2021 Mitsubishi Pajero GLS: Private Fleet Car Review.

Long before there were SUVs or “jacked up” station wagons on 4 wheel drive chassis’, there was Land Cruiser, Land Rover, and Patrol. Then Mitsubishi Japan said “we like this party” and thus Pajero was born.Long gone are the hey-days of this once unstoppable giant. It now sits on the automotive porch, quietly sipping a mug of oil, watching the pretty young things swan by with their fancy electric drivetrains, or their barely bigger than their originator SUV bodies.

Pajero’s time in the sun is fast approaching the end, but one of the grand-daddies of four wheel drives still has a thing or two to tell and teach the youngsters.

With a starting price of just $51,490 drive-away in GL form, with the Exceed an extra $10,500, the GLS slots into the middle with its $58,490. Drive comes from a engine not unlike Lenny from “Of Mice and Men”, with its big 3.2L size lending itself to gentle, low revving, characteristics and delivering 441 torques at a barely stressed 2,000rpm. Towing is rated at 3,000 kilograms.Economy is perhaps the weak point thanks to its dinosaur-like five speed auto. We saw a best of 7.8L/100km, with a final average of 9.8L/100km. The official combined figure is 9.9L/100km for the 2,330 kilo (dry) Pajero…

It’s an engine that is old-school diesel in one context. It’s rattly, but not in a bone shaking sense. It’s a noisy diesel, but put that down to it stemming from a time when the creatures that now feed the engine walked the earth. Refinement and noise isolation weren’t part of the original design brief, low down, stump pulling torque was.

The five speed auto is also from a time long lost in the mist. Although relatively smooth in changes, there can be jerky movements and an occasional drive backlash depending on the throttle application. By missing out on two or three or even four ratios it comparison to more modern machinery marks it as out of date.

Outside and inside, the era that the Pajero in its current form stems from is also evident. A big, blocky, squared off profile, (4,900mm x 1,875mm x 1,900mm) with a large glass area, short overhangs (it is a proper off-road capable vehicle, remember) along with an interior look and feel that largely says, loudly, 1990s.A display interface that is in pixel form, for example, which shows barometer, height, fuel usage and more. Handy info, but built on a hand held gaming platform from the 1980s.

For the driver, nowhere to be seen is the now expected centre of dash display with a full colour LCD screen or a smallish tiller loaded with tabs to access it.Here is a simple box representing the Pajero with two or four engaged corners and its rear differential lock.

The dial displays are standard analogue with a gunmetal sheen which matches the airvent surrounds. In the centre console there are a pair of levers.

No dials, no rotating buttons or tabs, two levers to engage drive and to select which driven (two or four) wheels to roll upon.Techwise, it’s the 7.0 inch touchscreen that stands out, complete with Rockford Fosgate sound. It’s typical Mitsubishi in being able to be read easily thanks to a clean layout, simple font, and a welcome resistance to attracting fingerprints.

Aircon is familiar in having dials and as is the deal with Mitsubishi they are as simple to use as they come. That’s the same with the seats. Cloth centred, and leather bolstered, they suffice, feeling a little slabby yet don’t lack for comfort over a drive of an hour.That applies to the controls at the end of the centre console which the centre row passengers can access. That console has a double level storage locker with a pair of press levers.

Centre row seats are fixed in a fore and aft sense, and have levers to fold. The third row aren’t difficult to access but are weighty, making raising and lowering a chore. But when the second and third row are folded, there’s a capacious 1,789L of cargo space. Third row head room is good at 961mm but a bit cramped for legs at 615mm. Middle row passengers have 1,017mm and 907mm respectively. Driver and front pew passenger luxuriate in 1,056 and 1,049mm head and leg room.What isn’t a chore is driving this venerable lump. The throttle response is instant, and we mean instant. There are barely a couple of millimetres of pedal travel before the engine reacts, and the tacho flickers in response.

Acceleration is progressive and diesel linear. Thanks to that low rev point and the amount of torque on tap, getting going is as easy as drawing breath.

The suspension shows its age on tarmac, with a harder than expected ride. There is some compliance but little of it on bumps that need instant damping.Freeway driving brings out a sense of each corner doing its own thing but telling the other three what it is. This keeps the boxy body flat and level, unfussed and diplodocus like in its mannerisms.

The five cogs hold back the Pajero too, with rolling acceleration and overtaking moves leisurely propositions.It’s noticeably twitchy at times, with the steering geometry such that road joins and the like unsettle the steering, jolting the front end momentarily and the steering wheel jumps in the driver’s hands. Dynamically, it’s not the first word yet, for all that, it can be manhandled to something approaching….a lumbering dexterity.

Age spots here too, as the wheel is a larger style than seen in younger chariots. Lock to lock feels closer to four turns than three. 225/55/18 wheels and rubber provide plenty of footprint, don’t unduly tax the power-assisted steering with an 11.4 metre turning circle, and can be coaxed, on wet roads, to provide a little bit of traction loss.

Off-roading is, or was, one of the strengths of the Pajero lineage, and the four wheel drive system has passed through to the Triton and Triton-based Pajero Sport in a more refined, electronically activated, sense. The stubby front and rear offer a 36.6 degree approach and 25.0 degree departure angle.

Here it’s a stubby lever, with a push down and forward to move from two wheel drive to the three four wheel drive modes. There’s plenty of grip, thanks to both the gearing and the torque, and partly why the Pajero, dinosaur it may be, has plenty to offer to drivers, older and younger.Where new drivers can learn how to drive safely is by driving a vehicle not loaded up with all of the latest must-haves. The onus them comes back to the organic component of the car. There is no Autonomous Emergency Braking, no Rear Cross Traffic, no Blind Spot Alert, no Vehicle Ahead has Moved, no Traffic Sign Recognition. Everything the Pajero GLS needs to do to be safe on the roads is left up to the person between the tiller and the seat.

Warranty is five years or 100,000 kilometres. Depending on where the services have been conducted, there may be a ten year or 200,000 kilometre warranty available.

At The End Of the Drive. in comparison to the Land Cruiser and Patrol, neither a spring chicken themselves, the Pajero GLS nevertheless delivers upon a promise. That promise is deliver the basics without fuss, without glitz, glamour, and show-ponying. It’s old, tired, the automotive equivalent of yelling at a Kona or T-Roc: “get off my driveway” but it still commands respect.

It’s not quick, it’s not agile, but it doesn’t need to be. It’s got grunt and this makes it docile to drive. Like a tiring ankylosaurus, there are still a few swings of its tail-punches left, but the opposition is waiting for the fall. Mitsubishi have confirmed that production comes to an end this year, after nearly four decades and 3.3 million sales. In 2020 build guise, the Pajero GLS is a dinosaur that still lives. Marvel and enjoy it for what it is and represents.

Korean Teasers: Kia EV6 And Hyundai Kona N

Kia Corporation has revealed the first official images of the EV6 – its first dedicated battery electric vehicle (BEV) built on the company’s new EV platform (Electric-Global Modular Platform or E-GMP). EV6 is also the first of Kia’s next-generation BEVs to be developed under a new design philosophy that embodies Kia’s shifting focus towards electrification.“EV6 is the embodiment of both our brand purpose, ‘Movement that inspires’, and our new design philosophy. It has been designed to inspire every journey by offering an instinctive and natural experience that improves the daily lives of our customers and provide user ownership that is simple, intuitive and integrated,” said Karim Habib, Senior Vice President and Head of Kia Global Design Center. “Our aim is to design the physical experience of our brand and to create bold, original and inventive electric vehicles.”As part of the company’s brand transition, Kia’s new dedicated battery electric vehicles will be named according to a new naming strategy. The new approach brings simplicity and consistency to Kia’s EV nomenclature across all global markets.All of Kia’s new dedicated BEVs will start with the prefix ‘EV’ which makes it easy for consumers to understand which of Kia’s products are fully electric. This is followed by a number which corresponds to the car’s position in the line-up.

Designed and engineered to embody Kia’s new brand slogan, ‘Movement that inspires’, EV6 will make its world premiere during the first quarter of 2021.Hyundai Motor has revealed a glimpse of the all-new KONA N without its camouflage disguise. In a series of teaser images, fans and enthusiasts can enjoy a first look at the latest member of the brand’s high-performance N range.

The all-new KONA N will be the latest addition to the Hyundai N brand line-up, and the first N model with an SUV body type.As the first images reveal, the ‘hot SUV’ boasts a sporty appearance, further emphasised by its wide, low stance. For the very first time, the Hyundai N division and Hyundai Design Centre worked together to develop on an SUV body type, creating a product that clearly represents a powerful presence and driving fun. The all-new KONA N combines the modern design of the recently launched new KONA with the bold and dynamic language of the company’s N models.The front view is dominated by large, sporty and iconic air intakes, and the new light signature gives Hyundai’s latest high-performance model an aggressive, powerful appearance. The lower grille defines the character of the bumper fascia: its shape is inspired by an aeronautic fuselage and extends to the side of the car, emphasising its aerodynamic efficiency and speed. An N logo on the unique upper grille completes the look.

At the rear, a large double-wing roof spoiler for enhanced downforce gives spice to the rear view. It also incorporates a third, triangular brake light, as is customary with N models.Large N dual exhaust mufflers fully express the model’s high-performance spirit. Lower down on the rear bumper, a large diffuser enhances the airflow departure. The sporty appearance is further emphasised through body-coloured fenders, bringing KONA N visually closer to the ground.

The all-new KONA N is equipped with the eye-catching features reserved for N models, such as exclusive alloy wheels and red accents that embellish the side sills. (Information supplied courtesy of Kia and Hyundai.)

2021 Toyota Yaris Cross GXL 2WD Hybrid: Private Fleet Car Review.

Toyota started the SUV phenomenon with the original RAV4. Surprisingly, it’s a bit late to a party it helped plan, with the city SUV Yaris Cross coming after other brands have released similar vehicles. There’s a three model range with GX, GXL, and Urban, and a 2WD, 2WD Hybrid, and AWD Hybrid, the same as found in the newest RAV4. Each have a 3 cylinder, 1.5L petrol engine, the same as now found in the Yaris hatches.Pricing for the GX starts from $30,447 in Ink Black, 2WD and non-hybrid, with metallics, including the Mineral Blue found on the review vehicle, to $30,962. The pricing matrix can be slightly confusing so follow this link to find a price for your location and specification. Our Mineral Blue GXL Hybrid 2WD starts from $36,168 drive-away for our location.

The important parts of the Yaris Cross are the engine package and the size of the body. On the first point, we’ll admit to being somewhat baffled by the numbers. In non-hybrid trim, the 1.5L triple cylinder is rated, says Toyota, at 88kW and 145Nm. The hybrid package is 85kW and 120Nm……Economy isn’t hugely different at 5.4L/100km to 3.8L/100km on the combined cycle, with 91RON and a tank of 42L or 36L in the Hybrid. Transmission is a CVT with ten preprogrammed ratios and includes a mechanical first gear for better off the line acceleration. The AWD version has a separate rear axle electric motor and can take up to 60% of the torque when the drive sensors says so.Sizewise, the Yaris Cross sits on a 2,560mm wheelbase, with a total length of 4,180mm. There’s a height of 1,590mm, and width of 1,765mm. In comparison the Hyundai Kona in 2020 spec is 4,205mm and 1,550mm long and high on a 2,600mm wheelbase. Wheels for the GX and GXL are 16 inch diameter alloys, with rubber at 205/65 and from Bridgestone’s Turanza range.

That SUV body gives it an extra 30mm ground clearance than its hatchback sibling and stands taller by 90mm, spreads wider by 20mm and is longer by 240mm..

In profile, the Yaris Cross bears an unsurprisingly striking resemblance to bigger sibling RAV4, complete with bulldog blunt nose, a kicked up rear, and steeply angled tailgate line. The cargo door opens to a 390L space (314L in Urban) which houses a spacesaver spare. The Urban gets the goo kit.

The front is perhaps the blandest part of the Yaris Cross, and one of the blandest seen on a car in recent times. It looks nothing like the standard Yaris hatch nor the GR versions; they, at least, still have a family resemblance. Here we see a pair of intakes split by a body coloured strip, a pair of vertical LED strips, and darkened headlight covers. Body moldings for the wheel arches are joined by a thick slab on the sills which has the car’s name embossed in.Inside it’s not quite as bland. The dash is the same as the hatch, with a pair of smaller dials set ahead of an information screen. The left dial shows the energy status of the drive on the go, from charge to Eco, to Power. Speed and fuel tank info are on the right. The centre screen shows battery and drive flow information, audio, economy (3.9L/100km) was our final average). satnav and DAB are included in the main 7.0 inch touchscreen.In the console are the switches for the drive modes (Normal, Eco, Sport), traction control, and EV mode. As is the norm for Toyota, the petrol engine kicks in on anything other than a light throttle. The drive selector has a B for Brake, which harvests energy from the braking. There is only one USB port and no offering of a wireless charge pad. Plastics are of an average look and the steering wheel insert was slightly loose and squeaky.

Rear seat leg room is tight, quite tight. Adults would struggle to be comfortable and lanky teenagers don’t quite fit. A centre portion of the 60% part of the 60/40 seats has a pair of cupholders and that’s as much in the way of extra convenience items the rear seat passengers in the GXL will have. Having said that, the actual comfort level of sitting in the cloth covered seats is good, with plenty of support and the fronts eats have good lumbar support too.As a driving package the Yaris Cross demonstrates that even Toyota can get it wrong. The driveline exhibits the same bang and shunt as experienced in the Yaris ZR Hybrid as the throttle is applied or lifted. At times, in opposition, it’s smooth and seamless as the petrol engine kicks in and out, and noticable more on light throttle applications.. The 1.5L is raucous at times, and the insulation under the bonnet is thin, allowing plenty of noise through. Toyota have also located the bonnet strut directly above the engine. The doors aren’t well insulated either, which means external noises filter through easily, and the lack is noticeable when closing the doors. There’s a tinny “thunk”, not a satisfyingly weighted thump.

Steering is light, and the chassis is easily upset over bumps, but minimally changes the direction of the nose. It’s twitchy at times, and light cross winds had the Yaris Cross move around. It’s less composed than expected, all around, with an unsettled ride more often than not the sensation, rather than a well mannered experience. In small spaces, such as roads for a three point turn, underground carparks in shopping centres, and general daily driving, the fidgety handling becomes a benefit, as the short body and the light steering make moving the Yaris Cross around in these environments easy. On both sides of the drive, the Bridgestone rubber squealed…The same applies to the drive; it’s by no means a rocketship, even allowing for the CVT and the battery. Sink the slipper and the 1.5L yells its three cylinder noise, the CVT sees the rev count climb, and forward pace is …leisurely. It’s been timed elsewhere as something around the 11 to 12 second mark to reach 100kph. Again, the Yaris Cross points towards being better suited for the urban environment rather than the outer ‘burbs.

There is a good safety package as standard across the range. A pedestrian and cyclist calibrated anti-collision system is standard, as is Lane Trace Assist, Intersection Turn Assistance, and Traffic Sign recognition for speed signs. The GX misses out on Blind Spot Monitor and Rear Cross Traffic Alert. There are eight airbags, including two between the front passengers and, in a first for Toyota in Australia, an SOS function which can call an emergency centre at the press of a button or automatically in the event of airbag deployment.Warranty is a five year/unlimited kilometre mix, with servicing capped at $205 for a cycle of 15,000 kilometres. Battery warranty is ten years.

At The End Of The Drive.
City SUVs appear to be “the next big thing” in a crowded marketplace and although Toyota hasn’t lead the charge in this segment, it lobs a solid, if uninspiring, entry. It’s clearly marketed (and engineered, we think too) at a couple with no or one small child, making it an ideal second car too. The ride quality deters from really exploring its envelope as it’s dynamically off-par. But punt it at city velocities and it’s at home.

But, and yes, there has to be another but, it’s the price. Consider the Mazda CX-3 which ranges from $22,710 to $38,450, Ford’s new Puma ($29,990 to $35,540), Subaru’s XV, ($29,240 – $35,580), and the VW T-Cross ($27,990 – $30,990). Hybrid tech does factor but for some the drive quality will turn them away.

Ford Transit 12 Seater Bus: An Icon Returns.

Ford Australia has added the 12-seater Ford Transit Bus to the popular Transit line-up. The 410L RWD 12 Seat Bus comes with a 2.0.L EcoBlue diesel with 125kW of power and 390Nm of torque from 1,600-2,300 rpm, driving a ten speed auto and starts from $63,690 (Manufacturer’s Recommended List Price). Options include High Roof with Overhead Stowage Shelves is $2,500, Prestige Paint is $650 and Satellite Navigation with TMC & Enhanced Voice Control is $600.The engine is EURO 6.2 compliant and standard across the range. It features high-pressure direct fuel injection, an advanced aluminium cylinder head, a high-performance variable geometry turbo plus auto stop-start for maximum fuel efficiency and lower running costs. Service intervals are 30,000km or 12 months.

The Ford Transit Bus along with all Transit vehicles, comes with AEB with Pedestrian Detection as standard. There is also Adaptive Cruise Control, Blind Spot Information System (BLIS) with Rear-Cross Traffic Alert, Lane Keeping Aid and Lane Departure Warning with Driver Alert, plus Traffic Sign Recognition. There is also Automatic High-beam, Automatic headlamps, Automatic front windscreen wipers and a heated windscreen. Front and rear park sensors and a rear camera round out the safety package.

A programmable MyKey and FordPass Connect provide a range of services, along with smartphone access, including remote start and stop, allowing drivers to start their vehicle’s engine with a tap of their smartphone in order to heat or cool the cabin before driving. Info and technology are accessed via the 8.0 inch touchscreen which operates Ford’s latest SYNC 3 infotainment system with Apple and Android apps as standard and optional voice activated satnav. It also gives access to FordPass Connect, which offers convenient ‘connected car’ technology, pairing with the available FordPass App to simplify customers’ ownership experience and unlock a range of new services including Remote Start and Stop, Remote Lock and Unlock, Live Traffic Updates, Location Services, Vehicle Status and Health Alerts.

Access to the interior for the nine passenger capacity Transit Bus is via a powered left side door. It’s key fob operated or via a dashboard switch. Opt for the high roof version and there is extra storage and LED lighting.

Andrew Birkic, President and CEO, Ford Australia and New Zealand, says: “We know our customers have always loved the Transit Bus, but there’s been a strong demand for it to come with an automatic transmission. We can now deliver on that wish and help groups of Aussies travel in comfort and style, whether that be sports teams off to their big game, a shuttle to the airport, or colleagues heading to a conference.”

Along with the five-year, unlimited kilometre full factory warranty, the Transit Bus is eligible for the Ford Service Benefits program at participating Ford dealerships, which means for items listed in an A or B standard logbook service for the first 4 years or up to 120,000km, whichever comes first, the most you will pay is $399 (incl GST).

Further adding to the ownership experience, Ford Service Benefits also bring Transit Bus owners Auto Club Membership including Roadside Assistance as well as a Service Loan Car and sat-nav mapping updates where available.