AWD
Kleva Kluger Is A Hefty Hybrid.
Toyota’s near twenty year old Kluger nameplate is joining the Toyota family of Hybrids. The big petrol powered machine, which has never had a diesel option, weighs in at a hefty two thousand kilos (dry) in its forthcoming Hybrid form. It will become the eighth Hybrid for the Japanese company.
The Kluger will come in 2WD or AWD petrol, or AWD Hybrid, and the Hybrid has the Toyota 2.5L petrol, whilst the Kluger stays with the familiar 3.5L V6 capacity in a new engine block. There willbe three trims levels, with the GX 2WD petrol starting from $47,650, the GXL 2WD petrol from $56,850, and Grande 2WD petrol from $68,900. Move to AWD and pricing runs at: GX AWD petrol from $51,650,
GXL AWD petrol from $60,850, and Grande AWD petrol from $72,900. The Hybrid range starts from $54,150 for the GX AWD hybrid, $63,350 for the GXL AWD hybrid, and $75,400 for the Grande AWD hybrid. Premium paint is a $675 option, with the Grande offering a rear seat entertainment system at $1,500.
Sean Hanley, the Toyota Australia Vice President Sales and Marketing, said the addition of a hybrid option to one of Australia’s favourite family SUVs demonstrated Toyota’s commitment to driving sustainability forward. “The popularity of SUVs continues to grow and the new Kluger hybrid models mean that families can have all the space, comfort, refinement and versatility of a large SUV with a low environmental impact. In addition to that, the stylish new look, improved safety and high level of advanced technology makes the Kluger the perfect SUV for the modern family.
Power comes from the 2.5L four and a pair of electric motors up front, backed by a single rear mounted engine. Toyota says the Hybrid’s combined power is 184kW, with the petrol engine contributing 142kW itself. Torque isn’t quoted for the Hybrid, however 242Nm is the 2.5L petrol engine’s figure and emissions of 128g/km. Jump to the 3.5L and 218kW is backed by 350Nm with drive being passed through a new eight speed auto.
The Hybrid has an electronic continuously variable transmission (e-CVT). The e-Four AWD system allows up to 100 per cent of drive to be sent through the front wheels or up to 80 per cent through the rear, depending on the conditions being driven in. This Dynamic Torque Control AWD system, which effectively disconnects the rear diff when AWD isn’t required, will be available in the GX and GXL. The Grande also receives a torque vectoring system, splitting torque to left or right as required. There will be three driving modes too, with Eco, Normal, and Sport offering a breadth of choice. Also included in the AWD models is a terrain adjustable program for Rock and Dirt, Mud and Sand soft-roading.
Underneath the wheelhouse, the new Kluger is built on an updated chassis, called Toyota New Global Architecture or TNGA platform. The wheelbase is increased by 60mm longer wheelbase as is the overall length. It’s also somewhat broader than the current 2021 model for more interior room and stability on road. The suspension has been redesigned with multilink front and rear setups, with better overall ride quality, better handling, and better behaviour under braking conditions. Bigger discs at 340mm front and 338mm add their presence.
An exterior revamp sees a lessening of the heavily squared-jaw look, with slim LED headlights and taillights, with the front fenders rolling inwards slightly at the top for a visual weight reduction. There is a new line for the rear wheel arches, with a sinuous curve rolling up from the doors that reminds of the current IndyCar rear structure. Wheels themselves will be 18 inch alloys on the GX and GXL, and bespoke Chromtec 20 inch alloys for the Grande.
The increase in space means increased comfort and Toyota adds in sliding and 60/40 split centre row seats, with the seven seater having 60/40 split fold also. Trim material finish has gone up a grade with soft touch dash materials, a higher quality cloth trim in the GX, and faux leather for the GXL. That grade also has gained heated front pews. GX and GXL have an 8.0 inch touchscreen, Android and Apple compatibility with DAB and Bluetooth, plus satnav for the GXL along with tri-zone climate control. Grande adds in a sunroof, HUD, and an 11 speaker audio system from JBL.
GX has dual zone, auto headlights and rain-sensing wipers as standard. Five USB ports make for family friendly smart usage. The increased wheelbase adds up to increase the cargo and third row space as well. Also upped is safety, with Toyota’s Safety Sense gaining traffic sign recognition, intersection turn assist, and emergency steering assist across the three, backing up the already substantial safety package.
The current expected release date for Australia is June.
2021 Subaru XV S & Premium: Private Fleet Car Review.
Subaru in Australia positions itself as a niche player. That may well be the case but it also does the brand a disservice. For example, March of 2021 saw 4,212 Subarus sold, with over 10,700 on a year-to-date basis. That puts the brand, for the month and YTD, ahead of Volkswagen, Honda, BMW, and Mercedes-Benz, and just over 300 shy of Nissan. It’s one of the brand’s best set of sales numbers.
It’s an astounding result for the company here in Australia given the range is Outback, BRZ sports coupe, Forester, Impreza sedan and wagon, WRX, and Impreza wagon-based XV. There is no large SUV nor a two or four door, two or four wheel drive ute.
We were able to drive, back-to-back, two examples of the late-2020 updated XV. In honesty, the naming system needs work, with a base model simply called XV, then L and a hybrid, Premium, then S and a hybrid version. S and then Premium is what we were supplied with however it would make more sense to change S to Premium and vice-versa.
For 2021 there have been some minor changes to pricing. The base model starts from $29,690 (up $450), with the L from $31,990. That’s an increase of $380. The Premium jumps by a heft $1,170 to $34,590, with the S up by $760 to $37,290. The Hybrids, now a pair rather than a single offering are unchanged at 435,490 and $40,790. These are not inclusive of on-road costs.
Externally there are minimal sheetmetal differences between the two. The wheels themselves are different in design, plus have an inch of diameter in difference. The Premium has 17s, the S has 18s and a more striking design. The Premium sources rubber from Yokohama at 225/60, the S has Bridgestones at 225/55. A mid-life update in late 2020 saw minor tweaks to the front bumper and around the driving lights in the lower sections, plus a refresh of the grille.
The Premium now has folding wing mirrors and they’re heated as well. The S has self-leveling headlights and they are auto on, as are the wipers. Unfortunately the Premium and below don’t have auto on lights, a safety issue in our opinion.
There is an extensive colour palette too, including Lagoon Blue for the Hybrids. There is Crystal White, Dark Blue and Horizon Blue, Magnetite Grey and Crystal Black, along with Cool Grey, Ice Silver, Plasma Yellow and Pure Red.
On the road the pair have gained suspension updates too, with a change to the front providing a slightly more precise handling. The front has MacPherson struts & coil springs, with the rear having double wishbones. Although ostensibly there’s been no change to the rear it feels slightly softer and more compliant over the smaller ruts and bumps. It’s quick to damp out any intrusioons from the road however we did notice some bump steer and a slight skip sideways over road joins.
Drivewise the engine and transmission are unchanged, with the 2.0L flat four working quite handily with the CVT. It’s modestly powered at 115kW, with torque a handy 196Nm. The trick to extracting the best from the CVT is to not go heavy and hard from the start on the accelerator.A light but progressive press seems to extract the best overall acceleration, with a linear growth in speed, rather than the more traditional feel of slipping under pressure.
There is manual shifting available via paddle shifts, which can be quite handy in certain driving conditions such as uphill traffic, providing the driver with more overall control. Having said that, the CVT in both did display some of the traits they’re known for, with sensations of surging at low speed, but we also have to say that they weren’t as noisy as we’ve experienced.
The drive system now has the SI Drive, an electronic program that adds some sporting spice to the engine’s mapping and the the changes in the CVT’s seven preset ratios. The S mode sharpens the throttle response and the XV feels sprightlier, zippier, and makes for better highway manouvering. The steering itself has some weight to it, but not so that it’s fighting the AWD system. It’s quick in response, and is ratioed for a tight 10.8 metre turning circle. The AWD system is naturally well sorted with no noticeable pull from either end but the grip levels are noted when hunting corners at speed.
Economy on both finished smack on 7.0L/100km, equaling the quoted economy figure on the combined cycle. However, our figures were on a our traditional 70/30 urban to highway, with Subaru quoting 8.8L/100km for the urban cycle. It’s a reasonable highway cruiser, with the revs ticking over just below 2,000 at Australian limits. It’s quiet, too, with the engine only showcasing its metallic keen and the boxer warble from the exhaust when pressed.
Safety for the Premium sees the “Vision Assist” package added in, with the Blind Spot Monitor, Lane Change Assist, Rear Cross Traffic Alert, automatic braking in reverse if an object is sensed, and a front view monitor via a left wing mirror camera. The whole range has seven airbags including a kneebag. 
All but the entry level version have the Eyesight package which includes Adaptive Cruise, Brake Light Recognition which alerts the driver to say the vehicle ahead has moved on, Lane Departure Warning, and Lane Keep Assist. The latter is less aggressive in its workings than that found in the two Korean brands. Tyre Pressure Monitoring is standard, however, across all models.
The S ups the ante thanks to Subaru’s X-Mode, a preprogrammed soft-road mode for snow or mild off-roading. There’s a bit of extra “looxshoory” with memory seating for the driver, heating but no venting for the front seats, good looking stitching across the dash and binnacle, piano black gloss trim, and auto dipping wing mirrors.
The expected user controls such as Info on the lower left of the steering wheel remain, showing a multitude of options on the dashboard’s upper screen. The 6.3 inch main screen stays with its frustrating lack of information being fully displayed as in artist and song title, whilst otherwise remaining easy to read and use.
Premium has cloth covering in the centre of the seats and it’s a funky mix of bright yellow stitching contrasting with the light grey cloth and black leather. The interior door handles have a faux carbon-fibre inset, with the S having a higher quality sheen. The S also has alloy pedals and footrest. The rear seats have a fold-out centre section with two cupholders.Neither have a charge pad for smartphones nor a powered tailgate. There are 12V sockets up front but no rear seat ports. Cargo space is 310L with the rear seats up, 765L when they’re folded. The spare is a temporary or space saver. With the XV being the same body as the Impreza hatch, but raised in ride height, it makes for loading the cargo bay just that little bit easier thanks to less bending down.
There’s a five year and unlimited kilometre warranty on the XV range, with capped price servicing with prices available via your dealer. There is also 12 months complimentary roadside assistance, and three years satnav maps update.
At The End Of The Drive. It’s an axiom of driving a car that you’ll suddenly see “thousands” of the same car all of a sudden. That was so true during our fortnight with the S and Premium, with an XV seemingly on every corner.
There’s good reason for that; the Subaru XV is a willing performer, well priced, and not a bad drive once the vagaries of CVTs are understood. Economy is a plus too, so the hip pocket pain is minimised. Not unattractive to look at in the driveway is another plus, making the 2021 Subaru XV the smart choice.
With thanks to Subaru Australia.
2021 Hyundai Kona N-Line Premium: Private Fleet Car Review.
Early 2021 and a mild facelift has given the range fresh looks without diminishing its funky appeal. Hyundai also added the N-Line variants, the upper end and luxury trimmed versions.
The N-Line Premium review vehicle kindly supplied by Hyundai Australia is priced at around $46,340 on a drive-away price point. That’s a big ask for something that covers less real estate than a Corolla or i30, however there is plenty on board to balance the books.
Power is courtesy of the company’s familiar and proven 1.6L turbo four. 144kW and 265Nm of torque drive a seven speed dry dual-clutch auto driving the front wheels.
Unusual here is a centre differential which can be electronically locked for all-wheel drive. It’s a feature that had real benefit during its time with us as it coincided with the big wet that hit the south-eastern corner of Australia in mid-March.
The exterior sees mild but noticeable changes to the front and rear in comparison to the standard Kona, with a more pronounced curve to the bonnet’s leading edge, three faux inlets, a broad grille in black chrome, and a pair of triple-lensed LED headlights.
A diffuser style insert for the rear adds a sporting finish and retains the lower set indicators. Wheels are 18 inch multi-spoke dark grey painted and machined alloys, wrapped in Continental Premium Contact6 rubber. They’re a truly distinctive design and accentuated the flame red painted exterior with black body panels perfectly.
Inside, passengers sit on cloth seats with leather bolstering. The front seats are heated AND vented, something more companies should offer. The rear seats are also heated in the bolsters, a handy touch, and welcomed in that same cool period. No, the tiller isn’t overlooked for heating either and does so quite quickly.
The driver faces a full colour 10.25 inch LCD widescreen that changes the look of the dials depending on drive mode. There is Sport, Smart, Eco, and Normal, chosen via a centre console jog dial to the front and right of the standard looking drive lever.
Above the driver’s display is a colour Head Up Display, and there’s a sense of real 3D depth here, not normally seen in a HUD. It’s super crisp and clear, and by 3D we mean that literally. Image three levels of information, one above the other, and each seems closer or farther away than the one above or below it. For the rearward look, a crystal clear reverse camera and screen comination add plenty of safety.
Sounds, driver controls, and extra info is found inside the 10.25 inch touchscreen for N-Line Premium. DAB audio, Bluetooth streaming, Android and Apple compatibility are all standard. Sounds are from a Harman Kardon eight speaker system. Below the screen and ahead of the drive lever is a nook for the smartphone charge-pad. Alloy pedals are standard.
Head and leg room up front will suit most drivers that opt for the city SUV. Rear leg room isn’t quite as accommodating with Hyundai quoting 893mm. Like most vehicles of its size, it’s ostensibly a five seater but with 1,326mm hip room, it’s best for two or two baby capsules/toddler seats. cargo space is average-ish at 374L to 1,154L. A cargo net is standard with the N-Line Premium.
Safety comes from front, side (thorax), and curtain airbags. Notable is the omission of either a driver’s knee or a centre console airbag, with the latter slowly growing in popularity with manufacturers. The full SmartSense package is available as standard on all but the entry Kona and second level Active. They miss out on Blind Spot Collision Avoidance, Rear Cross Traffic Avoidance, and Safe Exit Warning. The Elite joins them with no front park sensors, and entry level Kona dips out on reverse sensors.
Otherwise it features Forward Collision Avoidance Assist with Cyclist and Pedestrian Detection, and uses radar and camera sensing. Lane Following Assist, Lane Keeping Assist – Line/Road-edge (LKA-L/R in Hyundai speak), and Smart Cruise Control with Stop/Go Function are standard.
On road the Kona N-Line Premium displays the good and not-so good of a small turbocharged petrol engine with a DCT. The dry dual-clutch autos have time gaps in engaging drive; from Park to Drive or Reverse, from Drive to Reverse and vice versa, and from a stand-still. Combined with a turbo that needs time to spin up and provide boost to an engine, getting going is rarely a thought instant move. Then there’s the economy. It’s rated around town at 8.2L/100km, 6.9L/100km on the combined. We saw a final average of 7.9L/100km.
Once underway and the turbo is spinning, the N-Line Premium is a delight to drive. It’s a rocketship in overtaking, a rocketship in the sense that speed builds upon itself. It’s a process where acceleration grows in a linear manner, a prime example of the metres per second per second we learned of at high school. Engaging the centre lock diff, as needed during the torrential rain at the time, enhances grip levels and added that seat of the pants feeling that the extra grip made movement quicker.
Dry grip levels, such as we had the chance to experience thanks to Mother Nature, is prodigious. Continental PremiumContact 6 is the rubber of choice, and the 235/45 tyres on the 18 inch alloys have some tenacious hold on tarmac. They’re pretty good at pumping out water too, and brought a lot of confidence to the handling abilities of the pert Kona.
Ride is firm, with a bent towards the sporting style as befits the performance of the turbo engine. MacPherson struts and a multi-link underpin the Premium and the Konas with the 1.6L turbo. Exhaustive Australian testing has the setup tuned for our varying roads and surfaces, and it shows. It’s pliant enough for the comfort people expect, hard enough to quickly damp out intrusions, and responsive enough in cornering and lane changing to delight the demanding driver.
Body roll is invisible, and that brings extra confidence to the drive.The same is said of the brakes. They’re almost breath-on for response, and at 305mm x 20mm and 284mm x 10mm there is plenty of swept area for the pads to grab the discs and haul down the Kona’s 1,900kg (with fuel and passengers) mass.
Warranty is Hyundai’s standard five years and unlimited kilometres. A prepaid servicing plan is available, and you can lodge an inquiry with Hyundai as well as inquire as to their standard servicing costs.
At The End Of The Drive. The Kona sits in the same class as the Venue and its Kia siblings, Seltos and Stonic. The Venue is a willing performer and we grew to truly appreciate its charm. the Seltos has a different drive package and is perhaps closer to the Kona range in specification. The Kona N-Line Premium does ask a lot in regards to the price however its perky engine, solid equipment and safety list, and yes, the economy given its driveline, balance the ledger nicely.
Car courtesy of Hyundai Australia.
Haval H6 Update Is Value Added
Haval continues to push for a bigger slice of the SUV pie, and with the H6 due for an April on-sale date, buyers will be able to to sample an extensive standard equipment list inside a facelifted vehicle.
2021 Haval H6
Pricing starts from a competitive $30,990 drive-away for the H6 Premium model. Power is courtesy of a 2.0L turbo petrol engine and drive is via a seven speed dual-clutch auto. This is the entry level model of a range of three, with Lux and Ultra adding in more value.
Premium packs in: 18 inch alloy wheels and Tyre Pressure Monitoring, with LED headlights and DRLs showing the way. Inside is a pair of 10.25 inch screens with the centre screen featuring Android and Apple apps. Safety sees AEB with cyclist and pedestrian detection, seven airbags including centre console airbag, Lane Departure Warning and Lane Keep Assist backed up by Traffic Sign Recognition. Lane Change Assist and Blind Spot Monitoring, plus Driver Fatigue Monitoring round out the stand equipment list for the Premium.
Lux specifications see even more, with roof rails on top, LED fog lamps up front, and extra comfort inside. There’s leather on the steering wheel, and the seats are clad in eco-leather. The driver has a six way powered seat including lumbar adjustment. Dual zone climate control provides the airflow, and sounds are via a DTS compatible eight speaker audio system. Rear vision is improved through an anti-glare mirror and a 360 degree camera system. Adaptive Cruise Control with Stop/Go functionality pairs with Intelligent Cruise Control and Traffic Jam Assist.
2021 Haval H6
Haval H6 Ultra is available in both 2WD and AWD. Extra features see 19 inch alloys, a panoramic sunroof, and a powered tailgate. The centre touchscreen goes up to 12.3 inches in size, a heated steering wheel provides comfort on cold days as do heated and vented front seats, and extra info for the driver is via a full colour Head Up Display. A wireless charge pad and four way powered passenger seat add convenience. Rear Cross Traffic Alert with automatic braking, and an automatic parking system feature as standard in the Ultra. Drive is engaged via a rotary dial, not unlike that seen in the Haval’s Korean competition.
Sizewise it sits between the medium and large medium classes. The overall length is 4,653mm, and has a wheelbase of 2,758mm. It’s broad at 1,886mm and weights, thanks to a reduction scheme, just 1,550kg (dry). The overall size has it above RAV4, Hyundai Tucson, and Mazda CX-5.
Styling changes see a sleeker presence up front, with slimline headlights, a bluff looking frontal treatment, and integrated intakes at the front bumper extremes. The window line appears to have a slightly reduced glasshouse, and a strong presence line joins the fenders to the reprofiled tail lights. The overall style evokes hints of Range Rover and Land Rover Discovery.
Set up a test drive via your Haval dealer here.
2021 Haval H6
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