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Private Fleet Car Review: 2016 Land Rover Discovery TDV6
It’s as big as The Hulk, has more grunt than a GT3 race field, the poise on road of Nureyev in Swan Lake and the agility of a salmon leaping from an ice cold river. They’re flowery words to describe the latest iteration of Land Rover’s venerable Discovery V6 but it’s all that and more. A Wheel Thing takes the beastie for a solid on road stint and comes away wishing the keys stayed for longer.
The Discovery TDV6 is blocky, squared off, seemingly hewn from a single piece of metal. It stands a massive 1891 mm tall (including roof rails) and has a face not unlike the sibling Range Rover, complete with LED driving lights and logo shone down to the ground from the wing mirrors. At the rear are the classic Land Rover tail lights (now with LED lighting) and split fold non powered tailgate with electric release for the lower section. In profile there’s windows large enough to be sails for an America’s Cup yacht. From 1890. Yep, the Disco is a big ‘un all round.
And that extends to the beautifully appointed bone/beige and chocolate coffee( aka Almond and Arabica) leather interior, optioned in the test vehicle over the cloth covering normally found in the TDV6, with driver, passenger, mid row passengers and rear seat passengers (which fold flat into the floor) all having plenty of shoulder, leg, and head room. The Discovery did lack heating for the front seats (which were the optionable electric powered) and, to be honest, a heated tiller would have been nice too, but it’s optionable on the other two models. Such is the manner of companies differentiating between models in a range.
The middle row seats have a solid mechanism to their folding; some middle rows simply feel as if they’ll fold with a slight breeze once unlatched, the Discovery’s give an impression of needing some muscle to do so. Of course that’s not the case, but there’s that implied sense of oomph required. They’re also separate seats, three seats, not a sixty to forty split fold and big enough for three average sized adults to be in. This configuration is also an option, with the 60/40 split the norm.
Up front, well it’s just a beautiful place to be. The Arabica leather across the top, the symmetrically designed console (bar the Start/Stop button at driver’s left in a right hand drive vehicle) and the simple and elegant dash dial look. Not that it’s a major thing but the temperature dials adjusted by one degree stops, not 0.5 as seems to be the standard and a button or tab for dual zone operation to single wasn’t readily apparent either. Controls for the drive modes are button operated as is the variable height air suspension, giving up to 310 mm maximum ground clearance.
But there’s that sweet colour combination, the subtly supportive seats (subtle because although there was room to move you also feel safe and after a good stint behind the wheel there’s no feeling of tiredness) and the JLR touchscreen’s familiarly cluttered look. DAB is fitted and the sensitivity of the units that Jaguar/Land Rover/Range Rover again comesunder scrutiny, with drop out in areas other manufacturers systems don’t have. Meridian supply the speakers and it’s again a clean, well defined sound stage.
As mentioned, the Discovery is big; there’s a wheelbase of 2885 mm inside a length of 4829 mm and with the mirrors folded ut, it’s 2200 mm wide. It’ll wade up to 700 mm in depth, on the 19 inch alloys and 255/55 Wrangler rubber and can climb and depart at 32.2 and 26.7 degrees without raising the body on the air suspension. Otherwise it’s 36.2 and 29.6. The size provides up to 1260 litres of cargo space and gives passengers 1020 mm of head room at the front, plus 983 mm to 1018 mm in the third row if fitted with the “Alpine roof”. Weight? Well, it’s more than it looks, at a hefty 2558 kilos…
Although there’s a decent 155 kilowatts at 4000 revs, there’s an even better 520 torques at 2000. This contributes greatly towards the fuel economy figures, which Land Rover quotes as being 9.8L per 100 kilometres in the ‘burbs, 8.1L/100 on the highway (which is higher than expected) and comes from a 82.3L tank. A Wheel Thing finished on 9.0L after just under 670 kilometres. They’re good, if not great figures, considering it’s an eight speed auto connected to the constant 4WD (no transfer case in the base TDV6) system and there’s a 0-100 kilometre time of over ten seconds. Some weight loss work would see both figures improve.
Although it’s a tad weighty, it doesn’t deter the Discovery from being agile and nimble. Also a strong advocate of road safety and driver education, A Wheel Thing sees far too much of what could be politely termed bad driving whilst out and reviewing cars. Thanks to Sydney drivers exhibiting said bad driving, it gave the Discovery opportunities to display its flair for handling, manouverability and mid range acceleration. The family pizza sized disc brakes 360/350 mm front/rear) also do a sterling job of hauling up the 2.5 tonne machine in anything from mild to wild situations.
On an overnight jaunt to Nowra, some 160 kilometres south of Sydney but a two plus hour drive, the tacho showed why an eight speed auto is a wonderful thing, with barely 1400 revs showing at 100 kmh. With something like 90% of that peak torque available at around that rev point, it makes for an easy, relaxed, cruising speed. There’s a well weighted steering system that can be moved with just one finger yet has real heft and feel to it, with plenty of feedback.
It’s also a superbly planted vehicle, supple to the point of being unbelieveable in its ride quality, with a confident sense of control being imparted to the driver. The driver education also plays a part in knowing how to manhandle the Discovery through tight curves and turns, such as those found heading to Nowra via Kangaroo Valley, with the front tucking in and the rear settled with 
just a touch of acceleration. There is, however, still the matter of 2.5 tonnes of mass to consider…yes, it’s a great ride and handler, but you can feel that mass move about and come into play in turns and braking.
At The End Of The Drive.
It’s a helluva car for a surprisingly low price: RRP is around $68K (as of June 2016) but there’s something like $9400 in on road costs to tack on as well. THEN there’s the extensive options list, allowing you to personalise your new Land Rover to your own taste. But you’ll get Land Rover’s standard three year warranty, road side assistance and the option of extended warranty for extra piece of mind (Land Rover Extended Warranty)
Fit, finish, driveability and in real terms pretty damned good fuel economy make this car a winner in the eyes of A Wheel Thing. Land Rover continues the legend and the Land Rover Discovery TDV6 was given back with a heavy heart.
Details of your new Land Rover Discovery are right here: 2016 Land Rover Discovery
Private Fleet Car Review: 2016 Haval H9
Haval is a new entry to the Aussie car market and is certainly, judging by the Haval H9, poised to make an impact on the sales figures. It hails from China but that doesn’t make it a non worthwhile consideration. Here’s why…
Haval have loaded the H9 (the premium model from Haval) with more fruit than a grocer’s store. Tri-zone climate control, exterior night shining logo which doubles as a puddle lamp, glowing door sills, seven seats, leather, satnav via an eight inch touchscreen, sunroof with presets and LED lit surround, mood lighting (operated via touch tab at the sunroof operation area), swiveling and leveling headlights, plus dash mounted 4WD info such as inclination, compass and external air pressure. Not sure about that last one, admittedly. It’s a big car, too; think Nissan X-Trail meets Mercedes GL class for looks and size.
Cloud to the silver lining? A surprisingly lacklustre turbocharged 2.0L petrol engine (Haval are reportedly working on a diesel) producing 160 kilowatts and 324 Nm between 2000 and 4000. Haval quote 12.1 litres per 100 kilometres for a combined cycle meaning urban consumption (not quoted) has to be something over 14.0L. That’s from an eighty litre tank and requiring a minimum of 95 RON. Haval don’t quote a kerb weight however it’s quoted elsewhere as being 2250 kilograms. Haval also states the H9 will tow up to 2500 kilograms. It may do but expect a hefty fuel bill and a glacial progress initially.
The gearbox is a six speed auto that has options such as Auto, Sports and off road modes; in Sports mode which with the lack of torque the engine has, sees second gear held for too long under most normal accelerative conditions. Have to say, though, it is a smooth ‘box and engine combo, with most changes audible in revs but not physically felt.The steering rack felt as if something was loose, such as a mounting bracket or joint. There’s a noise and a feeling of untoward movement underneath. Minor, but worrying enough to be of concern.
It has a good steering feel, however, with good weight and a turning circle of just over eleven metres. That’s good for a car that measures 4856 mm in length and has a 2800 mm wheelbase. And when not shifting about, it’s responsive enough also, with enough feedback to keep a modest driver informed about where they’re going. It does feel as if, though, the rack and pinion steering has too much of a requirement for a full lock to lock steering response, needing close to four turns.
On road, apart from the leisurely acceleration, it’s good enough to please most people. Front suspension niggle aside, it’s a competent handler, points well and rides nicely. Over some unsettled surfaces it did skip more than anticipated, has some bump steer, yet isn’t overly firm in the overall ride. On the flat, it’s surefooted, compliant if a bit taut but deals with Sydney’s undulations by simply following the curvature and not pogoing.
There’s big Cooper Discoverer asymmetric tyres, at 265/60/18
underneath as well as double wishbone suspension at the front, multilink at the rear and certainly, overall, will be fine for all but the fussiest or sporting oriented drivers.
It’s not an unhandsome car, the H9, with beauty being in the eye of the beholder. In profile the rear has an X-Trail kick to the rear window line ahead of Kia style “neon” tail lights, solidly defined wheel arches, some musculature in the curves and LED driving lights up front. The bonnet has two non vented vents, being solid plastic and definitely modelled on a German brand’s look. 
There’s side steps, lit at night, and the tail gate is a side opener, hinged on the right. A quibble here is that the tail gate didn’t seem to unlock even though the four main doors had. It could be a setting needing a tick or a cross but it was frustrating knowing the passenger seats would open but the interior door lock button needed a tap or you needed the keyfob to have the handle respond.
There was a niggle in the well appointed inside as well. The H9 would take it upon itself to go to Auto climate control and window defrost, with the fan speed at Mach 2. Not all of the time, hence the niggle. There’s grey faux wood panelling but not looking out of place with the black leather trimmed seating. The dash itself was of a good look and feel, with strong ergonomic engineering to it, locating the Start/Stop button down on the centre console near the gear selector and a simple if somewhat hard to read layout for the climate control system.
The centre seats are fold and slide, have their own heating controls mounted on the end of the centre console and give up a VERY handy 1457 litres of cargo space.
It stays with the family friendly thought process by throwing in a 150W/220V power socket, 12V socket, ISOFIX x 2 mounts, 
a pretty good hifi system and Bluetooth connectivity. The driver’s seat also has memory seating with the switches hidden in the base of the seat itself, plus both seats have a front cushion section that can be pulled forward for extra under thigh support. 
The third row seats are powered, need a finger held on the buttons (inside left in the cargo area) but are verrrrrrrrrrrry slow.
Safety wise there’s full length curtain airbags, front side airbags, seatbelt pretensioners but doesn’t get blind spot alerts, cross traffic alerts, emergency braking assistance or radar cruise control assistance.
The centre console also houses the dial for the off road modes; Auto uses the onboard sensors to adapt to the terrain, plus you’ll get Sand, Mud and Snow modes that sport different ESC calibrations, and alter the torque distribution.
At The End Of The Drive.
The H9 comes in two levels, the Lux and and Premium, with the Lux being the vehicle tested and despite the name being the more expensive at $51K plus on roads. The Premium is $46490 plus ORCs. Haval pitches this into a hotly contested market, such as Kluger, Everest, Santa Fe and Fortuner.
Bluntly, it acquits itself well in this group but does miss some equipment taken for granted nowadays, not just in this style of vehicle, but in sedans and hatches lower down the automotive family tree. It’s a pleasing enough handler, voluminous inside, well trimmed and needs a diesel. Soon.
For info on the Haval H9 and an opportunity to check out the Haval family, look here: Haval H9 and range
Private Fleet Car Review: Lexus GS 200-t
Lexus continue to make inroads into the luxury car market, against established players from Germany, England, and Italy. Spread across sedan and SUV vehicles, Lexus pitch the GS sedan range right into the middle of their models, including the “entry level” $83K plus GS 200-t. A Wheel Thing was thrown the keyfob to a blue metallic painted version, with a sumptuous black and cream interior, for a week.
The centerpieces of the car are the turbo four cylinder engine (180 kW and 350 Nm, 5800 and 1650 rpm peak) and the drive system. It’s a seven speed auto, with F1 style paddles inside, along with a dial for Eco, Normal and Sport. Although there’s more than suitable response in Eco, it’s in Sport, unsurprisingly, where the GS 200-t really sings. From a standstill, it’s a “seat of the pants” six seconds to 100 kmh, with the official figure being 7.3 seconds. There’s a touch of hesitation, turbo lag, from stand still, with silky smooth, almost double clutch auto shifts, with a barely audible but perceptible sound from the transmission as it does so.
It’s so good it almost makes the paddles redundant…almost. There were times when they were needed to get the transmission to change ratios, from fifth to six to seventh, plus there’s always the fun factor of being involved in telling the gearbox what to do. Having said that, it’s still not a fully manually operated device, changing up or down irrespective of the driver using the paddles when in Sport mode.
Economy wise, with mostly around town driving, A Wheel Thing finished on a reasonable 8.2L of 95RON gogo juice consumed per 100 kilometres. That’s from a 66 litre tank and up against Lexus’ own consumption figures of 8.0L per 100 km for a combined cycle.
It’s certainly one of the nicer workplaces to be in. From the powered steering column adjustment, to the DAB enabled radio tuner, analogue clock, and four auto up/down windows, the heated and vented electric seats support and cosset the driver and passenger up front whilst rear seat passengers get a ski-port, with built in cup holders, accessing the boot. 
The dash itself sports a leather look with stitching, with the ergonomic mistake of placing the trip meter buttons down out of sight, behind the steering wheel near the driver’s right knee. Not a major issues in the greater context of a single driver usage, but pointless when it could and should have been incorporated into the onboard and dash displayed information and considering the sensible placement of the Start/Stop button to the left of the driver’s eyeline.
That information in the dash is accessed via a four way tab system on the tiller’s right spoke, with a graph displaying turbo pressure and G forces adding to the sporting flavor of the GS 200-t. The dials are mechanical, with a hue of metallic grey. It complemented the interior trim and certainly adds class. Of course there’s Bluetooth streaming, auxiliary inputs via USB and 3.5mm plug as well. All of these plus climate control, apps etc are accessed via the centre console mouse and Enter pad, with the mouse centreing itself when the Stop button is pressed.
It’s devilishly simple to use and has the added touch of being the only way to make the climate control a dual or single zone operation, as there’s no button apparent otherwise. The numbers in the temperature displays roll up or down as they change, as opposed to simply changing as you press the red or blue tabs. Simple and elegant, it adds to the cabin ambience. What doesn’t is the placement of the heating and venting controls for the seats, stuck at the bottom of the centre stack and ahead of the fold up lid for two drinks holders. It’s an awkward placement and not in step with the rest of the layout for the supplementary controls.
There’s plenty of space inside, with rear seat passengers (two abreast) having plenty of leg, head and shoulder room, however do miss out on the independent climate controls found further up the range. That space extends to the boot, complete with full sized spare, allowing a family to utilise the flat floored cargo space’s 520 litres sufficiently well.
What the GS 200-t doesn’t miss out on are the driver aids, such as lane keeping alert, blind sport alert, forward collision alert and reverse camera with lane assist. There’s a full suite of airbags and electronic assistance such as Traction Control, of course, but it’s both rarely needed and felt. Lexus have dialed in some fun, allowing the GS 200-t to skip around at the rear in certain turns and corners and also on a good launch.
Never, though, do you feel as if there’s something untoward about to happen, such is the balance and response of the car. There’s the transfer from front to rear as you accelerate, the hunkering down of the body at speed as the aero plays its part, the gentle roll as a turn is encountered and the slight nose down attitude under brakes. The stoppers themselves are sensibly calibrated, with the pedal requiring only a slight push before you know there’s pad on disc. Once biting, there’s a smooth progression through the pedal and will haul up the 1745 kilo machine precisely.
There’s also that sense of precision in the ride and road holding. There’s confidence in the chassis, a fluidity in the way it absorbs bumps and irregularities, whilst turn in is sharp and provides minimal understeer through the slightly numb on centre steering. Nor was there noticeable oversteer once the foot was lifted from a turn and accelerate move on a dry road, it was more unsetted or broken up surfaces where the rear would skip gently.
The exterior is long, lithe, showcasing the blue in some light as almost black. The recent redesign may not appeal to some, especially with the trapezoidal grille and separate L shaped LED driving lights sitting above the rounded lower section of the front bumper and below the more traditional halogen lamps, compared to the GS 450H’s LED setup. At the rear, there’s twin exits for the exhaust, integrated into the rear bumper.
It’s a look that has grown in appeal as far as A Wheel Thing is concerned. Rubber is 225/50 wrapping 17 inch alloy wheels in a design that’s neither pretty nor offensive, but rather more middle of the road in appeal. Bear in mind, of course, the 200-t is the entry level to the GS range.
Warranty wise, it’s four years or 100000 kilometres, whichever the driver completes first, with servicing at every 15000 kilometres. Lexus do offer a fixed price service structure but it would be nice to see the warranty increased to five years to suit the level of quality you get when purchasing one.
At the End Of The Drive.
It’s a larger car than the Lexus IS range, the GS and comes in three trim levels (Luxury, F Sport and Sports Luxury) and is therefore plugged fairly and squarely into the battlefront filled with A6, E-Class, 5 Series, XF Jaguar style vehicles. It’s well finished, drives beautifully, has good economy for the engine and weight and certainly comes well equipped to kick things off.
Yes, that front end design may raise an eyebrow but that’s in opposition to everything else you’ll get for your hard earned. Consider the handling, the amount of room in the GS, for starters, and the appeal it will have to a buyer that doesn’t wish to be seen as mainstream, and then the whole package suddenly becomes much more appealing.
Head over to Lexus GS for further information.
Private Fleet Car Review: 2015 Isuzu D-Max LS-T 4×4
Isuzu. It’s a brand name perhaps more familiar to truck owners and drivers than car owners, however it’s a name that’s been part of the Australian automotive landscape for over four decades. Of late, Isuzu is known for the two tier range of D-Max and MU-X, a ute and SUV pairing. A Wheel Thing spent a week with the Isuzu MU-X.
Isuzu have aimed for a market, it seems, that go for functionality. That’s the initial feelings upon getting inside the vehicle. The seats are of a vinyl look, the plastics are hard but smooth in texture in the centre stack, there’s some contrasting silver highlights in the fluid looking, the centre console has an eyecatching circular cluster design with a bold, red, LED display for the temperature and there’s a DVD player (sans headphones in the review car) that didn’t appear to be able to not play the audio separately for the rear seat passengers. 
The audio screen itself is surrounded by control tabs, which were legible and soft touch however the screen itself had a colour screen and font at odds with the modern look of the housing. It did, however, sound clear and punchy through the six speakers fitted to the LS-T, plus there’s Bluetooth and auxilary connectivity. There’s an copper-ish hue to the silver look plastic trim on the tiller, and a hard feel to the tabs as well, needing a little more cushioning.
The dash has an easy on the eye monochrome centre screen display, which was simple in design and presentation, offering basic information such as trip meter, outside temp and fuel, with a complementary charcoal-grey colour to the mechanical dials. Unfortunately, the storage locker in the upper console refused to play, not opening cleanly every time the release was pressed.
The centre console surrounding the circular aircon controls was a matt black plastic with a hint of satin to the finish, the gear selector has the same plastic trim as the steering wheel and the off road drive selector dial, housed in the matt/satin plastic between the driver and passenger seat, has the same copperish hue in the look, and a definitive click/clack feel to it. Although clean and simple in design, there’s a feeling it doesn’t match the competition as well as perhaps a $53K SUV should.
Seat coverings in the rear were the same, with the seats themselves of a fold and tumble design. It’s a seven seater, to boot, with the rear folding flat, offering up 235L (seven seat mode) to a very usable 800L (five seater configuration). There’s plenty of family oriented storage, with 14 cupholders (!) and some extra nooks spread throughout the cabin.
Under the bonnet, a non alloy one, is a somewhat noisy 3.0 litre diesel, with 130 kilowatts and 380 torques. To context that, the Holden Colorado, effectively the M-UX’s fraternal twin, packs a smaller engine with more power and 500 torques, 120 more than the Isuzu. Noisy it may be, but it pulls the near two tonne MU-X well enough, slurping 8.3L of diesel (combined figure, automatic transmission) from the 65 litre tank for every one hundred kilometres covered.
The auto is five ratios, not six, a curious decision in a landscape filled with six, seven and even eight speed autos, such as Mitsubishi’s new Pajero Sport. It’s smooth enough in its changes, if sometimes a bit jolty under light throttle and it’s reasonable to think an extra ratio would help in overall driveability and economy. Being four wheel drive capable, it’s a matter of twisting the drive selector, making sure that you’re at the appropriate speed to safely move between two and four wheel high range.
Low range requires, like all 4WD electronic transfer cases, the vehicle to be stopped and in Neutral to engage cleanly. The MU-X delivers good gravel road holding in 2WD, taken to a rocky road in the far west of the Blue Mountains. With the four wheel drive engaged, the LS-T tightens up in ride quality, with a more surefooted apprioach to the road and exhibiting only a small amount of plough on understeer in the tighter turns, easily controlled by a dab on the well balanced brakes.
Road wise, it’s typical 4WD SUV; floaty on top but speedbumps and potholes crash through the suspension. In slow corners there’s a clear sensation of body roll, with the car leaning into the suspension whilst the somewhat vague steering on centre has the MU-X understeer more on tarmac. On the freeway it absorbs the undulations effortlessly, with the ride settling quickly once the road flattens out, rather than endlessly pogoing. Dive and squate were there, but not to any extreme. The ride’s also helped by the all purpose 255/65/17 rubber.
Acceleration is adequate, accompanied by the rising and falling chatter of the engine as the gearbox changes. There’s no paddles on the steering column and the manual shift made no difference to the alacrity of the changes, so the discerning driver will use the five speed auto as an auto, rather than getting involved. Brake feel was also a good thing, as mentioned, with a slight amount of travel in the pedal before the vented 300 mm front and 318 mm rear discs bit and with a good progression in the pedal there on. Handy, given the MU-X is rated to tow up to 3000 kilos.
There’s also some hidden smarts in the MU-X’s drivetrain, with an adaptive learning function on board. It reads the gearbox’s shift points depending on throttle input and brake behaviour, modifying the shifts to suit. Safety wise, there’s Hill Start Assist, ascent and descent controls, curtain airbags and a strong high tensile steel safety cell with side intrusion bars.
The exterior finishes off the MU-X, with a wedgey, almost blokey profile, solid rear window pillars ahead of the rear window, angular headlights bracketing a two bar grille, and broad spread tail lights are linked by a chrome bar. Although top of the range, the LS-T misses out on a power tail gate, increasingly common in this sector. Also, there’s a door handle visible at bottom centre but the actual door release is near the numberplate.
There’s flared guards,and in black poly-urethane, the lower section of the front bumper plus the test vehicle came fitted with a sports nudge bar. Overall, it’s a cleaner look than its Holden badged sibling, the Colorado 7. It rides on a 2845 mm wheelbase, covers 4825 mm in total length and stands an imposing 1830 mm in height.
At The End Of The Drive.
Isuzu Australia offers the MU-X with a five year, 130000 kilometre warranty. Mechanically, that shouldn’t be called into play but it’s a goodly amount of peace of mind. Although the cabin needs more soft touch plastics, there weren’t any squeaks or rattles; impressivegiven the MU-X LS-T had clocked up nearly 17000 kilometres and there’s a sense of being solidly built.
The car provided costs in the order of $53K and that’s a reasonable ask, given the range starts at just over $40K. It puts it in right in the game play with the Colorado 7, the Pajero Sport, Fortuner from Toyota and Ford’s Explorer range. There’s certainly good enough ride quality, an economic diesel, but a few details such as no powered tail gate would need to be considered.
For more info on the Isuzu MU-X, go here:https://isuzuute.com.au/mu-x/specs-and-compare.aspx
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