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Duelling Turbos: Kia Pro_Cee'd GT and Fia 500C Abarth Esseesse
Two households, both alike in dignity…..the opening line to Shakespeare’s evergreen “Romeo and Juliet” applies equally to two wonderful turbocharged vehicles A Wheel Thing squired for a week: the mental Fiat 500 Abarth Esseesse and Kia’s sublimely potent Pro_Cee’d GT.
Engine wise there’s not much in it size wise, 1.4L under the Abarth’s pert bonnet and 1.6L for the Kia’s scalloped cover. The compact Fiat finds 118kw and a healthy 230Nm of torque while Kia throws out 150kW and a more than useful 265Nm. Impressively, that figure is on tap from 1750 to 4500 revs, meaning even in sixth gear (manual only at this stage, a smart move to attract proper drivers), a gentle (well, maybe 
not so gentle nudge) of the loud pedal at freeway speeds sees the inside of a jail cell in seconds. The test car from Fiat came with a five speed auto, with a somewhat counterintuitive push button gear selector (1 for the actual drive, R for reverse, N for neutral and A/M for the box or you to do the work via the flappy paddles) and an excessively jerky change. Under full acceleration, the Abart slingshots forward with alacrity, with a measure of torque steer pulling the tiny car off to the left. 
There is a system 
called Torque Transfer Control which minimises this and it works pretty well. There’s joy to be had by driving the Abarth hard; the sound. Oh dear deity, the sound. A combination of banshee, lion roar and porn film, the quad tipped exhaust emits noise of the most beautiful kind for such a car in its class. There’s a rasp, a braaaaarp! as the gears change (shaking the passengers back and forth as it does so) and when in fifth, 
takes a deep breath before farting fire and and brimstone when the loud (and in this case most definitely loud) pedal is given its instructions. 
Punt it into corners, there’s a growl from the exhaust as the transmision changes down bt the slightly higher seating position leaves the body’s COG (centre of gravity) higher than in the lower slung Kia, with the brain wondering at extra angle in a turn. The Kia, on the other hand, is more restrained in the aural department but manages to break the laws of physics as the horizon suddenly appears in your lap. 
With the dash display a switchable TFT screen, displaying either a normal speedometer or a digital readout with torque and boost pressure, numbers 
change quicker than a farmer slams a beer on a hot day. The slick gear lever, a perfectly weighted clutch pedal, a free spinning engine and that mountain of torque form a perfect storm, launching the Pro-Cee’d GT cleanly off the line, a muted yet sprited buzz from the 1.6L, with more noise from the wind flow over the driver’s outside mirror than anything, the 
short throw change snapping delightfully through the gate as zero to oh myyyyyyyyyyyyy arrives in an eyeblink, even in top gear. There’s the barest tug at the tiller from torque steer as the suspension firms up (sometimes being a touch too jiggly, needing a little more initial compliance) abosrbing most of the imperfections on the road. In contrast, the Fiat’s short suspension and rubber band thick tyres find a five cent piece and enlarge it to a football. Steering in both is sharp, precise, with the 500’s communicating harder bumps with more definition, thanks to the super short travel 
suspension and tyres. There’s a surprising lack of wind noise in the Abarth, over the cloth roof, but naturally is noticeable when semi retracted. The good thing here is being able to listen to that burbling exhaust, all snap crackle pop of it.
Both share a common body shape, a three door hatch configuration, although in vastly different proportions. The Abarth is a short, squat, rounded, almost eggshell profile; the Pro_Cee’d, the very first of its lineage in Australia, is perhaps more of the traditional hatch style. There’s a long bonnet flowing into a steeply angled windscreen before terminating in a taut and pert bum. Fiat throws in a full retracting cloth roof for the Abarth, programmed in a three or four stop routine whilst the Pro_Cee’d came sans sunroof.
The only hard edges on the Abarth are on the shutlines; it’s near impossible to find a 
straight line apart from the doors and bonnet. The GT is much the same, even the swage line from hawkeye headlight to protuberant tail light is soft edged. The Abarth has warpaint that clearly identifies its intent, displayed on both flanks plus a couple of vents in the front bumper. The Kia has the new quad LED driving lights and two cornering lamps, bright to start then fade as the car straightens. Looks cool but the real worth is questionable. The petite Fiat rides 12 spoke, 17 inch, cast aluminuim wheels, painted white and wrapped in Michelin rubber. Each vehicle gets red brake calipers and both haul down with alacrity when the non-go pedal is needed. The Kia gets grippy Michelins also, 225/40s on 18s that look fantastic in grey and machined alloy.
Interiors on both are subtle and understated; sports seats (GT printed on the Kia’s), comfortable, cloth and leather; grippy steering wheels 
with piano black on the GT’s matching the plastic surrounding the dials 
(the GT’s needs to be thicker), the Sport button mounted dash top in the Fiat (leave it on, Normal mode is MUCH less fun with no overboost), a perhaps somewhat restrained console look for the Kia with cleanly marked controls, with the Abarth retaining the signature circular look of the 500. An oddity in the Kia with the dual zone climate control, to me, if a light is lit on a button I would think it means both zones are controlled via one dial. In this case it means the zones are separate and that’s counter intuitive. Room in the Kia is good, with two kids, two adults and reasonable cargo space (380L seats up); not unexpectedly, the Fiat struggles in cargo space and back seat room, with barely enough leg room for two kids. The GT has wide opening doors however the lower seating position makes it somewhat harder to lever a body from the superb sports seat. The lack 
of extra glass topside does make 
the GT a little claustrophobic with its all black interior while the Fiat’s folding roof takes getting topless to a new level. Neither were fitted with satnav, with the Slovakian buit Kia (yes, they do build outside of Korea) not having an Australian compatible setup. Soundwise the Fiat was fitted with that well known (cough) Interscope setup whilst the Korean came with a bespoke installation; quality in the Abarth was surprisingly good, with decent bass, even with the roof down. 
The Kia’s didn’t get a huge workout but did sound mostly ok. What was notable about the view from the Kia’s seat was how reflective the inside of the windscreen is; even with a largely matt black interior it was reflected and was definitely distracting. A non reflective coating for the inside would be MOST handy.
Quite frankly, there is a market for both cars and there’s appeal from each. The Abarth Esseesse has that wonderful, snarly exhaust; the Pro_Cee’d GT has immense driveability. Economy from the small Italian is touted as 6.5L/100km…it’s a small tank, not much bigger than a 
can of soft drink at 35L and “proper driving” saw closer to over 8L/100. Kia lobs a 53L tank into the GT, with a claimed 7.4L/100 combined. A Wheel Thing saw that but only on a long freeway run. On a day to day basis though, the GT takes the Abarth to town; a fluid gear change, the interior room, 
the immense useability of the engine score the goals. For A Wheel Thing, the Kia takes the points however the the Fiat is by no means disgraced. Price wise….the Fiat suffers from a near $40K price point with the GT landing near $10K cheaper. Dollar for dollar the Kia is a clear leader and that, combined with its overall friendliness, hands the Duel of Turbo crown to the Koreans.
Head to www.fiat.com.au and www.kia.com.au for info and pricing for your area (RRP at time of writing is approx$30 K for the Kia and $39K for the Fiat plus ORCs)
Easter and the roads.
When it comes to public holidays, they’re much more visible when it comes to a police presence and news of fatal accidents. Yet there’s no real reason as to why these should be, as there are no real reasons why people should die on the roads. At the time of writing there’s been close to ten lives lost, large single vehicle and single person crashes. Yet, on a 600 kilometre round trip to north on Newcastle, NSW, covering Good Friday and Saturday, the amount of truly and utterly pathetic, dangerous driving I witnessed begs the question of why weren’t there more crashes? This includes a woman in her white LandRover Discover 4, travelling at 150 km/h, tail gating and failing to indicate in packed traffic. There was the young lass in her bright mauve Toyota Yaris with the words “Hahaha you just been passed by a girl” proudly stickered to the back window….except she was doing 90 in a 110 kmh zone, sitting in the right lane with two kilometres of traffic behind her and having angry drivers pass her on her left…
Police presence? Yes, plenty sitting in their usual spots and certainly not helping traffic flow at the twin servos on the M1, forcing speeds down to 40 kmh or so, whilst plenty of other drivers continued to fail to adhere to the basics of driving. State and federal roads ministers continually bleat about road safety, yet wonder why there’s increased public backlash when more and more speed cameras are rolled out. Driver safety and education groups shake their heads in disbelief yet more and more drivers get away with such as: failing to indicate, running amber and red lights, not giving sufficient lighting to a vehicle. Here’s the wording about indicating straight from the NSW Government Legislation website:
Division 1 Change of direction signals
44 Division does not apply to entering or leaving a roundabout
This Division does not apply to a driver entering, in or leaving a roundabout.
Note. Part 9 deals with giving change of direction signals when entering or leaving a roundabout.
(1) A driver changes direction if the driver changes direction to the left or the driver changes direction to the right.
(2) A driver changes direction to the left by doing any of the following:
(a) turning left,
(b) changing marked lanes to the left,
(c) diverging to the left,
(d) entering a marked lane, or a line of traffic, to the left,
(e) moving to the left from a stationary position,
(f) turning left into a marked lane, or a line of traffic, from a median strip parking area,
(g) at a T-intersection where the continuing road curves to the right—leaving the continuing road to proceed straight ahead onto the terminating road.
Note 1. Marked lane and median strip parking area are defined in the Dictionary.
(3) A driver changes direction to the right by doing any of the following:
(a) turning right,
(b) changing marked lanes to the right,
(c) diverging to the right,
(d) entering a marked lane, or a line of traffic, to the right,
(e) moving to the right from a stationary position,
(f) turning right into a marked lane, or a line of traffic, from a median strip parking area,
(g) making a U-turn,
(h) at a T-intersection where the continuing road curves to the left—leaving the continuing road to proceed straight ahead onto the terminating road.
Examples for subrules (2) (g) and (3) (h).
Example 1
Driver indicating change of direction at a T-intersection where the continuing road curves to the right and the driver is proceeding straight ahead onto the terminating road
Example 2
Driver indicating change of direction at a T-intersection where the continuing road curves to the left and the driver is proceeding straight ahead onto the terminating road
46 Giving a left change of direction signal
(1) Before a driver changes direction to the left, the driver must give a left change of direction signal in accordance with rule 47 for long enough to comply with subrule (2) and, if subrule (3) applies to the driver, that subrule.
Maximum penalty: 20 penalty units.
Note. Changes direction to the left is defined in rule 45 (2).
(2) The driver must give the change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.
(3) If the driver is about to change direction by moving from a stationary position at the side of the road or in a median strip parking area, the driver must give the change of direction signal for at least 5 seconds before the driver changes direction.
Note. Median strip parking area is defined in the Dictionary.
(4) The driver must stop giving the change of direction signal as soon as the driver completes the change of direction.
Maximum penalty: 20 penalty units.
(5) This rule does not apply to a driver if the driver’s vehicle is not fitted with direction indicator lights.
47 How to give a left change of direction signal
The driver of a vehicle must give a left change of direction signal by operating the vehicle’s left direction indicator lights.
48 Giving a right change of direction signal
(1) Before a driver changes direction to the right, the driver must give a right change of direction signal in accordance with rule 49 for long enough to comply with subrule (2) and, if subrule (3) applies to the driver, that subrule.
Maximum penalty: 20 penalty units.
Note. Changes direction to the right is defined in rule 45 (3).
(2) The driver must give the change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.
(3) If the driver is about to change direction by moving from a stationary position at the side of the road or in a median strip parking area, the driver must give the change of direction signal for at least 5 seconds before the driver changes direction.
Note. Median strip parking area is defined in the Dictionary.
(3A) Subrule (3) does not apply to the rider of a bicycle that is stopped in traffic but not parked.
(4) The driver must stop giving the change of direction signal as soon as the driver completes the change of direction.
Maximum penalty: 20 penalty units.
(5) This rule does not apply to:
(a) the driver of a tram that is not fitted with direction indicator lights, or
(b) the rider of a bicycle making a hook turn.
Note 2. Rules 34 and 35 deal with bicycles making hook turns.
49 How to give a right change of direction signal
(1) The driver of a vehicle must give a right change of direction signal by operating the vehicle’s right direction indicator lights.
(2) However, if the vehicle’s direction indicator lights are not in working order or are not clearly visible, or the vehicle is not fitted with direction indicator lights, the driver must give the change of direction signal by giving a hand signal in accordance with rule 50, or using a mechanical signalling device fitted to the vehicle.
Note. Mechanical signalling device is defined in the Dictionary.
50 How to give a right change of direction signal by giving a hand signal
To give a hand signal for changing direction to the right, the driver must extend the right arm and hand horizontally and at right angles from the right side of the vehicle, with the hand open and the palm facing the direction of travel.
Giving a hand signal for changing direction to the right
51 When use of direction indicator lights permitted
The driver of a vehicle must not operate a direction indicator light except:
(a) to give a change of direction signal when the driver is required to give the signal under these Rules, or
(b) as part of the vehicle’s hazard warning lights.
Maximum penalty: 20 penalty units.
And: 57 Stopping for a yellow traffic light or arrow
(1) A driver approaching or at traffic lights showing a yellow traffic light must stop:
(a) if there is a stop line at or near the traffic lights and the driver can stop safely before reaching the stop line—as near as practicable to, but before reaching, the stop line, or
(b) if there is no stop line at or near the traffic lights and the driver can stop safely before reaching the traffic lights—as near as practicable to, but before reaching, the nearest or only traffic lights, or
(c) if the traffic lights are at an intersection and the driver cannot stop safely in accordance with paragraph (a) or (b), but can stop safely before entering the intersection—before entering the intersection,
and must not proceed past the stop line or nearest or only traffic lights, or into the intersection (as the case may be), until the traffic lights show a green or flashing yellow traffic light or no traffic light.
Maximum penalty: 20 penalty units.
Note. Enter, intersection, stop line and yellow traffic light are defined in the Dictionary.
(2) A driver approaching or at traffic arrows showing a yellow traffic arrow who is turning in the direction indicated by the arrow must stop:
(a) if there is a stop line at or near the traffic arrows and the driver can stop safely before reaching the stop line—as near as practicable to, but before reaching, the stop line, or
(b) if there is no stop line at or near the traffic arrows and the driver can stop safely before reaching the traffic arrows—as near as practicable to, but before reaching, the nearest or only traffic arrows, or
(c) if the traffic arrows are at an intersection and the driver cannot stop safely in accordance with paragraph (a) or (b), but can stop safely before entering the intersection—before entering the intersection,
and must not proceed past the stop line or nearest or only traffic arrows, or into the intersection (as the case may be), until the traffic arrows show a green or flashing yellow traffic arrow or no traffic arrow.
Maximum penalty: 20 penalty units.
Note. Enter, intersection, stop line and yellow traffic arrow are defined in the Dictionary.
(3) If the traffic lights or traffic arrows (as the case may be) are at an intersection and the driver is not able to stop safely under subrule (1) or (2) (as the case may be) and enters the intersection, the driver must leave the intersection as soon as the driver can do so safely.
Maximum penalty: 20 penalty units.
Note 1. Intersection does not include a road related area—see the definition in the Dictionary.
Note 2. This rule applies to a driver turning left using a slip lane only if the yellow traffic light or yellow traffic arrow (as the case may be) applies to the slip lane—see Part 20, Divisions 2 and 3, especially rules 330 and 345.
Classic Cars: Jaguar E-Type.
In the automotive world it’s not uncommon to have a design regarded as a classic. Ferrari’s 248, Holden’s 48-215, Ford’s GT40, Aston Martin’s DB5 and Jaguar’s evergreen E-Type. Enzo Ferrari called the E-Type “the most beautiful car ever made.” Controversial due to its phallic styling, especially when painted red, its immensely long bonnet in comparison to its compact cabin gives it proportions at odds to its handling. A svelte, curvaceous car, it’s still regarded as outstandingly beautiful over fifty years later. Spread over three distinct series, the Series 1 was released, initially intended as an export market item only, in March of 1961. Early models came fitted with Jag’s stalwart 3.8L six cylinder, fitted with the beautiful triple SU carbies, pumping 198kW and 325 Nm of torque. Towards the end of 1964, just as The Beatles really began their climb to stardom, the 3.8L was ditched and replaced with the torquier 4.2L, up to 384Nm. Chrome bumper strips, a small air intake, glass covered headlights and centrally mounted exhaust tips give it away externally, whilst the interior looked almost the same between the two. Another external ID was the difference in badging with the 3.8L showing simply “Jaguar” whereas the 4.2L had “Jaguar 4.2 Litre E-Type”. Tyres were laughably skinny by today’s standard, finishing off with high profile 185 rubber on 15 inch wire 
wheels. A 2+2 version was also made available in 1966, being slightly longer and with a different roofline as well. Underneath at the rear was Jaguar’s now famed independent rear suspension. Production of the S1 concluded in 1968
The series 2 was released with open headlights, larger and relocated indicators, a larger “mouth” and electric fans fitted to the radiator. Different seats were fitted, in a different style to the originals which some Jaguarphiles claimed didn’t suit even though they are said to be more comfortable. Aircon and power steering were made available as options. Finishing up in 1971 there were nearly nineteen thousand made: Series 2 production numbers: fixed head coupe saw 4855, convertibles 8628 and the 2+2 had 5326.
The series 3 ran through to 1975; of major note was the addition of the wonderfully smooth 5.3L V12. The fixed head coupe was discontinued, the 2+2 and convertible came only with the V12 (proudly identified by the badging). Another visual ID was the change to a slatted grille, wider wheel arches and massive blocks of rubber on the bumpers for the American market. Just short of eight thousand convertibles were made and an almost even amount of 2+2s.
Revered, respected and renowned world wide, the Jaguar E-Type is truly a classic car.
Passion for the Prancing Horse: Ferrari Racing Days.
Scuderia Ferrari, that’s what the letters SF stand for on the emblem for perhaps the most passion inspiring brand ever. Ferrari. Sydney Motorsport Park hosted the first ever Ferrari Racing Days weekend in Australia; covering April 11 to 13 which was an ideal opportunity to showcase the brand and, as it happened, the circuit.
Essentially, the FRD weekend was to show off the brand, by virtue of building a mini showroom, exhibiting some classic cars, running a few F1 cars covering some thirty years of Ferrari F1 history and inviting some privileged owners to drive their cars on the circuit. But the sheer exposure of the black horse on a yellow shield locally and, more importantly, internationally by having a round of the Ferrari 458 Speciale Pirelli Trofeo Challenge which included drivers from Indonesia, South Korea, Japan, Australia and the USA is priceless. Two races, over two days, plus twenty odd pilots seeing a circuit they’ve never driven on and being able to take that experience back to their home cities. An added attraction was the parade of cars, on Sydney’s freeway system, from the city to the circuit, of approximately 150 cars. Infrastructure was a major part of the event; in the paddock there were two entrances joined by a red carpet, joining a children’s entertainment area that also had the genuine F1 car driven by Michael Schumacher. A showroom with five cars, some classic cars such as a F40, F50 and Enzo, development cars in the form of the FXX and 599XX plus some truly historic cars added to the spectacle. On track were examples of Ferrari history, from a 348 Testarossa to the new California and more.
A highlight of the weekend was former racer and current F1 test driver for Ferrari, Marc Gene’, running the 2009 F1 car as campaigned by Kimi Raikkonen. Also, for the first time at Sydney Motorsport Park, were more than one genuine F1 car, as opposed to the sungle RB7 Red Bull car run by Mark Webber and Daniel Ricciardo as part of the Top Gear Festival. The combination of V8, turbo, V10 and V12 cars added an incredible sight and sound sensation, complete with Gene’ signing off with a crowd thrilling burnout.
Although the weather wasn’t the best, the attraction of the brand was such that over five thousand people came along to absorb the sights and sounds of the first Ferrari Racing Days at Sydney Motorsport Park.
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