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Private Fleet Car Review: 2016 Toyota HiLux WorkMate 4×4
Toyota‘s HiLux has, like stablemate HiAce, been a staple of their light commercial range since Noah needed a ute to transport some wood. In a somewhat bewildering range, a driver can choose from a two door, a two door with extra room behind the seats, fours doors, petrol diesel, manual auto, two wheel drive, four wheel drive, ute, tray, a bare chassis, and one that will make breakfast and coffee for you (just jokes, it’s allergic to coffee).
A Wheel Thing had the pleasure of the company of the 4×4 dual cab ute WorkMate, with a tautly sprung chassis carrying a 2.4L diesel with self shifting transmission. Given its utalitarian focus, you’d be forgiven for thinking it would be a “meh” kind of car. Apart from the basic interior (understandable), the hard ride (for carrying stuff) and a slightly noisy donk, it was actually a bit of fun.
There’s a pair of buttons in the centre console, marked Eco and Sports, with the WorkMate defaulting to Eco anyway. Using the Sports effectively provides an overboost and, in two wheel (rear driven) mode, will quite happily have the tyres thinking they’re at a dragstrip. Otherwise, in normal driving, there’s still the standard 400 torques at a ridiculously low 1600 revs to call upon. This rolls in nicely to the peak power of 110 killerwasps at 3400 revs.
Being a super low revver helps in consumption, with Toyota’s official figures quoting 8.8/6.4/7.3L per 100 klicks in the urban/highway/combined cycles from the huge 80L tank. Emissions are quoted as 203g/km.
The kerb weight is a surprise, at 2045 kilos. It just doesn’t look that heavy. But, it’s also 5330 mm long, yet doesn’t look it. It’s almost as tall as it is wide, at 1815 mm and 1855 mm and sits on a massive 3085 mm wheelbase.
Driving the WorkMate with an auto makes driving it less complicated than blinking. Select Drive (after you’ve twisted the key) and that’s it. It’s a pretty well tuned slushbox but has a propensity for holding fourth gear on long downhill runs, someties needing a switch to manual mode to prod the gearbox into fifth. It’s smooth, quiet, almost imperceptible in changes in normal circumstances but tends towards an somewhat jolty change when pushed hard. When used manually it does feel as if the changes are crisper but there’s no extra urge. It’s smooth enough as it is anyways so the occasions for needing to shift manually would have to be special.
It’s a mostly good ride, surprisingly, but does have a very taut rear end. It’s a live (non independent) axle, with good ol’ leaf springs and is suspended on gas shocks. The front features a double wishbone setup, again with gas shocks and wrapped in coil springs. There’s a good handling chassis attached to them, with some push on understeer in the dry. The steering was light, a little numb on centre but loaded up either side nicely. However, the tyres fitted, being a light commercial spec (Dunlop Grandtrek 265/65/17 on steel wheels), didn’t agree with wet weather and were more liable to (say this quietly) lose traction at the rear on a heavy accelerator and definitely didn’t like corners at moderate speeds.
Acceleration was better than leisurely, less than sporting; bear in mind this was fitted with a four wheel drive system (yup, including a low range transfer case), ideal for farmers for example, and therefore geared a little differently. There’s also the matter of its 3000 kilo towing capacity to consider and the two plus tonne cargo capacity.
The interior was….well… workmanlike, with function overcoming aesthetics. Pick a colour you lie, as long as it’s black and you’ll get the idea. Rubber mats, basic plastics, two cup holders in the console, no fancy look for the dash….it’s a work ute, after all. There’s plenty of room in the back seat but, again, it’s a work ute and probably would see more use with one or two people than anything else.
There’s a cloth trim for the seats, a dark grey combination contrasting with the lighter, almost bone upper trim. A pleasant surprise was the Auto headlights feature, one that A Wheel Thing feels should be standard, like airbags and ABS
The seats are somewhat slabby, lacking side support (it IS a 4WD, you need that) but do have enough cushion in the squab to not be too terrible to sit upon. Perched up as you are, it allows a good viewing position all round. You’ll also look at a somewhat anachronistic yet charming dash (with monochromatic dials for speedo and revs) design, a reminder of how things were, but sprinkled with a taste of the future. 
There’s rotary dials for the aircon’s airflow, fan speed and temperature AND a slide switch for fresh and recirculate. As Scotty said in a Star Trek film: “How Quaint.”
There is the now familiar oddly positioned touchscreen entertainment unit in the dash, which is lacking the satnav, oddly. This should be a given for the car’s target market. There is also a couple of steering wheel control buttons, including Bluetooth. There’s cruise control, auto up/down for the driver’s power window, and a reverse camera (which could have used some colour coding for the tailgate).
The Wrap.
The appeal of the WorkMate isn’t just its drivetrain, but its basic approach to the world. There’s an interior you can effectively hose out, an uncomplicated dash, a splash of tech (which could use a bit more), its uncomplicated driving style. The low down and considerable amount of torque endows it with spirit and, mixed with Mother Nature’s tears, can raise the heartrate considerably.
There’s plenty of towing grunt, Toyota’s proven four wheel drive ability, room for four, and you’ll get Toyota’s standard 3 year/100, 000 kilometre warranty as well. At just over $51K, it’s a big ask but just try breaking one 🙂
2016 Toyota HiLux dual cab 4×4 specifications. will give you all you need to know.
Car Review: 2015 Holden Commodore SV6 Sportwagon
With the Holden Commodore effectively the only local car Holden has built for some time (Cruze is a world car, not locally designed), the major changes the car has experienced have come at seemingly ever increasing gaps. Much like the HJ to HZ Kingswoods, changes were cosmetic or unseen, being located under the skin.
It’s much the same with the VY and VZ to VE, with noticeable but not massive external changes but the move to VF models was more radical and almost a nod back to the original VB Commodore. The VB featured long horizontal tail lights, a design that stayed through to the VL. The VF moved away from an almost triangular look, a look that started with the VY, going back to a set of elongated horizontal lights. The front end underwent a slightly less radical change, with the headlight surround changed to a more “eagle eye” look and the lower front bumper given deeper and more inset vents housing the LED driving lights.
But all the way through, there was a wagon. The ute didn’t arrive until the VN model, however there was always the option of a wagon. With the recently released VF series 2, there’s been the same incremental changes from the VF, with subtle, almost unnoticeable changes unless you look hard. 
The Sportwagon’s tail lights are perhaps the biggest external change, with a more strongly defined design to the housing whilst when lit look more like the neon light style favoured strongly by some other brands including Kia. The front bar has also been given a subtle restyle, with the lower air intake widened and the corners indented. Stand away and you’ll miss the changes.
Under the lightweight aluminuim bonnet (which noticeably flapped around) beats Holden’s heart. There’s a muscly 3.6L twin cam alloy engine, which has a nice touch of rort when punched hard. It’s a willing revver, spinning easily around to the redline, throwing out 350 Nm of torque at 2800 rpm on the way to 210 kilowatts at a stratospheric 6700 revs. 
To put that torque figure into perspective, however, most modern two litre engines with a turbo will twist out the same. Consumption is quoted as 9.0L of 91 RON per 100 kilometres from the 71 litre tank although Holden does say better distance per litre may be achieved from 95 and 98. Send it along a straight freeway and the six speed auto will settle in at just over 2000 revs, dropping that fuel consumption (from the average) to around the 8.3L mark if pedalled gently. Sitting just under the peak torque figure, it allows the Sportwagon to get some serious mid range acceleration when asked. It’s a superb highway cruiser, with minimal road noise intruding into the cabin and that ride has the passengers feeling as if they’re isolated from the outside.
The interior also has received a mild workover but you’d have to be an “anorak” to notice; there’s slightly different looking dials in the dash, but the centre monochrome screen remains. 
There’s the same faux carbon fibre trim, the same oddly located fabric strip in the seats, the same touchscreen (with navitainment and radio apps such as Stitcher & Pandora)as the VF and the same acres of space inside the Sportwagon. 895L of cargo space greet the driver and there’s 2000 with rear seats laid flat.
Back outside, there’s some new alloys to wrap tyres with, with five spoked eighteens clad in 245/45 Bridgestone Potenza rubber. Being the tyres they are, along with the continual refinement of the suspension, there’s a brilliant ride and fantastic handling. Hit a bump and there’s minimal rebound. Punt it hard into a roundabout and there’s minimal roll and the nose goes where the steering wheel says, with the faintest hint of understeer.
Being a wagon, there’s a touch more weight over the rear axle, but there’s no way of telling from the front right seat. It’s light, nimble, responsive, and highly unlikely to go Porsche by swinging the tail out. In fact, it’s one of the best handling cars one is likely to find on the road. Rebound is minimal yet there’s no hard bumps, with suspension nicely dialled in to provide a firm ride yet offer compliance enough to iron out the road to flatness.
Backing up the ride quality is one of the best balanced brake systems going. Touch the pedal, feel the bite, without too much grab straight away yet not lacking in feedback to the driver. It’s a firm yet communicative thing as you press further down, with increasing retardation and in a lovely, progressive manner.
There’s a 2915 mm wheelbase coupled with a 1592/1608 mm track front to rear helping with that stability. Those numbers offer leg room of 1074 mm for the front and 1009 mm for the rear, allowing for plenty of long distance driving comfort. To go with the comfort is safety: Holden have caught up with the 21st century and have added blind spot detection, reverse traffic alert, hill start assist, ISOFIX child seat mounts, front and rear parking sensors, even remote engine start with the automatic, plus there’s the auto park system, rear camera as standard and a full suite of airbags plus the traction control system. You’ll also get Holden’s three year warranty or 100,000 kilometres.
The Wrap.
Wagons are not a dying breed, thankfully. But the Commodore Sportwagon is, with around 18 months worth (at the time of writing) of manufacturing left. We can only imagine what the next model, and beyond, would have been like but, as it is, this model will be seen as the best of the last. Much like Ford sold out Sprint models and the forthcoming cessation of the Aurion and Camry locally as well, the final models will be a great swansong.
Head here for more info: 2015 Holden Commodore SV6 wagon
Lamborghini Australia Reveals Huracán LP 580-2.
It’s all about the numbers and letters: V10, 5.2L, 426 kilowatts/580 horsepower, 540 torques with 75% of that available at just 1000 revs, 1389 kilograms, 40/60 percent front to rear weight distribution, and Sir has the new to Australia Lamborghini Huracán LP 580-2.
Revealed to selected members of the Sydney automotive media in a low key yet razzledazzle event at Sydney Lamborghini in the inner western suburb of Leichhardt, with the event hosted by the affable dealer principal, Dwyer Ogle, and attended by Automobili Lamborghini’s Country Manager for Australia (and five other countries too) Eginado Bertoli, the Huracán LP 580-2 will be aimed at the affluent driving enthusiast. The two wheel drive version starts at $415000 drive away.
The LP 580-2 has been given a mild makeover to distinguish it from its all wheel drive, larger engine, sibling. There’s the restyled front and rear, the nose featuring redesigned air intakes directing air to increase front axle downforce whilst the rear’s design features a spoiler lip in the bodywork which combines with the diffuser’s angle in the underbody to improve the airflow, negating any need for a moving spoiler.
Pirelli’s fabled P-Zero tyres wrap 19 inch diameter alloys, of different width front to rear, with steel brakes and aluminuim calipers contoured for better air flow and weight reduction. There’s also a new power management setup, with the suspension being modified, new steering componentry and recalibrated traction & stability control systems, with the Strada, Sport and Corso settings tune to add to the fun factor, with an emphasis on oversteer.
The V10 engine, for all of its brute force, will feature fuel saving technology, with one cylinder bank shutting down when the computers see no need for all ten to be in firing mode, bring the combined fuel economy figure to under twelve litres of 98 RON consumed per 100 kilometres. Power to weight, thanks to the carbon fibre and aluminuim chassis, is 2.4 horsepower per kilo.
Grunt is sent to the tarmac via the Lamborghini Doppia Frizione (LDF) seven-speed dual clutch auro, calibrated for quicker changes and also loads in a launch control system.
Hidden from view but vitally important in how this rear wheel drive car will operate is the optional Magneto Rheological Suspension, MRS, coupling with the Lamborghini Piattaforma Inerziale, a 3D sensor system located in the Huracán’s centre of gravity, providing real time input to the MRS and traction systems.
What immediately captured the attention was the launch video, demonstrating exactly what this car will be capable of, given a talented driver and a race track. Power slides, sideways drifting, full on attitude controlled by the right foot. Lamborghini emphasized that they stay true to their naturally aspirated engine heritage, with the 5.8L V10 delivering that power and torque sans blower or hairdryer.
Opening the doors shows a hard edged look to the cabin and console, with a 12.1 inch TFT full colour display screen in the dash, with the car shown, (in left hand drive), displaying a vibrant yellow-orange highlight package to the carbon fibre and black interior. It looked somewhat cramped yet a taller member of the media contingent folded himself in easily and looked more than comfortable.
During his opening address, Eginado touched upon a key element of how this car will be presented: fun, enjoyable technology. He also said: “Nowadays, with Lamborghini being famous for four wheel drive, we have the strategy to differentiate the product in order to fit all tastes of the customer driving styles.” Referencing Lamborghini’s history, Bertoli says:”It (the LP 580-2) fits to our heritage, to the Lamborghini DNA, with the Miura, the Countach were cars with two wheel drive versions.”
With buyers of Lamborghini’s cars more than well heeled, Australia’s stifling road laws would see that fun not displayed on a suburban piece of tarmac. However, with race tracks and driver education centres hosting drive days, with Sydney based The Formula Company running out of Sydney Motorsport Park at Eastern Creek as one example, the fun factor will be dialed up for drivers at these venues and will allow them to extract every erg of the Huracán’s ability.
In a short interview after the presentation, the engaging Ogle, a burly Irishman with a keen sense of humour, described how he sees the LP 580-2: “Lamborghini has unashamedly made this car to be entertaining, first and foremost. It’s not the most efficient way to get from point to point, we have the 610 for that, which is precise, unbelievably fast, incredibly competent and then we have its slightly unruly younger brother here (gestures towards the LP 580-2 which is really fast but bloody entertaining. It’s for someone who, I guess, ultimately wants to control something on the edge, to control something that to others is uncontrollable.”
That final section succinctly states what Lamborghini sees the Huracán LP 580-2 to be; in a range of cars that are knife sharp in their handling, their poise and sheer on road ability, there’s still room for a manageable amount of insanity.
When asked if he thought the LP 580-2 was for the driving enthusiasts in the Lamborghini customer base, Ogle said: “I think it is, Lamborghini have traditionally always had a rear wheel drive model, it’s part of the DNA, it’s part of the fabric of the brand. It’s always been that slightly menacing car (with a wicked gleam in his eye) and it provides that extra level of menace.”
On the prospective customer approach, Dwyer said: “We’ve retained the Lamborghini traditions. We’ve seen some future Lamborghini traditionalists, we’ve seen some unashamedly leave other brands, and if you’re fortunate enough, this (the LP 580-2) becomes an “as well” and we’ve got a few of those. I don’t think we’ve set out to target other brands, I think it’s a natural consequence of if you build the best car in the segment and you price it accordingly and you provide the correct levels of service afterwards (with a slight but unmistakable emphasis on those words) they buy it.”
Key to the driving experience are the three driving modes selectable via an ANIMA (Adaptive Network Intelligent Managemnt, the soul) steering wheel mounted switch; Strada is is for everyday driving, with a slight emphasis on understeer. Sport moves the goalposts a bit by emphasising a touch of oversteer, aiming for that emotional connection with the fun factor while Corsa is for full blown track insanity by balancing the car’s handling characteristics, allowing the driver to take advantage of both the engine and the neutral chassis “feel”.
Lamborghini Huracán LP 580-2. The essence of driving fun.
Orders for the Lamborghini Huracán LP 580-2 are being taken now. Contact your state’s Lamborghini dealer for details.
With thanks to Origin Agency for the information and opportunity to attend, and to Eginado Bertoli & Dwyer Ogle for their time. Some images courtesy of Lamborghini Media.
Limited Edition Lamborghini Huracán LP 610-4 Avio Released At Geneva
Lamborghini introduces a Huracán Special Edition at the Geneva Motor Show: the Lamborghini Huracán LP 610-4 Avio
Sant’Agata Bolognese/Geneva, 2 March 2016 – Alongside the Lamborghini Centenario, the Lamborghini Huracán LP 610-4 Avio will make its debut at this year’s Geneva Motor Show. Produced in a run of only 250, this special edition’s name, colors and materials pay tribute to the world of aviation and aeronautics.
From the outset, Lamborghini has been inspired by powerful fighter jets, from which it has borrowed technological, aerodynamic, ergonomic and stylistic solutions. References to the aeronautical world in Lamborghini’s current product line include digital instrument clusters; controls located on the center console as in airplane cockpits; the red engine ‘start’ button; the tight stylistic language of exterior lines; and a broad range of matt exterior finishes.
The new Huracán Avio offers a host of premium functional features in its standard configuration including lifting system, cruise control and GPS*. But the true uniqueness of the Avio lies in its interior and exterior finishes. White or grey painted details contrast with the body color and enhance exterior details such as the tops of the side member, the side view mirrors and the lip on the front spoiler. A double stripe, again in white or grey, runs along the roof and down the front bonnet.
The door panels further identify the special Avio version with the logo L63, where L stands for Lamborghini and ‘63 is the year the company was founded. A tricolor cockade, the symbol distinguishing nationality used in aeronautics, is placed between the letter and the number.
The Huracán Avio is available in five new color variants, specifically developed for this model: the standard color of Grigio Falco with pearlescent finish, and four optional matt colors: Blu Grifo, Grigio Nibbio, Grigio Vulcano and Verde Turbine. The colors’ names are taken from the coats-of-arms representing courses at the Italian Air Force Academy. Lamborghini’s Ad Personam customization program allows owners to choose from further color and trim options not included as standard.
The interiors alternate black leather with a special Alcantara, which is also in black but boasts a laser-engraved hexagonal motif, available for the first time on the Avio. The material covers the central section of the seat, the armrest, the knee support and part of the door panel, and is enhanced with contrasting stitching in white. The L63 logo is embroidered by hand onto the sides of the seats. The interior color and trim can also be customized through the Ad Personam program. Underscoring the exclusivity of this new special edition is a hand-enameled plate on the driver’s side window
The Avio has all the technical specifications that have made the Huracán a great success: aspirated 610 HP, 5.2 liter, V10 engine; 7-speed gearbox with double clutch; hybrid chassis in aluminum and carbon fiber; a power/weight ratio of only 2.33 kilograms per hp and breathtaking performance: 0 to 100 km/h in a mere 3.2 seconds and a maximum speed of over 325 km/h.
The Avio is scheduled to reach dealers’ showrooms in the summer of 2016.
*EU configuration. Standard configuration varies with market of sale.
Information courtesy of Elise Byrne @ Origin Agency and Lamborghini
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