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Private Fleet Car Review: 2015 Ford Focus ST
The Ford Focus has been lauded for its looks and sharp handling since its release over fifteen years ago; A Wheel Thing checks out the 2015 ST with six speed manual and 2.0L turbo four.
Powersource.
Two litres. Turbo. Slick shifting six speed manual. Is it a goer? Oh, yes, very much. These numbers tell the story: 186 kilowatts (5500 rpm). 360 Newton metres of torque between 2000 and 4500 revs. Ford’s EcoBoost technology makes this an immensely flexible engine around town, allows safe overtaking and feeds a somewhat annoying drone into the cabin once the tacho sees 2500 rpm.
Ford quotes a combined fuel economy of 7.4L per 100 kilometres; the best A Wheel Thing saw was on a highway run, at 7.8L per 100 kilometres….the tank has a 62 litre capacity and will take 92 to 98 RON unleaded.
The Suit.
It’s largely unchanged from the Focus that landed here two years ago; rounded and angular, a pushed out to each corner stance provides an aggressive pose. At the front, there’s the familiar truncated triangle design with the grille hiding the upright sides and a shutter for the intake system.
The profile flows into an ovoid shape, has colour coded handles for the doors on the ST and finishes with an impressive rear deck spoiler. The hatch lid itself is well balanced and can be lifted with one finger.
Headlights are underpinned by LED daylight running lights and come with a self leveling system as well; the tail lights have two horizontal bars, with an almost neon light look to them. It’s a striking and eye catching design, helped by the bright gold paint the test car came clad in.
Rolling stock is 225/45/18s.
On The Inside.
Of immediate note are the Recaro seats for driver and passenger; you sit down into them and they’re trimmed in body colour. In this case, it’s a retina searing yellow (complete with sporty red ST embossing), contrasting with the charcoal black, inlaid to the supportive and body encompassing seats. They’re well padded, wrap around you and lack only heating for colder climates.
The dash is familiar in layout and display, with a predominantly blue hue, there’s the multi-leveled information screens accessed via the steering wheel buttons, with the upper centre console also housing both a trio of gauges, including turbo boost, and the larger map and information screen. They’re clear to read, clearly laid out and information is easily accessed. sadly, Ford persists with the inbuilt Sony head unit (no digital tuner, in this case) and its damnable button layout.
For the driver, the ST gets a thick and chunky steering wheel, complete with chrome inlay at the bottom with ST engraved in…painted red, so you know it’s a sports hatch.
Rear seat room is fine, thanks to the wheelbase, allowing plenty of leg room, not to mention shoulder and hip room. Even the hatch cargo section has plenty of space for a weekend away for four people.
On The Road.
It’s here that the ST shows its strengths; it’s a sledgehammer mix of grunt and subtlety, raw power and finesse. There’s the typical off boost hesitancy of a turbo engine before that 360 Newton metres comes on stream; gently used, it’ll pull the ST around nicely, with the old “even grandma can drive it” truism but, when prodded into anger, it’ll hook up, tacho zinging around the dial, turbo boost gauge rising and the cabin feedback note becoming more pervasive. A snick of the smooth and well weighted gear lever, a push of the nicely calibrated clutch pedal and illegality is shown on the speedo. Yes, there’s a touch of torque steer when on boost however the front differential system does a solid job of minimising that.
Rolling acceleration, when on boost, is stupendous; off boost but in the torque band, it’s as easily to drive as it is to drink a glass of water
Braking is beautiful, modulated perfectly, becoming almost an extension of the body, with no lack of confidence in the system. It’ll haul up the ST safe;y, time and time again, with no qualms. Of note, however, was the road noise transmitted into the cabin; it’s excessive, intrusive and wearisome.
Handling is pin point precise; the steering ratio is a tick under 3.5 turns lock to lock, meaning rapid response. The suspension is supple, fluid, even allowing for the sports feeling the ST is endowed with. Its wheelbase and wide track give a surefooted feel across all sorts of road terrain, from tarmac to the concrete freeway between Goulburn and Canberra to the rougher and more unkempt roads in suburbia.
Head over to Ford’s website, www.ford.com.au and follow the links to the Focus.
Private Fleet Car Review: 2015 Ford Kuga Titanium Diesel.
A Wheel Thing was penciled in to drive the petrol version however a slight scheduling rearrangement had us in the diesel instead. A long country drive to the mid south coast of NSW proved an ideal test.
Powersource.
There’s a range of engines available for the small midsizer SUV, including 1.5L EcoBoost engines. The diesel fitted to the Titanium is a 2.0L unit, with a redline starting at 4500 revs, max torque of 400 Nm from 2000 rpm through to 2500 and maximum kilowattage of 132 at 3500 revs.
The transmission is a simple to use auto, with six forward ratios and a lever seen in other brands. It’s slick, smooth and the Sports mode is redundant, as the torque available is more than enough for any style of driving.
The manual change is done via a rocker switch on the top right of the lever, with the lever itself (too easily) pushed into the final slot rearward, leaving the driver somewhat nonplussed as to why revs have climbed but the gear change hasn’t happened. The now more user friendly sideways motion to select Sports should be employed here.
The Suit.
Based, as it is, on Ford’s massively successful Focus range, there’s a clear resemblance to the donor design. Naturally there’s extra ride height atop the 19 inch alloys and Continental tyres, with front and rear designs inspired by the Focus sheetmetal. It’s not hugely different to the preceding model but enough to look newer.
The front bumper has two deeply inset sheets of plastic, almost looking like radiators, with a V creaseline starting low down before running full length and taking the eye to the jewel style tail light set.
The electronic tailgate has a false bottom, with a plastic attachment that appears as if it’s meant to stay attached when the tailgate lifts up. The rear is tidy, overall, the front is a bit “busy” with the amount of visual interference there.
In profile, the Kuga has a pronounced wedge shape, with that crease line from the front running parallel to one on the lower doors, with both flanked by broad shouldered wheel arches and the windows terminating in a definite triangle piece atop the rear lights. It’s got a measure of masculinity about it and is appealing to both men and women.
The dimensions help with its presence: 4524 x 1838 x 1701 mm and the Kuga sits on a 2690 mm wheelbase; clearance is just under 20 mm while approach and departure angles are 21.2 and 27.7 degrees.
Rubber is Euro spec Continentals, 235/45 on a 19 inch alloy.
On The Inside.
It’s a virtual carbon copy of the Focus, bar the airline style tray tables on the rear of the driver and passenger front seats. There’s comfortable seating for five, a reasonable 406L of cargo space with the seats up (a lick over 1600L with rear seats folded), the deplorable console layout for the radio etc (the Titanium does come with, joy of joys, a DAB tuner!) and some easy to read selectable info on both the driver’s and console screens.
Interior room is well used: a considerable 1421 mm of shoulder room for the front seat passengers, 1398 mm for the rear and with leg room at 934 mm for the rear seat, there’s certainly no feeling of being hemmed in. Fabrics and plastics are of a high quality, with a soft touch feel to the trim. Safety is taken care of via airbags aplenty, including thorax and pelvis, there’s Hill Start Assist, Trailer Sway Control, 3 12V sockets and more.
For those that like a bit of space, there’s a glass roof as well.
On The Road.
The “Control Blade” rear suspension, along with the McPherson strut front provides superlative handling across almost all road surfaces, with minimal noise intrusion. It’s got a quick steering rack which makes parking a doddle, as are lane changes. Suspension setup is firm to start, with just enough initial give to not allow too many bumps in.
Acceleration is responsive to the lightest touch when on boost, but is a touch toey from idle to “on”, where it’s like a lightswitch, with something….something….then BANG! as the torque suddenly manifests. Although the spec sheet says the Titanium is an all wheel drive car, there’s moments of very noticeable torque steer as the gears change under heavy acceleration.
Braking is beautifully balanced, with a wonderfully modulated pressure point as you squeeze down and there’s a hint of touch; down further and there’s a linear expression of slowing as you do. It’s confident and confidence inspiring.
The Kuga Titanium also has radar assisted crash avoidance technology, which also doubles as a cruise control activated system; it reads the car in front and will slow or accelerate as required, with a preset speed logged in to the cruise control system. That same radar setup will alert you to a vehicle slowing suddenly in front and will flash lights and sound an alarm.
The Kuga Titanium has a kerb weight of 1782 kilograms, it’s noticeable in the fuel economy. Drinking from a 60 litre tank, Ford quotes 5.6L per 100 kilometres (combined); on a trip to Bega, the famed cheesemaking area of NSW, the dial barely moved from 7.7L per 100 km. Admittedly that was with a bit of luggage and two adults plus two kids, but it was somewhat disconcerting to see the dial sitting a just a quarter full at Cooma.
The distance from home to there? Just 404 kilometres…The return journey saw cruise control used from the southern end of Lake George, just north of Canberra to Campbelltown; economy improved marginally, to 6.6L/100 kms. It’s some way off, on a highway cycle, the claimed combined cycle from Ford. Towing is 1500 kg, braked.
The Wrap.
Although, ostensibly, an all wheel drive capable vehicle, it wasn’t taken off road during the week as tarmac is where 99.999 ad infinitum % of these kind of vehicle will live. It’s roomy enough for a family, comfortable enough, user friendly enough bar the centre console layout and it’s certainly a handsome enough looker.
It rides and handles and goes well enough, however the diesel engine economy seemed to be the sticking point.
The range starts from $31K, with the Titanium a not inconsiderable price of near as dammit $51500 without options and metallic paint…it’s a fair ask, compared to its competitors.
For details and pricing, head to http://www.ford.com.au/suv/2015-kuga/specifications/spec-options
For A Wheel Thing TV: https://www.youtube.com/watch?v=3pVVo3c4tHY&feature=em-upload_owner
Mercedes-Benz Sprinter Continues Its Record Run.
Mercedes-Benz, one of the oldest vehicle makers on the planet, is rightly known for its broad range of passenger vehicles. Not unsurprisingly, in certain quarters, their commercial vehicles garner just as much acclaim. A well known nameplate for M-B Commercial Vehicles is the Sprinter, a vehicle I have great personal affection for as it’s one of the first vehicles I sold in my car sales career.
In its category, the large van market, the Sprinter has recently been named the number one seller for the seventeenth year in a row, for the Australia/Pacific region. There’d be very few, if any, passenger cars, that can say they’ve the same history. Sprinter first sold in Australia in 1998, with a then reasonable 369 units sold, with 2014 moving 2144 Sprinters, leaving its competitors some distance behind.
It’s not just here that Sprinter has made its mark, with an increase of 16%, worldwide the model has increased by 9%, moving over 294, 000 units worldwide. Sprinter’s variations and reliability have also solidly entrenched the model in the heart and souls of many, including one Australian.
Rewind to 1998, a year that saw Australia realising the new millenium was nearly upon us and businesses were worried about a possible worldwide computer failure called the Y2K bug. Robin Culkin-Lawrence no doubt had this in the back of his mind, thanks to his newly established olive grove and plant growing businesses. Robin was based in a small town in Victoria’s Otway Ranges, Birregurra, and needed a vehicle that was reliable and dependable. Robin purchased one of the 369 Sprinters sold in 1998 and now has a fleet of vehicles, including three Sprinters.
So taken with the three pointed star brand, Robin says: ” “I must admit I think Mercedes-Benz will be part our business for a long time to come.” And of the Sprinter? “”The Sprinter is also better on brakes and terrific on fuel. At the end of the year all this adds up to quite a few extra dollars in our pocket.” Robin’s grown his businesses to the point that Birregurra Olive Grove and Plants Direct Australia now have him not so hands on: “I leave that up to our team. They are up and down the highway at least once a day, doing many miles. As an incentive, staff are allowed to take the vehicles home on the proviso they are washed and cleaned.”
Sprinter continues to make its mark on the Australian market, with a 51% share of the van market in December 2014.
Private Fleet Car Review: 2015 Ford Falcon XR8.
Australia has had a long love affair with the V8 engine; be it homegrown or imported, it’s been a big part of our automotive history. In 2014, Ford Australia’s FPV division was shut down and the popular XR8 name resurrected. A Wheel Thing spent a week with a living dinosaur.
Powersource.
The 5.0L V8 was once a staple item for Holden; Ford has, largely, stayed with it and in this case, it’s a blown block too. The numbers are impressive: the “Miami”
335 kilowatts and 570 torques hit the road via a six speed manual (a real man’s transmission). Air is breathed in and breathed out via 32 valves, four for each cylinder, with that air forced into those eight cylinders via a huffing and puffing Harrop supercharger.
The torque figure is the important one; it kicks in from 2200 and stays there until 5500 rev, just below the point where peak power is delivered. These numbers combine to provide a virtually seamless level of acceleration and almost unrivalled overtaking ability.
Playing with six speeds manually is delightful, made even more so thanks to a smooth clutch, a light one at that considering what it has to deal with and a gearbox that’s largely free from recalcitrance. It’s a pretty smooth and well weighted mechanism, a clearly defined gate and a decently balanced pickup point for the clutch. It’s a bit jerky and stuttery from cold but warms up and smooths out quickly. Quite simply, it made using that mammoth torque an utter delight.
The Suit.
See my review of the XR6; apart from the bonnet bulge now extending through to the windscreen compared to the previous XR8 and FPV models, different 19 inch alloys and the addition of four exhaust tips, there’s no difference…..not exactly shouting that this is a hero model, sadly.
Kerb weight is a not inconsiderable 1861 kilograms, however…
On the Inside.
Identical, down to the lack of keyless start, to the XR6. Bar, of course, the fact that there’s a clutch pedal and a manually operated gear selector….
On The Road.
It’s here that the 8 differentiates itself from the 6. It’s a combination of using flint to start a fire and 21st century explosives. The whole procedure is pretty simple; sit in, strap in and, in the words of Russell Crowe in “Gladiator”, unleash hell.
Although the lack of a starter button somewhat diminishes the experience, the half dozen or so revs before the whoomph from the rear end is a pointer to the demon that lurks within. It rapidly settles down into a quiet, restrained rumble, a hint of blower belt whine from the ….a gentle stab of the accelerator, a lift of the clutch and 500 odd torques move the beast forward.
Given its druthers, the 5.0L will shrink the horizon, collapse eyeballs and shatter the laws of physics, leaving a mix of supercharger wail and a snorting, bellowing roar from the quad tipped exhausts behind. The somewhat notchy gear lever is moved rapidly through the gate, the engine revving slightly as it comes off the clutchplate.
Under light throttle, there’s a hesitancy to start moving, especially when cold, before the revs pick up and the torque again makes its presence known. In 5th gear around town, there’s barely a need to change gear, with a simple flex of the ankle being all that’s required to move along.
It’s a razor sharp, yet user friendly setup, as is the chassis. Although wafer thin sidewalls clad the alloys, the suspension rarely allows a harsh ride through, such is the work on the suspension and it provides an immense measure of confidence, as does the almost thought activated steering.
The Wrap.
Compared to the somewhat lighter yet more lethargic XR6, the XR8 is a revelation thanks to the quad cammed monster bolted between the front shock towers. It really is a case of “What do we need? More powerrrrrrrr” to extract the most from the chassis, long regarded as a highlight for Falcon. It’s no wonder that around a third of the current sales figures are of the V8.
Although the interior is ancient, in design terms, the electronics are simple to use, easy to read and that engine lights the candle. Long live the XR8.
For details: http://www.ford.com.au/cars/ultimate-falcon/specifications/spec-options
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