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2016 Citroën Picasso: Private Fleet Car Review
Citroën first released the Picasso in 2009 and have released two updated models in 2015, the Picasso (five seater) and Grand Picasso (seven seater). Rebodied, revamped, and re-engined, A Wheel Thing wonders why there’s not more of them on the road.
The version tested, the five seat version, came with a 1.6 litre tubo four, with peak power of 121 kilowatts, albeit at a high 6000 rpm. What’s important is the torques, all 240 of ’em, at 1400 rpm, driving a six speed auto. It endows the the Picasso with useable driveability, just what you need in a five seater family mover. It’s fitted with Stop/Star tech, which is a thing that doesn’t really float A Wheel Thing’s boat, as it has a tendency to add a vital second to getting the car under way. 
What Citroën says it does is give the Picasso a 5.6L per 100 kilometre fuel economy (combined cycle). The gearbox itself is slick, shifting smoothly under light load and giving a sportsman like performance when pushed. The downside? Where the selector lever has been placed. Think old style column shift where the lever was on the dash and that’s where Citroën have placed it. It’s on the upper right quadrant of the steering wheel mounted dash (the actual driver’s binnacle is centre mounted) and when moving the lever for the wipers it was all too easy to hit the gear selector as well.
It’s a pretty interior, it must be said. It’s light, bright, airy, spacy, with a cool mix of black and beige leather, an option over the standard black and grey cloth or the other optional black cloth/grey leather. Don’t think it doesn’t look good because the dreaded word “beige” is mentioned, because it suits the car admirably.
The driver and passenger seats have fold out tables in the back (part of the “Lounge” option pack), along with a cargo net storage section below, and there’s massage functions fitted as well. Yes, they work, but wouldn’t be advised for tired drivers. The rear seats are individually mounted, allowing superb personalisation and flexibility.
Citroën being Citroën, they throw in a quirk or two and it’s the location of the dash display. It’s in the centre of the dash, and is a LCD screen of 12 inches in size. It’s a touch screen, housing satnav, information such as guidelines when reversing, an unusual look in that there’s an almost window pane style at times and, thankfully, it all works well. Just underneath is a seven inch screen, housing the audio and thankfully again, there’s DAB or digital radio. I say thankfully because the range of stations you suddenly find yourself presented with makes for an interesting drive when cycling through all the options for tunes…
The Picasso also gets a full glass roof. It adds to the feeling of spaciousness and adds an extra element to the ambience when it’s raining. There’s a translucent material that rolls back and forth at the touch of a roof mounted jog dial, giving wannabe pilots a semblance of being in a cabin by reaching up, instead of pressing a dash button.
Outside, the Picasso draws clear design cues from the C4 upon which it is based. There’s a huge glass area all around, including ahead of the driver and passenger to the right and left. There’s a bluff nose which transmutes quickly into a steeply sloping windscreen and a curvaceous roofline that tapers, when seen from above, towards the tail in an almost teardrop line. It’d stylish, chic and lends the Picasso to having a real visual presence. The LED running lights sited above the headlights enhance that further, as do the LED tail lights in the powered tailgate.
Citroën have done a sensational job in the packaging; the Picasso is just 4428 mm in total length, rolls on a 2785 mm wheelbase (and 205/55/17s as standard, with 225/45/18s as an option) plus has a rear overhang of 764 mm from the rear axle line, providing 630 litres of cargo that increases to 1851 when all seats are flat. Speaking of seats, the headrests shy away from the tradition flat pack cushion style, instead opting for a sports seats style, wrapping around the noggin.
One of the joyous things about the Picasso is its ride. Naturally biased towards comfort, it’s nevertheless not so soft that it ever feels spongy or wallowy. It’s in fact quite the opposite, with a suspension tune that somehow almost seems sporty without the tight and taut characteristics. You can hustle the Picasso around as if it’s a smaller and more nimble car without it feeling as if it’s top heavy. You can press the go pedal and have only a moment’s hesitation before you get under way and the brakes are the same, with just a touch of travel at the top of the pedal before it tells you the grip is gentle and will tighten the harder you press. Hit a bump and there’s a fall and rise and settle, there’s no ongoing movement but an acknowledgement of an intrusion that is dispatched immediately.
At The End Of The Drive.
At the time of writing, November 2016, there’s a driveaway price of $39990, identical to a price in 2010 when A Wheel Thing was also a vehicle salesman. Then it was good value, but with the complimentary Tech Pack which is worth a cool five thousand large, (Xenon headlights, Electric tailgate, Adaptive cruise control, Electrochrome rear view mirror, Lane departure warning, Smart beam function, Collision avoidance alert and Active seat belts) it’s sensational value now. With room aplenty, a poky engine and a fluid chassis, it really is a wonder why there’s not more of the Picassos around.
For more info, a pricing calculator and a test drive link, go here: 2016 Citroen Picasso
2017 Suzuki Baleno GLX Turbo: Private Fleet Car Review.
Suzuki has brought back a name from the past, the Baleno, and there’s two models to play with. The GL and GLX Turbo are what you can buy. A Wheel Thing took home the GLX Turbo.
Both models are physically identical in dimensions, with a compact 3995 mm overall length. Inside that is a 2520 mm wheelbase, providing a spacious cabin and an engine bay to hold the 1.0L Boosterjet turbo three cylinder engine. Yep, a turboed three potter. It’s got an unusual and engaging thrum, this little banger, pumping out a handy 82 kilowatts at 5500 rpm. More impressively, there’s 160 torques from 1500 through to 4000, via a six speed auto and will haul the 975 kg (kerb) charmer along without stress. Along the way, it’ll average a nice 5.2L per 100 km from the 37 litre tank.
The Baleno GLX Turbo’s strength is that engine. It’s a delight to listen to and begs to be revved hard on the freeways. Around town it’s flexible, willing, and responsive to the questions a driver asks. The auto is slightly less compliant, with some hesitation on upchanges. It’ll also hold ratios on downhill runs and will willingly slip from sixth to fifth to fourth before staying there without any driver involvement. Oddly, there’s no manual mode and, as a result, no steering column paddle shifts.
The interior is the weak point of what could and should be a sporty themed car, given the verve of the engine. Flat, slabby, unsupportive seats, cheap and tacky looking silvered plastic trim and lurid red backlighting contrast with the cobalt blue dash lighting on a 4.2 inch LCD screen and the almost coronal look the dials have with that lighting. Although the switchgear is reasonably laid out, the low budget look for the interior disappoints.
There’s also far too much road noise from the 185/55/16 rubber, regardless of road surface. The smoothest roads have the noise level as marginal at best, and coarse chip roads make radio listening and cabin conversations almost impossible. Again, given the aural appeal of the three banger and the sheer enjoyment in the drive of it that the engine imbues, it’s a disappointment.
To sharpen the edge, Suzuki do offer a good range of standard equipment, including dusk sensing HID projector headlights, Hill Hold Control, satnav via a touchscreen, voice command and Apple CarPlay. CD Player? Why, no sir, get with the times, as today’s modern lad or ladette stream music via Bluetooth. The touchscreen is the same as found in the Vitara, for example, and it’s a simple, easy, intuitive setup. The leather clad steerer has a good heft and feel, houses Bluetooth and cruise, plus has a quick enough steering rack ratio to imbue enough of a sporty feel that it backs up the driveline and chassis.
It’s a tried and true combo, the MacPherson strut/torsion beam mix. The spring rates are such that there’s minimal body roll, a generous level of compliance and comfort tuned in, an easily controllable amount of understeer in a sharp turn by using the throttle judiciously, feathering power into the front wheels. But to give the Baleno GLX its head is a delight; that throaty warble from the three cylinder matches up with the surprising acceleration, combining to delight the senses and the soul of a true driver. It’ll hunker down, it feels, and exhibit some handling traits that are engaging and, frankly, fun to have.
Outside, the Baleno both harkens back to the original and brings along its own sense of style. A smooth, fluidic, and elegant profile hides a sensible and usable 355 litres of cargo (with a space saver spare) that increases to 756 Lwhen you fold the rear pews. With a smooth mix of angles and curves at the front, including DRLs whilst the rear also tags the memory with largish tail lights it’s an attractive looking prospect.
Inside and out you’ll find six airbags (both cars miss out on a seemingly mandatory nowadays kneebag), Electronic Stability Control (that’s well balanced with only the occasional feel of the electronics tugging the car back into line), keyless Start/Stop and reverse camera as standard. However, there’s no rain sensing wipers nor, surprisingly, do you get parking sensors, front or rear.
It’s surprising how much room Suzuki have engineered in, given the compact size. It’s under four metres in length (3995 mm), has an overall width of 1745 mm and rolls on a 2520 mm wheelbase. Although Suzuki haven’t quoted interior dimensions, be assured that for four adults it’s fine.
At The End Of The Drive.
Suzuki’s badly needed renaissance continues with the dual Baleno range and the GLX Turbo stands as an example of how the brand has reinvented itself so successfully. Against competitors such as the Cerato, i30 or Corolla, it’s better than a worthy contender as a driver’s car. However, the ride noise and the iffish interior (except for that eyecatching dash dial colour mix) unfortunately bring the Baleno’s overall allure down a notch. A three year/100K kiloemtre warranty is also standard but also behind some competitors. However, the range does start at $16990 driveaway and thats definitely worthy of checking out.For more info and to book a test drive, go here:2016 Suzuki Baleno range and info
Contact Private Fleet to see what we can do for you on price.
2017 Hyundai Veloster Street Turbo: Private Fleet Car Review
Hyundai’s quirky four door hatchback, the Veloster, has been given a limited edition model run of just 200 units. Painted Dazzling Blue Mica and given some cool looking black clad alloys, the Veloster Street Turbo spent a week with Private Fleet.
With a starting price of $35750 plus on roads for a six speed manual version and $2500 for the seven speed dual clutch auto, the Veloster Street Turbo is off to a tough start. Using the outgoing Veloster SR Turbo + as a base ($34750 + ORCs), as Hyundai have realigned the Veloster into a two tier range, means that some extra equipment is required to justify the cost.
Here’s what you get: push button Start/Stop, keyless entry, dusk sensing HID xenon headlights, LED running lights, tyre pressure monitoring, a seven inch navitainment touchscreen (but no RDS, Apple CarPlay/Android Auto or digital), leather appointed seating with colour coded inserts, colour coded plastic highlights on the door grips and centre console, blue seatbelts, branded door mats and Street badging on the fenders and the sweet looking Ray Grams Lights 18 inch alloys. Being based on the SR+ you’ll get steering wheel mounted phone controls, Bluetooth streaming, heated AND ventilated (huzzah!!!) front seats and a punchy eight speaker sound system.
Up front is the same 150 kilowatt/265 Newton metre 1.6 force fed four. That’s connected to the aforementioned six speed manual and this, unlike the recently tested i30 SR, has a far better manual selector feel. There’s a proper sense of movement and placement, a satisfying “snick” to the gate and a real mechanical feel overall as opposed to the numbness experienced in the i30 SR.
That torque is available between 1750 and 4500 revs, and compared to the last time Private Fleet and Veloster Turbo partnered up (Veloster Turbo review 2015) didn’t seem to move the car along as quickly. Perhaps it would be the manual versus the auto, it simply didn’t feel as wound up. Having said that, it still provided a tractable and useable driving style, with a smooth and fluid torque delivery.
The ratios in the manual are closely stacked, meaning revs drop only minimally when changing, and also means you can keep the engine spinning and take advantage of the torque from 1750 onwards. It helps that the clutch has a decent pressure requirement to push and that the pickup point is appropriately mid travel. The combination allows a sporting aimed driver to bang through the gears and see 100 kmh reasonably quickly. Given that the car isn’t that heavy as well, at around 1400 kg, the overall fuel consumption figure of 7.9L/100 km was reasonable from the fifty litre tank.
Inside, apart from the blue trim, the Veloster remains much the same. The design and look of the plastics is dating and not well, there’s sharp edges on the door grab handles however the deeply bolstered and very comfortable bucket seats make up for that. Being the oddity that it is in regards to entry and exit, the driver has slightly less issue in getting in and out thanks to the single door on the right hand side. 
Those using the left side, especially the rear door, will have to duck their head and slide across the centre rear seat mounted cup holders in order to fill the space behind the driver. Rear head room, thanks to the steeply raked roofline, is a touch tight for average sized humans, ok for kids but would be, erm, difficult to deal with for anyone of a bigger frame. There is, though, a 320 litre cargo space and a space saver spare to consider.
There’s more refinement in the suspension, with a taut yet supple suspension combination providing a ride that errs on the side of sport but with just enough give to not rattle the fillings on smooth roads. Toss the Veloster Street onto anything else and expect a choppy, jiggly, teeth rattler. That initial level of sporting compliance disappears and there’s even some sideways skip when covering a corner with ripples or broken surface, even with the 225/40/18 Hankook rubber.
Hyundai painfully continues with the three mode power steering and it’s rare that any one the modes (Comfort/Sport/Normal) tend to be on the money. Sport generally comes over too heavy, Comfort too light and well, just like the porridge, Normal is generally all you need for a reasonable facsimile of a communicative tiller setup.
At The End Of The Drive.
Given the dollars required, one could buy the Toyota 86/Subaru BRZ, a Renault Clio, or a Mazda MX-5 and have some seroes to spare. The Veloster’s aging interior is one thing, the exterior looks are another. The engine is usable but, in honesty, not the firecracker A Wheel Thing remembers. Their is a respectable five-year unlimited kilometre warranty, 12 months roadside assist, plus you’ll get a complimentary first service at 1500km. There’s also a lifetime service plan with scheduled services with prices ranging from $159 to $259 for the first three years or 45,000km. They’re due due every six months or 7500km.
There’s an undeniable appeal about the Veloster, however, with sales consistent and even a quarter of these two hundred already sold since release. More info can be found here: 2016 2017 Hyundai Veloster range and info
Tesla Takes The Next Step To Hands Free Driving.
It’s a topic that is cropping up more and more in conversation: will self driving cars become a reality? Nowadays the jury is leaning towards when, not if, and Tesla is at the front of the charge (no pun intended). Self-driving vehicles will play a crucial role in improving transportation safety and accelerating the world’s transition to a sustainable future. Full autonomy will enable a Tesla to be substantially safer than a human driver, lower the financial cost of transportation for those who own a car and provide low-cost on-demand mobility for those who do not.
As of mid October 2016, all Tesla vehicles produced in the factory – including Model 3 – will have the hardware needed for full self-driving capability at a safety level substantially greater than that of a human driver. Eight surround cameras provide 360 degree visibility around the car at up to 250 meters of range. Twelve updated ultrasonic sensors complement this vision, allowing for detection of both hard and soft objects at nearly twice the distance of the prior system. A forward-facing radar with enhanced processing (Tesla radar) provides additional data about the world on a redundant wavelength, capable of seeing through heavy rain, fog, dust and even the car ahead.
To make sense of all of this data, a new onboard computer with more than 40 times the computing power of the previous generation runs the new Tesla-developed neural net for vision, sonar and radar processing software. Together, this system provides a view of the world that a driver alone cannot access, seeing in every direction simultaneously and on wavelengths that go far beyond the human senses.
Model S and Model X vehicles with this new hardware are already in production, and customers can purchase one today: https://www.tesla.com/autopilot
Before activating the features enabled by the new hardware, there’s a further calibration of system using millions of miles of real-world driving to ensure significant improvements to safety and convenience. While this is occurring, Teslas with new hardware will temporarily lack certain features currently available on Teslas with first-generation Autopilot hardware, including some standard safety features such as automatic emergency breaking, collision warning, lane holding and active cruise control. As these features are robustly validated we will enable them over-the-air, together with a rapidly expanding set of entirely new features. As always, the over-the-air software updates will keep customers at the forefront of technology and continue to make every Tesla, including those equipped with first-generation Autopilot and earlier cars, more capable over time.
(With thanks to Heath Walker at Tesla Motors Australia for content)
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