg pushing the pedal and with far too many cars in Australia being of self shifting means, it’s not likely to trouble a buyer. Speaking of self shifting, the SX and ZR came with a constant variable transmission, programmed with seven shift points for those that like a manual auto.There’s a well weighted shift mechanism for the auto’s gear selector, it’s not flimsy in feel to move it, plus there’s the paddle shifts on the column. In order to extract the most from the engine with the auto, it does need to be taken up to around 4000 rpm, with that noticeable change in attitude at about 3000, but it’s better done with gradual to moderate acceleration, as a heavy right foot has the engine “slipping the clutch”, with the CVT feeling as if the power isn’t fully utilised.

The changes are reasonably sharp, using the paddles, but forward motion is much more noticeable, with response from the engine at a higher plane than using the right foot alone. The manual has a completely different character, the tacho zipping around nicely and with no feeling of losing power to the transmission when pressed, unlike the CVT.

There’s different levels of ride quality, not unexpectedly, with the Ascent the most plush of the three. Compared to the tight SX and the taut ZR,the Ascent simple sponged over bumps, exhibited a small measure of body roll when pushed, a touch of tyre understeer and did pass through a bit more road noise as well. The SX was defineably tighter and the ZR, although not as much of a gap between Ascent and SX, was noticeable in being tighter again.Turn in was more precise in the SX and ZR, understeer negligible and felt more stable on the roads. Undulations on the freeways were followed as if the cars were part of the surface, with the body of each following each dip, ripple,curve as if it were glued evenly across the surface, with the suspension dialing out rebound or pogoing swiftly. Both the SX and ZR left the driver feeling confident and safe thanks to the tied down chassis, plus the ZR’s damper rates were just that bit quicker than the SX, imbuing an even higher level of feedback.

Having lower profile tyres on slightly bigger wheels helped as well, with the Ascent rolling on 205/55/16s, the SX with Michelins 215/45s on 17s and the ZR the same. Outwardly, the three look similar, with sports styling on the bumpers. The ZR ups the ante, with LED running lights and self levelling headlights for the ZR, plus a massive glass roof, known as Skyview, for the ZR.The current design philosophy of the Corolla hatch is of a slinky, laid back profile, edgy tail light design that wraps around into the rear flanks of the hatch. The head lights have a similar look, with LED running and headlights for the ZR, as mentioned. The front bar of the ZR and SX are of a more sporting bent than the Ascent, understandably, with an almost Formula 1 appearance, with wings wrapping around the bottom corner globe lit driving lights. The rear of the SX and ZR refelct that same design styling.

The interior of the three, naturally, had a commonality. Of note was the lack of DAB radio, alloy pedals, electric seats and heating/cooling for the ZR. There’s plainish black cloth in the Ascent, red stitching and red highlights in the SX with the seat print looking like (out of place) tyre tread, while the ZR gets machine leather with the squabs of a perforated design.Cheapish looking and feeling faux carbon fibre inlays span the dash for the Ascent and SX whilst, somewhat confusingly, the sportier oriented ZR gets a matt black finish. There’s old school dials for the aircon for the Ascent and SX; the ZR had flick switches and the somewhat counterintuitive light for the Dual zone being OFF, not on…

There’s the same basic dash design, with a small binnacle arch for the driver, tying the look back to the seventies but with a catch. The airvents are the throwback, the future comes in the form of a 6.1 inch (Ascent) or 7 inch (Ascent Sport/SX/ZR) touchscreen with deliciously blue backlit tabs on either side. The Ascent has a basic info centre screen laid into the speedo, with tacho and fuel gauge either side, whilst both SX and ZR get the higher res and more info screen in a central position between blue backlit dials, as seen in Camry and Aurion.

The ZR gets satnav, as did the SX, with the SX reading out, audibly, speed camera zones and road entry/exits to certain suburbs. The ZR didn’t, but that would be a setting that hadn’t been enabled within the menu system.
The system provides an option to connect a smartphone, accessing apps built in via ToyotaLink, plus all cars get Bluetooth connectivity, USB and Auxiliary inputs. Safety wise, a reverse camera image is shown on the screen and a nice surprise, with the steering column across the range being adjustable for tilt and reach.

There’s keyless start for the ZR, extra buttons on the tiller for SX/ZR to access the centre screen info, Sports mode button in the centre console in the upper two models, alongside the traction control seen in all three. Cruise is also standard. At the rear, the Ascent and Ascent Sport get full sized spares (the sedan gets a 470 litre boot), SX and ZR cop the lightweight spacesavers.

Toyota being Toyota, there’s safety by the hatful, with seven airbags including curtian, Hill Start Assist plus emergency braking lights for following vehicles should your car need to suddenly stop. VSC, Vehicle Stability Control, is standard, as is Traction Control.

Warranty wise, Toyota is somewhat behind the Koreans,with “just” a three year,100,00 kilometre warranty. Compared to the five and seven years offered by Hyundai and Kia….There is capped price servicing, Toyota’s own Comprehensive Vehicle Insurance and Extra Care Roadside Assistance to sweeten the pot, however.

The Wrap.
Corolla isn’t the world’s best selling car for nothing. Toyota have made sure that the little battler doesn’t just appeal to your wallet, it goes for your soul as well. There’s always a measure of charm but A Wheel Thing feels it’s time that Toyota did to the Corolla what it has done with the bigger siblings: leave the past behind and give the interior a more modern feel overall.

Hyundai’s i30 has been outselling or been so close behind in sales numbers to the Corolla of recent times, Mazda’s 3, Ford’s Focus and even the forthcoming Holden (Opel) Astra have gone “clean sheet” for the dash, the part of the car a driver sees more of than any other. With the top of the ladder ZR omitting simple but expected items, surprising omissions given its intended market, some will look at the opposition and look at what’s included.

With the three cars tested, there’s something to like in each. The Ascent delighted with the manual, the SX sat nicely in the middle of the model road and the ZR offered a great view upwards. On the flipside, the Ascent’s somewhat softish ride, SX’s interior trim and ZR’s lack of extra niceties as a top range model lose a few brownie points. Plus, the mix of throwback seventies and today’s tech is a jarring combination. However, Toyota’s core Corolla buyers are generally those that aren’t a fan of massive change yet appreciate the newer things in a car.

The recent exterior updates are mild, enough of a refresh to keep Corolla fresh, but not too wild as to alienate those that haven’t bought a new Corolla for five years. With manual adjustment only for the seats in all but the ZR sedan, Toyota have cannily guided those that may have considered Camry but didn’t need a physically big car into the Corolla funnel, with the “old school” touch of being able to “do it for myself”.

Were A Wheel Thing to choose a Corolla, it’d be the ZR with the Skyview roof and a manual gearbox. For your choice, head to Toyota Corolla range http://credit-n.ru/kurs-cb.html

You're On Course: Golf Stars In The Suburbs.

It’s not quite the age old question: in the rich and the poor suburbs, around Australia, what do people drive? It’s fair and reasonable to presume that the “toffs” are redolent in their Beemers, Mercs, Jags and maybe even the higher end stuff like Astons, Bentleys or Maseratis. One of Australia’s biggest online presences has dug into the archives, “crunched the numbers” in regards to enquiries on cars and has come up with some very surprising answers…

To start of, let’s look at what are Australia’s wealthiest suburbs. In NSW, there’s a few, such as Edgecliff, Rushcutters Bay, Vaucluse, Spit Junction. Victoria has St Andrews, Toorak and Hawksburn, whilst Perth sees beachside Cottesloe and riverside Peppermint Grove. In fact, NSW has six of the listings (multiple suburbs) with Victoria taking three of the other four. The guideline was pretty simple, what’s the mean incomes of the suburbs?

From here, the investigation took an unexpected turn. Far from the list of cars previously mentioned, the number one car enquired about wasn’t the latest Mercedes or BMW or Lexus….step up, Volkswagen Golf! Yup, the car most enquired about in the number one wealthiest suburbs, is a German made, five door, with a four cylinder engine. The second highest income suburb, St Andrews in Victoria, had an even more surprising choice. Nope, not German. Nope, not a hatchback. Hello Mitsubishi Triton!

The next four groups of wealthiest suburbs also decided that the little car from Germany was worth enquiring about, with Hawksburn and Toorak in there, in fifth position, but semi staying to type, with the also German BMW X5 tying with the Golf. The Golf features in three of the bottom five, with tenth placed Northbridge (NSW) seeing the only British entry, with the Range Rover Sport, and seventh placed Portsea (Victoria) shunning the Golf and looking, instead, towards yet another German car, with the ML350 from Mercedes-Benz. Ninth placed Hunters Hill and Woolwich (both NSW) also stayed German, with the X5 the star enquiry.

Then there’s the breakdown into the most enquired car on a state by state basis. Raise a glass to the local hero and it wears the lion…in South Oz, N.S.W., the A.C.T. and Victoria, Holden’s Commodore was the car most people enquired about. The mining money in Western Australia went to Japan, as did Queensland, with Toyota’s LandCruiser going west and north to the N.T. and the HiLux getting the sun in the north eastern parts. The “take no BS” Subaru Forester went south, tackling the Tasmanians and the broad open plains, with one section of unlimited speed on a highway, also had the big LandCruiser as the most wanted in the Northern Territory.

The spread of choice in the wealthy suburbs is completely at odds with the cars of choice for the poorest, with the LandCruiser, HiLux, Prado featuring alongside the RAV4, Nissan’s Navara, Mazda BT50, Commodore and in the interestingly named Bogan Gate, the Kia Sorrento.

Viewing habits in regards to researching new cars also through up a surprise: Saturday is not the day to look for info, with 13.6% of weekly searches being done on that day. fast forward two and three days instead, with Monday claiming the lion’s share at 15.5% and Tuesday with 15%.

Of note was the breakdown in Golf numbers; buyers say they looked at the Golf for its size and ability to drive around town and in the wake of the emissions scandal, just 16% of Golfs were diesel…There’s also some crowding at the top of the ladder in this class, with the top three small cars (Corolla, Mazda 3, Hyundai i30) all selling from 43000 to 31000 units, whilst Golf and Holden’s Cruze sat on 20000 and 17000 for fourth and fifth. Those numbers for the Golf also have it in tenth place overall in the sales figures to 30 June, 2015.

How does Sir like his coffee? White? Just over 27% of Golf enquiries went the same way, Australia wide. Yet, in that number, the variations across the country for specific colours is noticeable. In the north, Territorians had just over 59% of their Golfs in silver and Queenslanders contributed to that 27% by ordering white to the tune of 34%. At the other end of the colour spectrum, the N.T. and QLD considered black to the tune of just 3.7% and 12%. Nationwide silver clocked up just under 25% (with the A.C.T. going to nearly 35%) and 17.5% in black. Blue and red averaged under 9% for the nation however the Sangropers went for the colour to match the Indian Ocean, with 12.3%…

The current model Golf was launched in 2013 and is halfway through its model cycle, which may account for a monthly drop of 31 units in 2014-15 to the year before. In regards to engine choice, enquiries barely varied from a ratio of 83% to 17%, petrol to diesel.

So, if you’re considering “Golf”ing, you’re on course.

NB: Information supplied by Red Agency via Carsales.com.au http://credit-n.ru/offers-zaim/creditplus-online-zaimi.html