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Private Fleet Car Review: 2015 Audi TT Quattro S Line.
It’s a rare occasion for A Wheel Thing to be in the seat of a proper sports car; with a huge nod of thanks to Audi, A Wheel Thing went one on one with the Audi TT Quattro.
Powersource.
Turbo technology for consumer level petrol powered cars has come a long, long way since the 1970’s. Audi’s bolted a “hairdryer” to a 2.0L petrol engined four cylinder, with a massive 370 Newton metres of torque available across a mesa flat range, from 1500 to 4300 revs. With the TT weighing just over 1410 kilos unladen to a total gross weight of 1730, it’s a measly four point six kilos (roughly) being moved from each metre of Mr Newton’s finest torques.
Peak power is on tap from 4500 to 6200 revs, ensuring a smooth transition from twist to pull in the pursuit of driving nirvana. Top speed is an electronically limited 250 km/h (speedo says 300…) while the ton comes up in six seconds (front wheel drive) and 5.3 seconds with all four paws. The oomph is sent to all four corners via a six ratio, dual clutch, automatic transmission and an electronic, rear axle mounted, multi plate clutch. The whole shebang operates seamlessly.
The Suit.
There’s no doubting its heritage, with a look clearly pointing to the now iconic original whilst being as modern as tomorrow. There’s the same, fluid, rounded profile, the hatchback third “door”, a compact size (under 4200 mm in length) however the front is somewhat sharper, more up to date with LED headlights (with a distinctive vertical bar) whilst the shapely rump gets neon look lights. Rolling stock is 19 inch alloys, with grippy 245/35 rubber thanks to Hankook.
There’s LED powered indicator strips underneath the headlights, which strobe when the car is locked and unlocked. Sadly, it’s not something many drivers would know of and appreciate. What it does, however, is further amplify how much thought Audi has put into the nuances of the TT, such as the iconic alloy fuel filler lid, emblazoned with TT.
The front is angular; there’s the hexagonal “Single Frame” main air intake, flaked by two deep set ducts that echo the edgy design of the headlight casings. The lower edge of the bonnet continues as a crease line, joining front to rear and breaking up the flatness of the doors. The rear finishes off nicely, with more than a hint of the original in the lower extremity, with the addition of a balanced look thanks to the dual exhaust. In essence, it’s a beautifully cohesive exercise in design.
On The Inside.
Sure it’s snug, like slipping on a boot whilst wearing winter socks. Yet there’s no feeling of claustrophobia…except for any rear seat passengers. If you’re two feet tall, you’ll fit; otherwise, forget it. Yes, the padding is spot on, as is the support, but when you’re dealing with a short wheelbase, leg room for those at the front isn’t the priority.
Audi have taken simplicity to a new level in the area that counts for the most; where the driver sits. Take the centre upper console: gone is the normal (nowadays) info screen, in it’s place is “old school” with thre air vents and it’s here that Audi has taken simplicity to ridiculous heights. Nowhere to be found are dials and levers near the vents, instead the temperature/fan speed/air direction mode are located inside a touch button/dial in the centre of the vents themselves. Simple. Smart. effective.
It’s the driver, though, that gets the best toy (apart from the car itself) to play with. Audi call the dash the “Virtual Cockpit”; fitted with a gorgeous high resolution 12.3-inch display , it shows everything the driver needs, from speed, tacho (which reacts as quickly as the engine thanks to a high speed refresh rate), to the music station or media feed, to a whole navigation screen. Being a high definition screen, it’s super clear, non fatiguing on the eyes and, of course, uber cool.
To use it, there are either controls on the steering wheel or a dial wheel with a touchpad on top. Two main buttons next to the dial help you pick between navigation (based on Google Earth and Street View!) and media, then the rest is done with the dial and touchpad. It’s super easy to use, and makes it very easy to use without taking your eyes far off the road. Especially having the full navigation screen just there, it’s deliciously simple and wonderfully efficient.
Then there’s the addition of the S Line componentry: from the gloss black grille, front and rear bumpers and door sill inserts and more, allowing a driver to personalise their car thoroughly. Speaking of cool, Audi has eschewed the traditional bulbs for the interior lighting, with cool white LED’s doing the trick, even down to framing the speaker housings in the door.
The centre console plays host to the jog dial that allows you to swing through the various settings, plus there’s a couple of switches for Navigation and Radio but it’s forward of the gear selector lever that we’ll find a VIB (Very Important Button). It’s marked “Drive Select” and it’s responsible for the varying driving characteristics the TT can offer.
There’s Sport, Dynamic, Auto and it adds weight to the steering, sends more grunt to the rear to provide a more sporting edge, lowers the car by up to ten mm, all dependent on which setting. Does it work? Does it ever! Combined with a beautifully sized, leather wrapped, steering wheel, it’s automotive nirvana.
On The Road.
Audi has pushed and pulled the TT into various weight saving strategies; there’s lighter seats, all aluminuim panels and that engine takes advantage of every lost kilo (end weight is around 1230 kg). It’s thought sensitive in steering and engine/gearbox response as a result. The various Drive Select settings allow the driver to take advantage of the electronic parameters and the whole package comes together, holistically, to provide a complete driving experience.
Acceleration is seat of the pants quick, it’s almost tactile in how the car reacts from light to heavy throttle pressure. Audi quotes 5.3 seconds to 100 kilometres per hour, however the pucker factor says it’s quicker. With a gentle prod, the TT’s torque is already working, with a sensation of refined effortless as the speedo’s numbers seem to change quicker than they should.
The steering is around two turns lock to lock and is so tight that the merest twitch of an eyebrow will have the car moving in a left or right direction. Lateral grip is stupendous; try as one might, there was no way known the TT would lose traction sideways and it’s obvious how good longitudinal grip was.
It’s not all beer and chips though; there’s road noise, plenty of it, intrusive at times through the excellent B&O sound system. The rear vision mirror is also located at just the right spot to block (from the driver’s seat) leftward vision, making it difficult to see oncoming traffic at intersections. Ride quality was variable; a slow speed over a speed bump would have the TT comfortable-ish, but at a reasonable clip would have the same bump shattering bones and rattling fillings.
Fuel consumption was surprising for such an animal, one expects fuel to be slurped quicker than a tradie’s beer on a Friday afternoon during summer, final consumption was 7.2L per 100 kilometres.
The Wrap.
A Wheel Thing relies on the support of manufacturers in order to provide reviews; as such, access to cars of the calibre of the TT are rare and A Wheel Thing publicly thanks Audi Australia for their support.
There’s been sports oriented cars in the garage: Volvo’s explosive Polestar, Ford’s brutal XR8 and HSV’s sledgehammer Club Sport, but the TT offers a level of finesse and iron fist in a better measure.
The TT is raw, almost unbridled, in its hard edged appeal to a driver that enjoys a true driver’s car. The razor sharp steering, the taut suspension, the muscular stance of the TT’s haunchs, appeal greatly and with the range starting at just over $71K (front wheel drive manual) plus on roads, with the test car a touch under $95K drive away, it’s not a horrendous amount of money for pure exhilaration.
For further information on the Audi TT, go here:Audi TT
The Car: Audi TT Quattro S Line.
Engine: 2.0L in-line, four cylinder turbocharged.
Power/Torque: 169 kW/370 Nm @4500-6200 rpm/1600-4300 rpm.
Fuel: 95RON recommended.
Transmission: six speed S-Tronic dual clutch automatic.
Consumption: 8.4L/100 km urban, 5.5L/100 km highway, 6.5L/100 km combined.
Tank: 55L
0-100 kmh: 5.3 seconds (claimed).
Wheel/Tyre (as fitted): 245/35/19.
Private Fleet Car Review: 2016 Mitsubishi Outlander XLS Diesel.
Mitsubishi’s update to the Outlander is a mix of looks and minor suspension work. There’s revisions front and rear to the sheetmetal and refinements to their engines. A Wheel Thing takes the 2016 Outlander diesel XLS for a run, backing up from the petrol version tested recently.
Powersource.
It’s the 2.2L diesel that Mitsubishi has had for some time, with 110 kW and a “decent” 360 Nm of torque, between a usable but lightswitchy 1500 to 2750 revs. It’s an on/off proposition, thanks simply to two things: the placement of the accelerator pedal and the CVT transmission.
The pedal is placed so the upper half of the foot, the part that most people use to press, is not right on the middle or upper section of said pedal, therefore it feels as if the toes were pressing in the lower half. The rev range then kicks in; light pressure had the XLS move away sluggishly, a decent prod had the torque explode through the drivetrain and pushing people into their seats as the vehicle suddenly surges forward.
The CVT itself is reasonable enough, but like so many CVT’s it never feels as if the full ability of the engine is being put down to the tarmac, whether it’s a lower torque petrol or a gruntier diesel, as is the case more and more in SUV’s.
The Suit/On The Inside.
Click here:A Wheel Thing reviews the 2016 Mitsubishi Outlander XLS petrol. for the review of the petrol powered XLS and the Outlander’s new clothes.
On The Road.
It’s here that, oddly, the diesel’s ride quality differs from the petrol. It’s stiffer, more taut, less compliant but still comfortable and less prone to understeer compared to the petrol version. There’s more steering feedback, it’s not as somewhat vague or numb in comparison with even the braking system feeling more up to the task. It’s all quite…odd.
The overall impression was one of more solidity, more coherence, a more holistic feel; once the engine and gearbox had settled on where they wanted to be, the XLS hummed along quietly, with 100 kmh ticking the engine over at just under 2000 rpm, right in the middle of the peak torque figure. The positioning of the accelerator makes this a bit more difficult than it needs to be, but overtaking and freeway acceleration is an easy affair thanks to the torque.
However, again, the CVT dulls the experience, with that sense of sapping the ability of the engine and drivetrain to take full advantage of that 360 Nm. “Normal” driving just doesn’t imbue the same sense of pizazz and zap that a traditional hydraulic gearbox does, and even with preset ratios selected via the paddles there’s little improvement.
The Wrap.
The XLS, in kit and fit and finish, is fine. The diesel is lusty yet hobbled somewhat. The ride is better controlled and economy (6.2L/100 km combined, claimed from the 60 litre tank) offers Sydney to Melbourne range on the highway system.
The XLS audio system here DOES have a DAB+ (Digital Audio Broadcast +) system, which was pretty clear in reception up to Sydney’s lower Blue Mountains (where stations don’t guarantee signal) but, like any car based digital system, was prone to dropoff (also known as the cliff fall effect) unexpectedly.
As a package, the diesel is, A Wheel Thing feels, a better proposition than the torqueless petrol version. As a result, of the two, this is clearly the pick.
For pricing and details, head to the website: 2016 Mitsubishi Outlander range
The Car: Mitsubishi Outlander XLS diesel.
Engine: 2.2L diesel.
Transmission: Constant Variable Transmission (CVT).
Power/Torque: 110 kW/360 Nm @ 3500/1500-2750 rpm.
Tank size: 60L.
Economy: 6.2L per 100 km (combined cycle.
Dimensions: (L x W X H in mm): 4695 x 1810 x 1640.
Wheelbase/Ride Height: 2670 mm/ 190 mm (unladen).
Seating: seven, two rear fold down, 60/40 split fold middle row.
Weight (dry): 1535 kg.
Cargo: 128L/477L/1608L depending on seating configuration.
Service/Warranty: refer to the Mitsubishi website for terms and conditions.
Private Fleet Car Review: 2016 Toyota Camry Atara SL
It’s amongst the first of the last from the Australian manufacturing arm of Japanese goliath, Toyota. To say the Camry has had a facelift is to say the Burj Khalifa is a tall building. Effectively, every single component externally, bar the roof and the window line, has been redesigned, re-engineered and rebuilt. The 2.5L engine stays at the same capacity and offers two different peak outputs, depending on which Camry you buy. A Wheel Thing drives the top of the range Atara SL, wondering if a cardigan was required and was pleased to find out the answer.
Powersource.
It’s Toyota’s venerable 2.5L four, offering 133 kW or 135 kW (with the dual exhaust model) at 6000 rpm. Most drivers, of most cars, will never see that rev limit, which makes this number irrelevant. What is relevant is the torque, at 4100 revs of 235 metres of Mr Newton’s best, up four over the single exhaust.
There’s enough to get the 1505 kg (dry) Camry up and rolling deceptively quickly yet, oddly, doesn’t feel as if there’s anything there when the go pedal is asked to do something.
Toyota claims 7.8L combined cycle economy over 100 kilometres using 91 RON unleaded….A Wheel Thing saw a best of just over 10L per 100.
The transmission is a six speed auto, a smooth and quiet one at that. It works hand in hand with the engine, for the most part, with barely noticeable shifts under most throttle applications. Under a heavy foot, needing acceleration, it drops back, one, two ratios and there’s a fair bit of noise coming from under the Camry’s scalloped bonnet. Forward motion seems to not increase rapidly although the tacho is right around, rev wise, where peak torque is meant to be.
The Suit.
If one was to place this alongside the preceding model, one would be hard pressed to see a resemblance, unlike Audi’s “new” A4 (unveiled June 2015). Apart from the roof and the windows, every other panel is new. And damn, it looks good. From a sculpted, scalloped bonnet, to the deep dish, inverted Vee shaped, front air intake, to stylish 18 inch alloys to the Lexus-like profile and tail lights, it’s possibly the best looking, nay, sexiest Camry we’ve seen.
Ever.
From the front, head on, there’s no resemblance at all to Camrys of yore, rather the aforementioned inverted Vee, eagle eye headlights and LED driving lights set into the slopes of the Vee. In profile there’s a strong resemblance to a vehicle from Toyota’s luxury arm, whilst the windows are the only clear (no pun intended) carry over from the prior model..
The rear has a refinement of the angular lights whilst the bootlid opens up, via the lightest of touches on the pad, to reveal a chasm that seemingly (belying the actual 515L capacity) swallows the Grand Canyon and leaves room for a battleship.
On The Inside.
Yup, there’s plenty to like here too, but it’s not entirely perfect. There’s plenty of room, of course, comfortable seats and ergonomics are mostly well thought of. There is a clash of interior designs that are jarring to the eye, however.
The dash’s upper level has a stitched material look to it, but is hard to the touch. At either end there’s not a smooth blend into the door trim and they’re made of different material to the dash. There’s the same slightly bulbous look to the lower part of the forward console, with the result being a look that impacts on the legs and leg space.
The actual dash is a nice piece of engineering, with a smooth arched binnacle over the dials; there’s a four inch full colour LCD display, with an unusual layout to the information shown, plus a 6.1 inch touchscreen for the navigation and audio system (ten speakers for the Atara SL). Another oddity stands out, with the Atara’s dual zone climate control showing a light for when it’s off, not on…
The mix of colours is, to A Wheel Thing, a constant hindrance to being fully appreciated. The plastic alloy look is and always has been a cheap and chintzy add on, detracting from the otherwise pleasant enough ambience the cabin has. Except for the high visibility reflection of the dash in the windscreen…
The seats, in faux leather, are comfortable without a huge measure of support, with flat cushioning; the audio controls on the steering wheel (a clever nod in design, looking not unlike the Toyota emblem) double up on the search buttons, with seek and select preset leaving volume adjustment to be used separately, rather than leaving the seek to the touchscreen.
Safety isn’t overlooked for occupants, with seven airbags including curtain and driver’s knee. There’s pre-crash avoidance for the Atara SL, front and rear parking sensors (lower models get just two rear), blind spot and rear traffic alerts systems as well.
There’s a couple of nice touches in the Atara SL, such as an electric rear sunshade, auto high beam and digital radio but heating/cooling for the front seats didn’t seem to be readily visible. Keyless start is available for bar the entry level Altise petrol.
On The Road.
It’s surprisingly un-Toyota like like in its ride; it’s taut, firm, not plush, this Atara SL. Small bumps are dealt with, partially, and coming across those in turns has the nose feeling skittish, skipping across the road. That same tautness has the nose pushing into massive understeer in one roundabout, an unusual design that gives a driver a half figure eight entry and exit.
The steering ratio is quick (the column is also adjustable for reach and rake) with good response and feel through the system. It always felt communicative and was barely vague dead on centre, like so may are. The 215/55/17s help in feedback, yet, surprisingly don’t have a tendency to tramline, given the relatively thin footprint.
The torque of the 2.5L, being delivered so high, nevertheless sees the Camry moving to freeway speeds quickly, it’s when the high revs for the torque are called upon it feels as if it’s fallen into a hole. 235 Nm is a decent enough amount from a non turbo petrol engine, but it just doesn’t seem that it’s there. The lower ratios of the gearbox take advantage of the lesser torque nicely compared to the upper limits.
As expected, there’s good braking feel as well, with minimal travel before the foot begins to be told the pads are biting and it’s progressive, firmer, for the rest of the way.
The Wrap.
Much like its Australian based competition, Ford and Holden, with their final outings also rated as being the best made, the Camry Atara SL stands tall amongst its brethren. The external looks may polarise, perhaps even put off traditional Toyota customers, but some would say that’s not necessarily a bad thing.
In a crowded market and against contenders such as the Mazda 6, Hyundai Sonata, Kia Optima and Holden’s failed Malibu, a bold move from Toyota may be what the Camry, a car long seen as needing its driver to be outfitted in a cardigan, needs for that cardigan entry token to be ditched.
For pricing and extra information, head here: 2016 Toyota Camry range
For A Wheel Thing TV: https://www.youtube.com/watch?v=Plwk9_Yu4qI&feature=em-upload_owner
The Car.
Toyota Camry Atara SL.
Engine: 2.5L petrol.
Fuel tank: 70 litres.
Economy: claimed (from 91RON) 7.8L per 100 kilometres combined.
Transmission: six speed automatic with paddle shift.
Power/Torque: 135 kW/235 Nm @ 6000/4100 rpm.
Weight (unladen): 1505 kg.
Dimensions: 4850 x 1835 x 1470 (L x W x H in mm).
Wheels/Tyres: 215/55/18.
Turning circle 11 metres.
Servicing: 4 years capped price (see Toyota for conditions).
Private Fleet Car Review: Subaru Forester L and S diesel.
It’s always nice to do a back to back comparison of like models from a manufacturer. In this case, the new diesel auto Foresters from Japanese maker, Subaru, were parked in the driveway and A Wheel Thing checks out the L and S models.
Powersource. Two litre engines seem to be the rage and there’s no difference here, plenty of torque at 350 Nm, from 1600 to 2400 revs and a surprisingly low 108 kW at 3600 revs. These two, though, aren’t intended to be high revving diesel sports machines, they’re family friendly load luggers. Hence the addition to the range of the automatic option, in the form of a CVT (constant variable transmission).
It’s here where, in A Wheel Thing‘s opinion, the Achille’s heel is exposed. The way the CVT works sapped performance and response, didn’t provide the instant on throttle response from standstill a hydraulic auto does and blunts rolling throttle response as well… For an explanation on CVT’s, click here: https://en.wikipedia.org/wiki/Continuously_variable_transmission
From a standing start in Drive, there’s a lag, a hesitancy, almost as if you’ve asked someone a question and they need a moment to process it before answering. With other diesels of same size and torque matched with a hydraulic ‘box, there’s more of a instant response, providing quicker acceleration and potentially a safer environment with oncoming traffic.
Rolling response is also not as sharp, with little of the normal feeling of being shoved back into the driver’s seat, lacking that increasing linear, almost wave like build up. the transmissions are electronically geared, with seven rations programmed into the system and available for selection via the gear lever or flappy paddles. The diesels themselves were somewhat more chattery than expected under load. Fuel economy averaged out at just under 7.0L per 100 kilometres, coming close to equaling Subaru’s official figures (6.3L combined, 7.6L urban, 5.7L highway).
The Suit. The 2016 Forester has a strong family link to the first model, with a series of evolutionary designs. Compared to the previous model, the changes are subtle but noticeable if you look for them. Subaru’s designers have avoided the high profile look of SUV’s by providing a station wagon look to the Forester family, with a lower window line into the doors, which also offers a measure of extra visibility from inside.
Apart from the wheels, which were 18’s on the S, with an almost Eiffel Tower design to the spokes and clad in Bridgestone Duelers at 225/55 size and 225/60 Yokohama Geolander rubber on the L (with a simple five spoke design for the 17 inch alloys), the cars are virtually identical. The S came fitted with a sunroof (a good sized one, covering half of the roof), an electric tailgate with memory height, roof rails, single exhaust and…no rear parking sensors.
That last one troubled A Wheel Thing momentarily; there is a reversing camera with lane guidance, but, as a driver trained in the day to judge distance using mirrors and to watch (in a car sales environment) others guiding movements, the decision was made that this is not an oversight but a chance for careful family oriented drivers to be a driver, not a pilot.
Both cars featured non LED driving lights at each lower corner of the front bumper, flanked by black urethane that leads to the rear via the sill panels. Both cars rear windows had privacy glass fitted and had a rear window spoiler/dust deflector.
On The Inside. To be honest, the interior of the S is a bit of a letdown; the L features a key start, cloth trim and manual seats, the S is keyless (push button) faux leather and electric driver’s seat, plus heating (High/Low) for both front pews. Given there’s no in between model, this may account for the lack of luxury feel for the top of the range S. There’s no other difference between the two, as plastics are the same; dour, a touch hard to the touch and eye, the same look and feel to the tiller and gear lever as well…
Subaru have also chosen to stay with a cargo space design A Wheel Thing finds somewhat odd; there’s a full sized spare instead of a space saver but laid at an angle. The liftable floor terminates in a downward angled slope towards the tailgate, ideal for items that have rolled or moved in transit to fall out as soon as the ‘gate is opened….Cargo space is good at 474 litres with the rear seats up, which increases to 1474 with them laid flat.
Also, the Forester diesel autos don’t come with the award winning Eyesight system, a curious decision. What they do get is the Starlink navitainment system, the simple yet utterly effective ergonomics for the aircon and the clean look to the dash, plus both get the lockable centre diff for off road shenanigans.
On The Road. The L felt softer in the ride than the S; it’d be hard to say the slightly higher profile tyres would have had much of an impact, so possibly a different suspension tune or slightly lower tyre pressure would account. Both cars gripped in the tight roundabouts, off camber turns and sweepers equally, with a touch of squeal from the Yokohamas occasionally.
As they’re identical mechanically, the drive was the same, steering and brake feedback the same and headlights at night gave a good spread across the road. Consequently, they both offer a competent package, torque sapping CVT aside. The Wrap. They’re both nice cars to have but depending on your feelings about CVT versus traditional autos, the driveability may be a sticking point. Otherwise, fit and finish, the feature list for each and, of course, the massive options list available, plus a good price point (range starts at around $29K) should have them high on the “To Check Out” list. Head to www.subaru.com.au for the range plus pricing and download the brochure.
The Car. Subaru Forester L and S.
Engine: 2.0L diesel.
Transmission: Constant Variable Transmission (CVT).
Power/Torque: 108 kW/350 Nm @ 3600/1600-2400 rpm.
Tank size: 60L.
Consumption: (claimed) 6.4L/7.6L/5.7L per 100 kilometres (combined/urban/highway).
Dimensions: 4595 x 1795 x 1735 (L x W x H in mm).
Wheelbase: 2640 mm. Weight: 1627 kg.
Cargo: 422/1474 litres.
Level 2, 9 Help Street