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Sales and Fails in the Australian Auto Market.
We should all know by now that the Australian car industry, in a manufacturing sense, is in a bit of a mess, with Ford, Holden and Toyota wrapping up as local makers by 2017. There’s no doubt that it will impact on employees; for example, Toyota’s Caringbah, Sydney, office will be largely condensed staff wise as will the two Melbourne based plants. All of the company’s corporate functions will be consolidated at Toyota Australia’s head office in Port Melbourne, resulting in “a significant reduction in corporate support roles”. Ford will keep a design team working on international projects, as will Holden.
There’s conjecture as to which vehicles 
will be coming to Australia, especially for the American owned companies but, at the moment, sales in certain categories and for certain brands are bubbling along nicely. Fiat/Chrysler/Alfa Australia (FCA Australia) leads the SUV segment, with the Grand Cherokee the biggest seller up to 30 November, with over 15,500 units, an increase of over thirty five percent from 2013. The Cherokee itself, released as a new model in June of 2014, has shifted over 3400 units, an incredible effort. Fiat’s perky 500 and model shared Freemont have also increased in sales from 2013; the 500 by 54% and the Freemont (aka Dodge Journey) by 44%.
Japanese maker, Mitsubishi, is also riding on the crest of the SUV wave, with its small SUV, the ASX, moving 1763 units in November, helped by 
an aggressive marketing campaign. However, the Triton based Challenger failed to excite, with just 156 units finding new homes. The Mirage sedan, still relatively new to the Australian market, also failed to fire, with a miniscule 70 being sold, compared to the hatch at 352.
Compare that to Mazda, a perennial favourite, it seems; leading the way was the All-New Mazda3 with 3,499 November sales. While annual numbers approach 40,000, its tally is up almost four per cent Year-On-Year in a segment that is down six per cent in 2014. The BT-50 had a great November, selling 1209 units, whilst the Mazda2 moved 1096 however nearly 800 were of the newly released version.
A brand on the move is the Korean giant, Hyundai. In November there was a record 8600 vehicles sold, making it the 30th month in a row that the company has seen increased sales. It also puts Hyundai second overall 
in the Australian market (year to date) as well as passenger cars. In the light car segment, the i20 (soon to be superseded) leads the pack, with 1448 signatures on a contract for November. A further five Hyundai models achieved podium results in November, with Veloster, ix35, iMax and iLoad all finishing in second place in their respective segments while the combined sales of i30 and Elantra had them finishing second in the Small segment, with i30 taking outright third place in that segment. It’s too early to tell just what impact the newly released Genesis will make.
Ford’s Falcon, which has just been released, was on a hiding to nothing with its 2.0L EcoBoost engine. As good as the reviews are, Ford has sold just 1800 since the car was released, all the way back in April of 2012. That figure includes just seven bought by the Australian Federal Government. However, with the new Mondeo due in 2015 (and largely mooted to be the Falcon replacement) with EcoBoost standard across the range, there may be a nudge in the right direction for the ailing big car. But Falcon isn’t the only large car suffering, with the segment contracting by 7.3% since last year, down to nearly 43500 from just under 47000 at this time last year.
2015 and beyond looks to be very interesting times for the Australian automotive industry.
Rapid Shifting: Skoda Octavia RS Wagon
There’s something to be said for being the “little” brother or sister, in that unused and brand nwe stuff comes your way. With Skoda becoming part of the VW Group in 2000, the door was opened to taking advantage of the family lineage and sourcing from the parts bin, both brand new and “hand me downs” that are virtually brand new. Skoda’s undergone a resurgence, as a result and one of the key parts to that has been the Octavia. It’s a been a delightful week with the top of the range RS wagon, now in its third iteration.
Powersource.
Turbos and four cylinder engines go together like whisky and ice. Skoda’s married a turbo to a 2.0L powerplant to get a 162kW/350Nm belter, with pull from 3000 rpm like a shuttle launch. There’s a six speed double clutch automatic transmission attached and is programmed for Eco, Normal, Sport and Individual settings, accessible via a 
button in the centre console and shown on the touch screen in the dash. It’s an immensely usable combination, moves quickly and quietly through the gears in normal mode however the DSG’s mechanism does make shifting into Drive from Reverse a “wait for it” proposition. In Sports mode it opens the aural taps, allowing a growl from the engine to complement a more immediate response. However, even on a straight and long back road to allow a good clip, it required a manual shift from fourth into fifth and sixth only to have the computer to bring it back to fourth. Economy suffers, as a result. Skoda claims 6.6L per 100 km and that’s not unachievable if driven in Eco mode.
The Suit.
It’s an evolution of the previous design, with a somehow more integrated look. It’s a more tapered roll off for the roof 
on this RS wagon, looking less slab sided than the previous model, thanks to a creaseline along the flanks and in the lower doors, folding slightly inwards. The wagon looks sleek, sitting low at just 1465mm and it’s 4659mm long and 1814mm wide, providing a huge amount of cargo and
arm/leg space thanks to the 2686mm wheelbase, maximising internal room. The reverse moustache grille sits nicely between the edgy headlights, themselves supported by thin lines of LEDs. It’s angular, handsome and in a Stormtrooper combination of black and white, carries a subtle air of menace. Panel and shut lines are tight and there’s a reassuring “thunk” when closing the door. Roof rails complete the picture, one that would look well suited to your garage.
Alloys are unusual and a matter of personal choice, with brake dust quickly dulling the sheen. Rubber is Bridgestone 225/40/18s.
On The Inside.
588L of cargo room sit nicely within the wagon’s shapely rear with seats up. The lower stance of the wagon makes loading it up a breeze, along with the high opening tailgate. There’s a plastic strap hanging down, a surprisingly 
useful item yet looks oddly out of place as well. The passenger side part of the cargo space has the subwoofer unit for the excellent Canton audio system; it’s clear, punchy and well defined in its quality.
Seating is fantastic; driver and passenger get sports bucket seats, with a red highlight and RS
embossing, 
which are immensely supportive and not once felt uncomfortable. The black leather is enhanced with red stiching; it looks great and of a good quality. Getting into the right seat position to drive was easy; once done the driver is greeted by the classy looking monochrome info screen, a nicely sculpted steering wheel and the presence sensing touch screen for
navigation, sound and the RS options. It’s a beautiful workspace and roomy enough given the Octavia’s dimensions.
There’s plenty of tech to play with; the RS button glows red when pressed, there’s parking assistance and collision avoidance noises as well.
The Drive.
Suspension wise, it’s a ripper. There’s enough sportiness with a dash of compliance to suit most drivers that would buy the RS, it’s wonderfully damped and handled all speed bumps and off camber corners equally. It’s deft, adept and fun to drive. Torque steer is minimal but you can feel the front wheels loading up at times, mostly when coming 
into a tight turn but there’s never a feeling of breaking away underneath. It’s a confidence inspiring chassis, as are the engine and transmission. It’s an almost perfectly balanced 
combination, bar the turbo lag in normal mode and the schizoid desire to hang on to fourth in Sports. When wound up, especially in the Sports mode, the Octavia RS wagon, hoists its skirts, changes them magically into a red cape and flies. That metallic roar from the front excites and titilates, adding to the presence of the Octavia when used in anger.
However, that delay, sometimes, in selecting Drive when moving from Reverse, can spook the computer, especially when rushed and it’s an uneasy sensation, not one you want to experience when you’re in a hurry thanks to oncoming traffic. Economy was decent, ending up at around 7.5L per 100 kilometres.
The Wrap.
At just under $44K, with great luggage space, easy to access fun and a spirited engine/gearbox to motorvate you. Fit and finish is high, it’s a comfortable workspace and isn’t too hard on the eye as well. Skoda is on a clear winner here, thanks to big brother (or sister) Volkswagen.
For information on the Octavia and other great Skoda cars, head to www.skoda.com.au
The Car: Skoda Octavia RS wagon.
Engine: 2.0L petrol, tubrocharged.
Transmission: DSG, double clutch automatic.
Power/Torque: 162kW/350Nm, @ 6400/1500-4400rpm.
Fuel: 98RON unleaded.
Tank: 50L.
Dimensions in mm (L x W x H): 4685 x 1814 (excl. mirrors) x 1452.
Weight: 1458kg (dry).
Economy (claimed), combined/urban/highway, litres per 100 km: 6.6, 8.3, 5.6.
Tyres, wheels: 225/40, 18 inch.
Cargo: 588L/1716L (seats up/down).
Price: $43940 (auto).
Kia Sportage Diesel AWD
Kia’s Sportage is, possibly, the one vehicle from the Korean company, that exemplifies just how far they’ve come in a comparatively short space of time. The first Sportage was an average looking, average performing, plasticky mid sizer when released in 1993 and is now a great looking, sensationally performing, non plasticky mid sizer in 2014.
It’s been on the shortlist to review the Sportage and was eventually lobbed the keys to the diesel powered SLi, clad in Kia’s “Sand Track” metallic paint. The question was, simply, is the Sportage worth the fuss?
Powersource.
As Tom Jones said, it’s not unusual. What he meant is that diesels have more torque than their petroleum powered siblings, with 392 torques on offer from the 2.0L diesel, as opposed to almost half that in the same sized petrol donk. It’s available between an immensely usable 1800 to 2500 revolutions per minute rather than 4000. What is unusual is the power; it’s 135 killerwatts at 4000 rpm, 
with the petrol throwing out 122 kW at 6200 revs. Hooked up to the six speed auto (the only flavour available with the diesel), it means near perfect power availability, with the get up and go turning into a low revving grunt factor. The auto itself is seamless in its changing, smooth and rarely anything other than delicious. With a surprisingly hefty 1700 odd kilos to move, it’s disconcerting to see the speedo swing around so easily. Even with an AWD system (part time and lockable), it’ll cause the front tyres to scrabble for grip before hooking up and moving the bulk with alacrity.
The Suit.
The Sportage would have to be parked near a very angry mob to be described as anything other than sweet. It’s an engaging mix of feminine curves at the rear and masculine edges at the front. By bringing in Peter Schreyer, a hugely respected designer, Kia’s identification of design as a 
core element in its future growth has come to fruition. There’s the “tiger” grille,
an instantly identifiable part of a Kia; a well proportioned look, a somewhat overthick rear pillar but it’s a harmonious presence none the less. It’s a comparatively compact design; at 4440mmlong it somehow packs a wheelbase of 2640 mm. It’s broad at 1855 mm and reasonably tall at 1640 mm, meaning there’s plenty of usable space inside (1353L, seats folded). There’s stylish 17 inch alloys, clad with 225/60 rubber, pushed to each corner to help maximise internal space. The Sportage finishes with a bluff, truncated, upright tail that seems to work, rounded as it is against the angular front.
On The Inside.
Kia works to the “If it ain’t broke” philosophy; showing common DNA yet manages to make their cars individual. You’ll recognise design elements from the Sorento to Sportage to Rio to Cerato; it’s a smart commonality and looks great in the Sportage. The driver gets a chunky and 
comfortable steering wheel, classy but simple to use controls, clearly marked speedo and tacho dials framing a clear colour LCD screen. A sweeping, curving dash houses vertically slatted aircon vents, a large touchscreen for navigation and audio (although Kia insists, like it’s cousin, Hyundai, in not providing Radio Data Service info) sitting above a somewhat awkwardly places aircon control panel, placed at an angle and recessed in, itself sitting above the Auxiliary and USB inputs that sit further back into the dash itself.
The gear lever is elegantly housed in a circular insert, just ahead of a grab handle and 
cupholders, centred between two cloth and leather seats. There’s a tasteful mix of black and a dull aluminuim look, providing a friendly contrast level. The rear has the now familiar 60/40 split fold setup plus cargo blind, providing 564L of cargo space with the seats up and 1353L folded flat.
On The Road.
The Sportage rolls on a 2640 mm wheelbase, with wheels varying between 16 inch diameter for the entry level Si, 17 inch for the Si Premium and SLi then 18 for the PLatinum. Tyres on the 17 inch are Hankook’s 225/60 and provide a good measure of grip. As a part time all wheel drive setup, drive is sent to the front wheels and to the rear on demand if the centre diff isn’t locked. There’s some understeer, as a result, with the system powering the front through the turns. Handling, though, is instinctive, with cognitive thought put to one side as the Sportage feels more like a comfort oriented sports car, following directions, absorbing most bumps competently but does pogo and wallow through uneven surfaces.
The engine can be a light switch, if not driven with a practiced right foot; there’s nothing below 1800 revs then it kicks in like an electric shock, front tyres scrabbling and the gears punching through as the tacho swings around, drops and swings again. Acceleration is ferocious when asked, docile otherwise and a lovely, progressive brake system instills confidence. The steering is light but doesn’t disassociate the driver from the road and there’s minimal roll when hustled. Safety wise the Sportage gets Downhill Brake Control across the range, as is Emergency Stop Signal, Hill start Assist Control, rear parking sensors and airbags all round. It’s a largely enjoyable, user friendly and family perfect package.
The Wrap.
The Sportage SLi provided has a recommended retail of $37790.00 with metallic paint listed as a $520 option. For a family of four, it’s one of a few ideally sized and priced vehicles in the SUV style. Sure, there’s the Sorento but, for some, that may be too big, but then there’s the Cerato, leaving Sportage right in the middle and plenty of bang for the buck. The Sportage is compact, great value, nimble, comfortable, well featured and the diesel is both economical and a hoot to drive. Although Kia lacks a station wagon option, the Sportage is the next best thing. Throw in Kia’s new seven year warranty and it’s a package that’s near nigh unstoppable.
For details: http://www.kia.com.au/cars/suvs/sportage/5-seats
For A Wheel Thing TV: https://www.youtube.com/watch?v=kZjK4MkdDEE&feature=em-upload_owner
The Car.
Kia Sportage SLi AWD @ $37790.00 + ORCs and options.
Engine: 2.0L.
Fuel: diesel.
Tank: 58L.
Claimed Consumption: 7.2L/9.1L/6.1L per 100 km (combined/urban/highway).
Transmission: six speed automatic with sports mode.
Dimensions: 4440 mm x 1855 mm x 1640 mm (L x W x H)
Wheelbase: 2640 mm.
Cargo: 564L/1353L (seats up/down).
Wheels: 225/60 R17.
Towing: 1600 kg braked.
Something Wicked This Way Comes.
Apologies to Mr Bradbury for pinching his title, but it’s so incredibly appropriate for this contribution.
Driving a car appears to be, for some, more of an act of witchcraft than an ability; more an act of guesswork than education. It’s not a black art, it truly isn’t, it’s a simple mix of being observant, being coordinated and exhibiting common sense. Yes, yes, I understand the laughter at that last one, as it’s been legislated into obscurity, courtesy of political correctness and idiots.
What’s sparked this discussion, you ask? Simple; a close encounter with something dangerous. In this case, it was a young P plater female…well, driver isn’t the right word…perhaps, person that has no idea of basic driving rules. Properly educated and reasonably settled in attitude drivers know that, when you come to a T junction intersection, you slow, look to your right and stop for oncoming traffic. When it’s safe, you then continue. This simple piece of road safety was utterly beyond this person; with NO look to the right and NO intention of slowing, she gaily sailed through, opposite locked for a left hand turn before barely giving my oncoming car room to brake. her exit speed would have been at least 50 kilometres per hour. Something wicked this way comes.
When there’s a stop sign at an intersection, it’s generally recognised by intelligent, 
considerate drivers, that you stop at this intersection. Thankfully, most people do so. However, there seems to be varying interpretations of what to do with the indicators on a car. It’s not a problem if it’s a four way and the driver intends on going straight. It’s a different story when you intend on going right or left and even less complicated when the stop sign is for the road that is the vertical part of a T. Witness the mature aged lady in her medium class AWD, stopping correctly but having “a broken indicator” on numerous occasions. A simple tip, dear readers: when you come to an intersection and you’re NOT going straight ahead, the road rules of Australia stipulate you MUST give sufficient indication. For this lady, oncoming traffic would have had no idea which way she was going. Something wicked this way comes.
During my recent involvement with a major world brand’s new luxury car launch, 
our team leader, a renowned driver educator, remarked upon the driving styles of the participants; one hand on the wheel, one arm hanging out the window and seat leaning back. These were vehicle sales staff he was talking about…again, it’s pretty simple. When you get into a car as a driver, you should always check your seating position, ensuring the mirrors (rear and wing) give you as much rear view as possible. BOTH hands should be on the wheel and your arms extended from your body and slightly angled, not with your body and arms hunched up over the steering wheel like the stereotypical “grandma” driver. With the overwhelming majority of cars on the road having airbags, the hunched over the wheel position is physically more dangerous to the driver if, for obvious reasons, the steering wheel airbag is set off. Guess which chest they’ll hurt more? Guess which arm stands more chance of being severely damaged (not to mention sun damaged!) from a side on impact? Guess which driver has less control of the vehicle? Something wicked this way comes.
When it’s dusk (that means when the sun is going beddybyes), it’s cloudy, it’s raining, it’s foggy, it’s not just a smart idea (and lawful, at that) to 
have some level of lighting turned on, it’s also a SAFE idea to do so. Why’s that, you ask? Here’s a parallel story: in WW2 sailors were banned from smoking a cigarette on deck as that tiny, tiny glow was distinguishable from miles away, against a dark background, using shipboard observing devices. Simply out, any form of lighting when it’s dark makes something easier to see in the dark. Think about that the next time you drive your dark coloured or silver painted (melds WONDERFULLY into the background) car in the circumstances described…Something wicked this way comes.
When it comes to that magical device known as a traffic light, it seems most drivers failed the colour vision part of their test (what, you mean 
there ISN’T one????) due to the truly extraordinary amount of cars and trucks, controlled by non computerised humans, that don’t know what the lights at the top and middle mean. Hmmm, red is bad, amber is not so bad so……go figure. If you’re one of the drivers that thinks red means go, think again. When it’s green, everything is sweet. When it slides into amber, it’s now a good time to think about two things: how far away from the stop line you are and how long it will take to stop. If it’s red before you’ve crossed the line, well then, who’s a naughty boy/girl then? yup, something wicked this way comes.
Bottom line is this: driving a vehicle SAFELY isn’t hard. It truly, really isn’t. Slow down/stop at t junctions; slow down/stop for amber/red lights; use headlights and indicators. If you think this is below you or can’t be bothered but STILL think you’re a good and safe driver, then, please, hand in your license. You’re not good. You’re not safe. You’re dangerous.
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