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Private Fleet Car Review: 2019 Pajero Sport GLX
Once upon a time there was the Mitsubishi Triton. Then came the rise of the SUV. Enter, stage left, the Mitsubishi Challenger, a family wagon based on the Triton. Time passes, and now the Challenger is called the Pajero Sport. It’s still based on the Triton, and in GLX form it’s a basic yet comfortable machine. At the time of review it was priced in the mid $40K bracket driveaway.
Power is provided by a slightly agricultural sounding diesel with a 2.4L capacity packing 133kW and 430Nm. The useable driving rev range is from 1000 rpm to 2500 rpm and off throttle it’s quiet enough. On throttle and it evokes the diesel rattle of the 1980s. The eight speed auto that’s standard across the range is slick enough however did exhibit some thumps and a jolt, a mild one yes, but a jolt when shifting between Park, Drive, Reverse. It’s not a deal breaker as it’s otherwise a good performer. There’s typical turbo lag, though, from standstill, and perhaps just a little too much of it. Packing 430Nm it’s a little less than others but it’s not all that obvious though. Punch it at highway revs and there’s plenty of torque through the auto to get the Pajero Sport up and hustling. From a standstill, and once the turbo has overcome the lag, it’ll launch well enough in 2WD, and just a little more so in 4WD high range.
Mitsubishi has a great economy system. There’s the mandated urban, highway, and combined figures that the government has for all cars, but Mitsubishi is one of a very small number that shows the change of economy depending on how the car is driven, on the fly. Around town the Pajero Sport GLX hovered between ten and eleven litres per one hundred kilometres, but move to the freeway and you can see the economy rate improving, to a final figure of 7.9L/100km. The dash binnacle has a colour LCD screen with a five leaf logo, and it’s here that the driver’s indication of how “eco” they are is on display.
The Pajero Sport is a big machine. In GLX form there’s plenty of rear room. Why? It’s a five seater. What this means is that you could fold up a small apartment block, whack it into the cargo area, and still have space for a Great Dane. And an elephant. There’s no skimping on head, leg, and shoulder room either, even with high set seats. Being Triton based does mean it’s a little on the thin side compared to its opposition but there’s ample space for two in the rear seat. The cloth seats are covered in a pleasant weave, are well padded, however there’s a “something” in the right side of the driver’s squab that continually pushed into the thigh when disembarking. It’s also only a manually adjustable seat, meaning that it’s fiddly to get just the right spot.
It’s a simple layout for the GLX. No dual zone aircon, an uncluttered look inside, muted shades of black and grey, and a cleanly laid out seven inch touchscreen but the menu system isn’t intuitive for someone that may not be tech-savvy. Apple and Android compatibility is here, naturally, and needed as there isn’t onboard satnav. Surprisingly, also here is DAB or digital audio. It’s a pity that the sound quality was flat and compressed, even after adjusting the sound parameters. Other switch gear is generic Mitsubishi but they’ve managed to have a better look and feel than some competitors in the same market. Being the entry level means there’s spots in the dash that in higher grades have buttons, and although it’s a cost effective measure it looks a bit second rate.
Nowadays the call is for USB and 12V sockets to be more available and the Pajero Sport GLX delivers here with four USBs spread between front and rear seat passengers, a 12V in the front, rear, and in the cargo section, and there’s even a three pin plug hidden away in the interior. Red back-lighting is in the tabs and buttons and it looks fab but the icons and fonts being lit tend towards the harder to read side of things. And being entry level it dips out on items like auto headlights, rain sensing wipers, and perhaps a luxury touch by no powered tail gate.
It’s a well mannered beast on tarmac, but there’s an odd feeling to the steering rack. Imagine, if you will, a thick rod of lightly pliable rubber. Place either end in the hands and twist, feeling the resistance build. That’s effectively how the steering feels. There’s a full ninety degrees of turn required before there’s a semblance of directional change, meaning there’s some forward planning required for moving left or right. Forward planning is also required for the brakes. There little feel and bite for the stoppers.
The Pajero Sport comes with the Terrain Select four wheel drive system. One can dial up two wheel or four wheel drive in high range, or low range with Mud, Gravel, Snow, for some decent dirty excursioning. The Blue Mountains are blessed with numerous tracks suitable for trialing a four wheel drive car, and the Pajero Sport didn’t disappoint. High range modes are swappable up to one hundred kilometres per hour but that’s not recommended at those velocities. The car must be at standstill and in Neutral for the low range options. There are also driving aids for off road work such as Hill Descent Control. This applies the brakes judiciously and for the most part is more than adequate.
The GLX’s suspension tune is a compromise, by the car’s user nature, with a hard, quick reacting, feel on tarmac, but a slow and easy slide off road. Driven at velocities of no more than forty kph the ride soaks up the natural irregular surfaces without excessive transmission of those to the cabin. Hit the light reflectors on the highway at the posted speed and that change to bang bang bang is immediately noticeable.
Although there’s a ride clearance of 218 mm the Pajero Sport feels like it could do with another ten to twenty. There’s ample approach, departure, wading, and break-over angles (30 degrees, 24 degrees, 700mm, and 23 degrees), and they’re of a level that would be barely explored by the vast majority of buyers. For those that do want to go hard, perhaps a different tyre to the Bridgestone Dueler 265/60/18s fitted may be an option, as they did slip a few times in some sections of the off-road track.
Although it’s the bottom of the ladder version there’s still enough mandated safety features to please. Forward Collision Alert is here and it’s a mite sensitive in certain situations, throwing up a false positive and startling the driver. Reverse Camera and guidance is standard, as are parking sensors front and rear. Airbags all around plus the normal traction control features round out the safety package.
There’s a limited colour choice for the Pajero Sport, with just four available. The test car was in a colour called Terra Rossa, with metallic paint a $590 option. Warranty is fives years or 100, 000 kilometres. Roadside assist is free for the first twelve months and Mitsubishi offers three years of capped-price servicing at a total cost of $1425 on a 12-month/15,000km schedule.
At The End Of The Drive.
The Pajero Sport suffers from an insidious disease called invisibility. With the advent of SUVs such as Hyundai’s Santa Fe and Tucson, Kia’s Sorento and Sportage, and the like, the need for a high riding, multiple passenger carrying, vehicle based on a four door ute, is declining.
Bespoke designs such as Mitsubishi’s own ASX and Outlander are seen as the preferred alternative by people whose camping lifestyle is sparkling wine and portable gas barbies, not beer cooled in a stream and snaggers cooked over an open fire. But its boofy ute based nature will suit the latter, and for that we remain thankful that cars like the Mitsubishi Pajero Sport GLX remain available.
Private Fleet Car Review: 2019 Kia Stinger GT V6
Kia is a brand on the move and stamping itself as one to watch, especially with its big, rear wheel drive, Stinger. The 2019 Kia Stinger GT is the third Stinger we’ve driven, and the second V6. It remains an intoxicating mix of technology, comfort, driveability, and sheer exhilaration.
Although not quite Euro quality inside, it’s also not far from it. There’s plenty of room, plenty of technology and safety, but there’s also, still, a lingering disdain and suspicion of anything from Korea that isn’t a smartphone or TV. More’s the pity for those that choose to ignore it simply because of the three letters on the badge.
Kia have developed and delivered an absolute belter of a car. Start with an alloy block V6, strap on a pair of turbochargers, and an eight speed smart transmission. Add in electronics that adjust the suspension, steering, engine and gearbox mapping. That’s good for a peak power of 272kW, with torque up to 550Nm if you believe a dash display. Kia’s official figure is 510Nm between 1300 – 4500rpm. A folder and information selector on the not overly visually inspiring tiller will show fuel economy, drive modes, radio, a G-Force & torque usage. There is also a HUD, a Head Up Display, that needs a Holden like dial to more easily switch through the available information. It’s all very usable in this first iteration of the Stinger, it just needs tweaking and it’d be a fair bet the second Stinger will be just that little bit better inside.
Driver and passenger face a well thought out dash. It’s ergonomic, easy to read, but lacks a measure of class. There’s a drive mode dial in the centre console which offers Sport, Eco, Smart, Comfort, and it’s noticeable both physically and visually as it brings up a colour coded image on the large dash screen. What’s confusing is the counter-point of drive setting options available via the menu system. The dial can be set to Sport but then suspension, steering, and more can be selected to other than Sport. However, though, the font and layout of the options are again clean and simple to read.
Kia stay with simplicity by offering a rocker switch for the driver and passenger seat to both heat and vent the leather bound eight way adjustable pews. Yes, vent, an amazingly overlooked part of specification for Australia. There are two memory settings for the driver’s seat as well. Smartphone access is via USB, Bluetooth, Apple CarPlay, and Android Auto. A wireless charging pad is located next to a module housing a USB port and 12V port, plus a 3.5mm socket for external music playback should the Stinger GT be in a DAB blackspot. And as good as the sound is from the fifteen speaker Harman Kardon system, the tweeters are door, not A-pillar, mounted, meaning they’re firing into both nothing and the steering column.
It has a physically imposing presence, the Stinger, especially in the deep hued metallic red the test car comes clad in (Kia doesn’t list this as a dollars option). A long bonnet and coupe rear evoke cars such as E-Type, Rapide, and with styling cues taken from Maserati in the rear quarter it’s a handsome looking machine. There’s faux bonnet vents but genuine vents in the far quarters of the LED head and driving light equipped front. They flow through to distinctive outlets and a stylish scallop in the front doors. Although a fastback coupe in profile there’s no lack of rear headroom nor lack of cargo under the powered tailgate. The rear lights are LED and will flash, Euro Style, in an emergency stop situation. The GT sports LED puddle lamps and interior lighting is LED powered as well. Overall length is 4830mm, with a wheelbase of 2905mm. Cargo beneath the powered tailgate is rated as 405L which expands to 1114L with the broad rear seats folded.
Safety is a priority with the Stinger. Along with fade free Brembo stoppers, there’s a 360 degree (selectable view) camera system, Autonomous Emergency Braking and Forward Collision Warning with Adaptive Cruise Control. Lane Keep Assist and Rear Cross Traffic Alert go hand in hand, and there’s Blind Spot Detection, a surprisingly handy feature that many drivers need. Pedestrian safety comes in the form of Active Hood Lift System, designed to move upward should the car’s sensors detect a forward impact with something not of a car’s mass. The driver has a kneebag along with front and curtain ‘bags as well.
The colour palette has two exclusively for the GT, being Aurora Black and Snow White Pearl, colours seen on the Sorento and Cerato reviewed recently. There are also Silky Silver, Ceramic Grey, Deep Chroma Blue, Panthera Metal and Hichroma Red as seen on the test car. It’s an immaculate colour, and one that caught many, many, eyes. Inside the triple turbine design air vents catch the eye in a soft touch material surrounding and sit just below the eight inch touchscreen that’s fitted with SUNA satnav.
But it’s the driving ability of the V6 Stinger that wins hearts and minds here. There’s an optionable ($2300) bi-modal exhaust mode that adds extra aural excitement from start-up. The push button Start/Stop is hidden behind the tiller’s left spoke. Punch that and there’s a whirr momentarily before the V6 fires up. There’s a “woofle” from the exhaust before the engine settles into a warm-up cycle. The gear selector is a rocker style, not a linear Park through to Drive. Park itself is a push button just north of the selector.The eight speed gearbox is better when it’s warmed up; from a cold start there’s some indecision, some stuttering, but once warmed up, and recommended when wishing to use the Launch Control function, it’s slick, smooth, and sporty. Paddle shifts become largely superfluous once it’s settled, and combined with the mighty punch of the twin turbo power-plant, it can become an intimidating machine. Launch Control is on board and is a hidden procedure involving a drive mode, and traction control.
The Stinger dawdles along in relative peace and quiet around town and cuts under the official urban consumption figure from 14.1L/100km down to AWT’s urban figure of 10.1L/100km from the 60L tank. But make full use of the 510 torques and horizons become blurred and closer quickly, eyeballs meet the back of the head, and inane grins cover faces. Mid-range acceleration has the driver reaching for a thesaurus and looking for words that mean stupendous. There really is a shove back into the seats when the loud pedal is punched hard, and there’s a slight squirm and squiggle from the rear. There’s a similar experience when the dial is switched to sports mode and from a standing start a seat of the pants count says something around the five second mark to reach freeway velocities.
The steering rack is quick, with fingertip sensitive response from the electrically assisted variable ratio setup. Even with the big 225/40/19 rubber up front (255/35/19 rears) there’s plenty of feedback, a lack of numbness in the rack itself, and a fluid, nimble, chassis. Driven through a valley in the lower Blue Mountains with some turns marked at 15km/h, the Stinger showcases its chassis dynamics here with aplomb. However, there is a niggle, and one shared with the smaller sibling, Cerato. Drive through a sweeping curve that has the metal expansion sections at a radiating ninety degrees from the inside to the outside, and the rear end of both cars would skip. This indicates that the lateral stability isn’t being damped down, and these are at velocities of 80 km/h.
The adjustable suspension settings, which are accessible via the touchscreen, take a few moments to adjust, and it’s noticeable in way the big 1780kg plus fuel and passengers machine rides. The Comfort setting flattens irregularities, where the Sport feeds more of these through without excessive comfort loss. The steering itself has different modes and it’s fair to say the differences aren’t so noticeable. Either way, however, the Stinger is a gentle giant when driven without accessing the turbo-fed dragon lurking under the long alloy bonnet.
At The End Of The Drive.
The 2019 Kia Stinger GT is a front drive, rear wheel driven, big machine. Released into the Australian market just months after Holden and Toyota had shut the doors on making cars here, the Stinger was greeted with a mix of critical acclaim and disdain. The disdain comes mainly from those that have a “thing” about Korean cars being any good. It’s fair to say that the overwhelming majority of those would be people with a phone or TV from Korea and wouldn’t be seen dead in a Korean built vehicle. More fool them.
PF and others love the Kia Stinger, that’s obvious from the reviews world wide and as a first up model, it’s a pearler, a belter. Improvements will come, in key, and not so key, areas. For now, the Kia Stinger V6 twin-turbo GT is on the “when the lotto numbers happen” list.
Lamborghini Aventador SVJ Unveiled At "The Quail".
There are car shows and there are car shows. And then there is “The Quail – A Motorsports Gathering“, possibly the world’s premium display of new and classic automobiles. Held as part of the Monterey Car Week in California, where brands use the event to showcase the latest in development, Lamborghini has this year done so to showcase the latest in the Aventador family. Labelled the SVJ, which comes from Superveloce and Jota, it’s already conquered the Nürburgring-Nordschleife with a time of 6:44.97 for the 20.4 kilometre circuit. Fast is the word, as in get in fast, as Lamborghini will limit production to just 900 units worldwide.
Even more limited is the SVJ63. Built to commemorate the year of 1963, the year Lamborghini was founded, just 63 will be made. Featuring an extensive use of carbon fibre, the SVJ63 also has added aerodynamic bodywork to take advantage of the updated 770hp V12. Here’s what will be available.
Drive: all wheel drive and all wheel steering.
Speed: 0-100 km/h 2.8 seconds. Top speed over 350 km/h.
Power: 770hp/566kW, 8500rpm.
Torque: 720Nm, 6750rpm.
Transmission: seven speed auto.
Body: a wider front bumper, integrated side fins, new air intake, and ALA, Lamborghini’s Aerodinamica Lamborghini Attiva, their active aero package. The front splitter has been visually disconnected from the body, providing a floating look to the part. A scallop in the bonnet aids in airflow re-direction, improving both drag and downforce. The rear wing with new winglets, valance, and larger side air intakes combine with a redesigned under-tray to provide, along with resculpted roof panels, a 70% better contribution to the overall change in downforce.
Extra bodywork: a redesigned engine cover with a Y motif is manufactured from carbon fibre and can be removed easily thanks to motorsport style quick release clips.
Wheels:‘Nireo’ superlightweight alloy with optional ‘Leirion’ aluminum rims with ‘Y’ and hexagonal details will be available.
Active assistance: ALA is now version 2.0, which incorporates the bodywork changes and updated software to take into consideration the extra driving ability. Flaps and vents in the bodywork are moved via the ALA programming, with “On” opening the front flaps, reducing air pressure, and directing airflow underneath the SVJ. “Off” closes flaps at the rear and allows the massive erar wing to do its job unassisted. There’s also directional channels in the wing’s horizontal surface to assist in high speed cornering.
Lamborghini Dinamica Veicolo Attiva 2.0 (LDVA 2.0) activates in under a half second with input from external sensors. This includes activating the ALA system in the wing depending on the direction of a turn, increasing downforce and traction on the inside wheel. This has the added effect of reducing load transfer.
Engineering Tech: new titanium intake valves and the cylinder head has been modified to assist the air flow coefficient. The suspension has better mechanical and aerodynamic grip, and a revamped stabiliser bar has an extra fifty percent stiffness compared to the SV Aventador. Lamborghini’s Magneto Rheological Suspension (LMS) has been recalibrated for better sensitivity and partners with the rear wheel steering for even more precise handling. The front end has been recalibrated as well, with more feedback and precision engineered in.
With the better overall chassis structure and handling, the drive train’s torque split system also needed work. There’s an extra 3% of the torque available now being sent to the rear end as a result. To take even more advantage of these, high spec Pirelli P Zero Corsa has been developed and fitted.
Deliveries are due to start in early 2019 with prices: Europe: EUR 349,116.00 (Taxes Excluded ), UK: GBP 291,667.00 (Taxes Excluded ), USA: USD 517,770.00 (GGT Included), China: RMB 7,559,285.00 (Taxes Included), Japan: YEN 51,548,373.00 (Taxes Excluded ).
Update: prices were released for Australia and New Zealand on August 31st, and they’re sure to raise eyebrows. AUD 949,640 (including taxes) + on road costs with New Zealand: NZD 818,864 (including taxes) + on road costs.
2019 Holden Colorado LTZ
Holden‘s Colorado is a solid competitor in the 2 and 4 wheel drive ute market, Up against the Ford Ranger, Toyota HiLux, and Nissan Navara it provides a worthy alternative, especially in the three key areas: payload, torque, and towing. We drive the four door 4WD capable LTZ and visit a hidden secret in the massive and beautiful Megalong Valley.
The Colorado has a 2.8L diesel engine. Badged Duramax it has a peak power output of 147kW at 3600rpm, but it’s the 500 torques from the twin cam four valve engine that’s the appeal.That’s an an eminently useable 2000rpm for the auto, with 440Nm available for the manual versions. Tank capacity is 76L and unfortunately it’s needed. The 5361mm long machine is no lightweight with a gross vehicle mass of 3150kg and a kerb weight of 2128kg with economy finishing on a surprisingly high 11.1L/100km.
Being a smallish diesel that 500Nm is pretty impressive. Consider the 3.2L diesel in Ford’s Ranger, that’s 470Nm and the same kilowattage. Nissan’s Navara produces 450Nm across the range of 1500-2500rpm. The smoothness of the drive-train is also impressive, with only a few hints of indecisiveness under way, and it holds gears on long downhill runs. It’s a reasonable puller on and off road, with tarmac drive manners subtle, restrained, and perhaps just a little slower than likeable off the line. Mid-range drive is understandably better and there’s a smooth progression though the gears, albeit with more noise up front than some others.
Take it off road, onto some unsettled and rutted limestone style tracks, with gravel and marble sized coverings such as that found on the entry road to the beautifully located Dryridge Estate. This is at the far southern end of the Megalong Valley road, a twenty or so minute drive from Blackheath in the western fringes of the Blue Mountains. It’s a surface that needs the Colorado in 4WD to alleviate a loose tail end as in 2WD a loss of traction was not uncommon. 4WD High Range solved that and instantly the confidence level of the LTZ Colorado improved. Blind, tight, turns in 2WD had the pucker factor dialed up, but in 4WD the grip level hauled the big machine around and with nary a hint of fuss. For low range work a centre console dial is all that is needed. As there’s a proper mechanical transfer case on board the Colorado must be stationary before engaging 4WD low range though.
The Colorado LTZ has the typical spongy ride of a 4WD capable ute, not least in part thanks to the big rubber underneath. Bridgestone and Holden have had a long relationship and the Dueler H/T 235/60/18 is no stranger to the brand. The relatively high sidewall and softish compound add extra bounce and also does aid absorption of some of the smaller ruts and ripples found on tarmac and these gravelly surfaces.
The steering ratio and the feel itself are better tuned than some others. Mitsubishi’s Pajero Sport stands out as one with a more rubber cord twisted feel left to right and back. The Colorado is more agile and nuanced in its feel. On the run down to Dryridge Estate the need for a tighter ratio and feedback is crucial. The road is shrouded in shadow for most of the day and some of those coat the more difficult to negotiate turns downhill. Here that response time and need to have a communicative steering is important and the Colorado LTZ delivers. On the gravel into Dryridge Estate the steering provided plenty of feedback too, with some of the ruts grabbing the front tyres and with the lack of freeplay the steering lets the driver know.
Sadly it’s inside where it doesn’t. It’s generic GM and it’s frankly boring. The switchgear, the texture to the plastics, the reflection of the upper dash into the windscreen, and the driver’s binnacle are all without appeal. A word in certain levels that suits is “meh”. The seats are covered in cloth and the weave is a dullish dark grey print. The steering wheel is slabby and isn’t helped by the muted tones of the rest of the interior trim. The dual zone climate control controls look the same as any in the GM family, but there are a couple of upsides. There’s Digital Audio Broadcast radio, otherwise known as DAB. The tuner in the LTZ performed well compared to others, with its sensitivity to the digital signal quite high. Sound quality was also good and the equalf of of some more expensive vehicles through the multi-speaker system. There’s also a plus for the amount of leg/head/shoulder room, app connectivity via Apple CarPlay and Android Auto, and the embedded apps too.
There’s a soft tonneau cover fitted to the test car, and it’s a simple hook and loop system to remove or fit. The tub itself is huge and at 1790mm long, 1122mm wide between the arches, it’ll be capable of holding enough cargo to suit many applications. Towing is also class leading at 3500kg. Colour range is reasonable with the test car clad in Absolute Red, with silver, black, blue, white, silver, and a brown called Auburn Brown available.
Safety isn’t overlooked and it’s a solid list from the Colorado LTZ. Forward Collision Alert, Lane Departure Warning, seven airbags including drivers knee kick it off. Tyre pressure monitoring is here as is the full traction control suite of electronic assistance programs plus front and rear park assist. Reverse camera at the rear and LED driving lights up front add to the safety factor. It’s family friendly with ISOFIX seat mounts too. Other family items such as a rear seat passenger friendly 12V socket, driver’s foot rest, and keyless remote start are welcome additions.
At The End Of The Drive.
At the time of writing Holden are offering a drive-away price of $49,990 for the Colorado LTZ. That’s for the manual version. It’s $51,990 for the auto version as tested. There’s also a five year and unlimited kilometre warranty to back that up. Five years worth of roadside assistance is included. The first seven services are set at a capped price. There’s some serious incentives to get into the Colorado range and the LTZ in particular. It’s a good enough drive, a tad thirstier than expected, and is seriously let down by the interior. Being a world car it has to appeal to many different markets and here is where Holden is up against getting the interior to look more appropriate for our tastes. Check it out for yourself by going to the Colorado info page
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