Private Fleet Car Review: 2016 Toyota Fortuner Cascade and HiLux 4×4 cab chassis diesel.

Toyota has one of the more enviable heritages in the automotive field when it comes to four wheel drives. The Land Cruiser started it all, then Toyota gave birth to a whole new category with the release of the RAV4. In the background, the HiLux has been quietly beavering away and now Toyota adds a sibling vehicle to that and the Prado, with the passenger oriented Fortuner. A Wheel Thing back to backs the new HiLux work ute and the top of the tree Fortuner Cascade.The Fortuner is, ostensibly, based on the HiLux and is intended to be the SUV version of that vehicle, offering a diesel alternative to the petrol only Kluger. There’s more than a hint of Prado in the Fortuner in certain angles, allowing the Fortuner to slot in between Prado and Kluger. Size wise you’re looking at 4795mm x 1855mm x 1835mm and rides on a 2745 mm wheelbase. Approach angle on the Fortuner is 30 degrees and departure is 25 degrees.

The new Hilux is a different kettle of fish; the test vehicle supplied was the four door crew cab, complete with Toyota optioned alloy tray, snorkel and bull bar with LEDs. Power, or more correctly, torque, is delivered by a new 2.8L diesel, with an admirable 420 torques at an astoundingly low 1400 revs.The auto gets 450….There’s also an 80L tank for the 1930kg beastie, which stands at 5330 mm x 1855 mm x 1815 mm in standard trim and rolls on a huge 3085 mm wheelbase. Towing is 2800kg, braked.

Inside the cabin are two buttons marked Eco and Power. Pressing the power button provides an astonishing measure of extra boost, allowing the Hilux to garner extra speed without so much as an extra millimetre of pedal travel. The Fortuner has the same engine package but didn’t appear to have the same extra “turbo on turbo” response.Economy was average at 10.4L litres of diesel consumed per 100 kilometres. Toyota quotes, for the manual HiLux, 8.1L/9.3L/7.4L per hundred on the combined/urban/highway cycles. Emissions are quoted as 212g/km. The Fortuner has an 80L tank and has economy as quoted of 7.8L/9.3L/6.9Lper 100 km. Towing? Fortuner offers Sir 3000 kgs (braked) thank you kindly, from the 2135 kg seven seater.

Transmissions were six speeds; manual for the Hilux, auto and paddle shift for the Fortuner. The manual was problematic, getting stuck in the gate a little too often for comfort, whilst the auto in the Fortuner Cascade had issues also, with no advantage being offered by using manual mode, and flaring, a sense of slippage, in off boost driving, particularly when turning.The clutch in the Hilux was balanced nicely, not requiring a muscle man’s left leg nor was it feather light; it worked well with the gear shift in regards to the pickup point, there’s no rubberiness but the gate just seemed to lock the lever sometimes rather than slot it through.

Ride quality is as expected of off road capable vehicles, complete with tyre squeal on tarmac for the more industrial oriented HiLux. They’re both tightly sprung, with the Fortuner offering up a touch more initial compliance befitting its luxury intentions. Steering in both is somewhat vague, with the HiLux seemingly needing a half turn more than the Fortuner before any sense of directional change got under way.

Exterior design wise, the cab chassis has the new HiLux face, albeit somewhat blocked by the factory optioned bullbar fitted. Fortuner is not a design A Wheel Thing can say is pretty although there is hints of muscle to the flanks.The rear window line is unusual in the downward slope and the kickline underneath, meeting at the rear door. The powered tailgate integrates the rear lights into both the chromed nameplate and into the rear guards, with a laser like LED lighting at night.The front is a touch heavy handed in the lines, although there are splashes of chrome to lighten it visually and there’s more than a hint of Prado in the guards. Both cars have LED driving lights, with the HiLux’s as an eyebrow whilst the Fortuner’s are aligned in the inner section of the assembly. The pair came with sideboards underneath the doors, with the Hilux snorkel, as mentioned, a factory option.The interior of the pair also, unsurprisingly, have crossover; in particular the dash design echoes that of the 86 and Corolla range. There’s a raised, almost arch like, section for the centre airvents (bracketing a LED clock), and both have a touchscreen with the Hilux’s looking almost as if it was fitted as an afterthought. At least the Fortuner’s looked integrated, as did the surprisingly harmonious shade of chocolate leather fitted to the seats. A letdown was the plain look of the Fortuner’s dash dials, detracting from the otherwise luxury feel of the cabin, including the DAB equipped audio system.The Hilux had manual seat adjustment for the front seats with all seats comfortably padded and cloth clad, Fortuner’s were electric, with the centre row (that’s right, it’s also a seven seater) slide and tilt whilst the rear two pews….they’re mounted in the rear with side pivots and with plastic hooks which very easily come loose when taking the Fortuner over some bumps, allowing a seat to bounce and flap around with a boom. But, there are rear air vents to sooth the furrowed brow of said rear seat passengers.The Hilux stays with tried and tested dials for the aircon, dials that wouldn’t look out of place in car twenty years ago with Fortuner’s Cascade getting more modern looking dials and LED lit temperature screen. There’s also a leather clad cover for the passenger side mounted chill box and a nicely finished surround for the transmission selector.Bluetooth is fitted to both cars, and both have auxiliary inputs plus 12V sockets. Fortuner’s steering column is adjustable for reach and tilt,as is the HiLux. There’s also, very unusually, a 240V compatible socket mounted low down in the console and facing the rear seats. Smartly, Toyota have fitted both cars with easy to clean rubber mats.

I say smartly, because both are fully fledged off roaders, with locking rear diff and a transfer case. They’ll flick from 2WD to 4WD in high range on the fly at speeds up to about 80 kmh but you need to be stopped and in Neutral to engage low range. The Fortuner also came fitted with a hill descent assist mode, which can be heard whirring and quietly clunking away underneath.

The Fortuner rolled on 265/60/18 Bridgestone Duellers, the ute with same size and branded rubber, with the tread being the Grand Trek tyre. The Fortuner was taken to A Wheel Thing’s “secret test track” in the back parts of a lower Blue Mountains suburb, that has a good mix of gravel, stony road surfaces, mud and sand plus a number of slopes and conditions that the average driver would baulk at.Let’s just say that for the average off road capable driver, the car will be more than able to deal with what the driver can do. For both, don’t expect them to be quick off the line, as it’s more the mid range that the Power button really works in giving that extra grunt.

Toyota offers the Fortuner and HiLux a 3 year/100,000 k warranty and a five year anti corrosion warranty as well. Safety comes well packed, with pretensioning seatbelts, traction control, hill descent and airbags all around.

The Wrap.
There’s no doubt at all of Toyota’s 4WD heritage being passed on and down through the Hilux range, however the addition of the Fortuner adds an extra and possibly untapped option to their range. The Kluger is HIGHLY unlikely to be taken off road, as is Prado, even though it’s capable. The FJ40 is petrol only and isn’t quite the passenger car in intent whereas Kluger and Prado are, hence where Fortuner fits in.

The HiLux range is vast, with petrol and diesel, two wheel and four wheel drive, single, Xtra, dualcab, tray backed, ute backed, cab chassised….the version supplied is a great example of how HiLux has continued to evolve and the version supplied certainly does the nameplate no disfavour.

For specs on the HiLux tested (and to take you through to the range) go here: 2016 HiLux 4×4 dual cab chassis range.
The Fortuner tested starts at a tick under $60K plus on roads and details on the range can be found here: 2016 Toyota Fortuner range http://credit-n.ru/ipoteka.html

Private Fleet Car Review: 2016 Audi A3 e-tron

Hybrid technology has come along in leaps and bounds in recent years, but more so in the integration of the electronics. Battery technology, except in the case, seemingly, of the product from Tesla, has pretty much stalled. For the time being, mainstream makers are using a petrol and battery powered engine combination and A Wheel Thing took to the roads in the new A3 e-tron from Audi.There’s nothing really obvious that has the e-tron version stand out more than the standard, nicely rounded, A3, until you get up close. There’s the lower case e-tron badge and,more subtly, the plastic lock hidden in the four ringed badge in the grille. Twist that and, with a gentle nudge sometimes, it reveals the charging point for the battery pack. There’s 75 kW on offer and a fantastic 330 Nm of torque. That’s hooked up to “the generator”, a 1.4L TSFI petrol engine, with 110 kilowatts (5000 to 6000 rpm) and 250 torques between 1600 and 3500 revs.

That’s enough combined moombah to see the e-tron do the ton in a lick over seven and a half seconds, while consuming just 1.6L of unleaded go-go juice per 100 klicks. That’s using a six speed auto, a smooth changing unit with the now almost mandatory paddle shifts. Left to itself, the gearbox slurs through nicely and with the manualshift in operation is noticeably, but not by a huge amount, crisper.

Steering is rapid, direct, with enough weight and heft to involve you in the decision making, unlike the over assisted Q3. Ride quality is soft, in a luxurious way, but there’s some hard absorption of smaller bumps straight up. A measure of body roll is also noticeable in the 1615 kg e-tron, but, again, by not a huge amount. Rubber and wheels were Pirelli P7s, at 225/45 on 17 inch alloys. Body style is the five door hatch, with the familiar LED style tail lights and a high tech looking front.What is truly noticeable is the silence of the e-tron in purely electric drive, boorish road noise not withstanding. Because electric vehicles are still so rare, it’s natural to expect something that says the car is ready to go. Slip in, strap in, press Start and……nothing. The dash has lit up, the excellent sounding digital radio is on and…nothing. Select Drive or Reverse and the e-tron silently gets underway.

Plant the welly and there’s that never ending wave of go go go go go as you watch the charge display change in response (Audi quotes zero to sixty in under five seconds and a top speed in electric mode of 130 kmh). Although it’s not lightning quick (see what I did there?) it’s more than quick enough and did manage to chirp the tyres a couple of times. Range from full? Umm…next question.

There’s four different drive modes, including using the petrol engine to help keep the battery level where it is or, more importantly, top the charge up and that is an important part of where this car survives or fails.

The e-tron come with a front mounted port, located behind a swing out badge, as mentioned and has a 10 amp compatible charging cable and control unit in the boot. Charging time at home is around five hours or, using an industrial 3 phase, half that.The car itself has a charging program in the computer; once plugged in and turned on, a green light will flash to indicate charging is underway and glows steady when done. There’s a kinetic energy recovery system as well, pulling charge into the batteries under brakes. A Wheel Thing managed a best of under 40 kilometres from full charge.

The traditional dash display is there, bar a swap of the tacho for the aforementioned charge dial, which also gives you an indication of engine efficiency. It brackets a monochrome info screen with the speedo with the rest of the dash housing funky airvents, the larger jog dial linked and operated screen and the brightly coloured aircon controls. Audio wise, there’s DAB+ on top of the AM/FM/Auxiliary choices.

The test car came fitted with some options: there’s the Assistance Package, at $1990, featuring adaptive cruise control (with the sensor clearly visible in the front bumper and subject to being covered in dirt), pre-sense including autonomous emergency braking, active lane and side assist and high beam assist. Safety wise, there’s the full array of airbags including driver’s knee, stabilisation control electronics, rear parking camera as standard and the steering column is adjustable for tilt and reach. The metallic Monsoon grey paint was a $1050 option and the Comfort Package (electric and heated front seats, LED interior lighting, electric mirrors, dimming rear vision mirror and driver’s mirror) was $1990. The clear sounding B&O audio was a somewhat eye watering $1750 option, with the car testing out at $69270 plus ORC’s.

Audi’s servicing now offers a Genuine Care plan, covering your Audi for three years or 45000 kilometres, whichever comes first, which works by prepaying for your services (15000 k’s or twelve months) in the first year of buying your new Audi, plus you’ll get 24/365 roadside assist and the Audi magazine. The warranty is three years and unlimited kilometres, offering plenty of piece of mind.

The Wrap.
Until fuel cell cars and a network of high rate of charge power stations for cars are more commonplace, hybrids such as the e-tron will be the stop gap in regards to decreasing fuel consumption. Audi’s level of computer integration which allows the driver just that much more flexibility of how the petrol engine synchronises with the battery system is a winner, the relative lack of battery range isn’t.

For details, head across to the Audi Australia website and follow the links or click here: Audi Australia A3 e-tron http://credit-n.ru/calc.html

Lamborghini Automobili Adds More Value To The Huracán.

Lamborghini has released a number of updates to the Huracán LP 610-4, yet has kept the price of Au$428,000 plus onroads. The car is now available for order with the updates for delivery in 2016.

What’s New: the naturally aspirated V10 is now available with cylinder deactivation, the first time this been provided for the engine. In normal driving, when not all cylinders are required, one cylinder bank is deactivated until the computer registers a change in throttle and then changes back to full cylinder mode instantly.
As a result, fuel consumption is decreased, as are emissions, to 283 grams per kilometre. Cruise Control is also now available as an option.

The acclaimed four wheeldrive system has been fettled, to provide an improved handling sensation whilst inside the Huracán, choices for interior trim have been improved, along with the addition of leather as standard to the upper console and door handles. Air vents are now an exclusive and classy matt black. A travel pack is now able to be sourced, featuring additional storage nets and cupholders and an additional 12V socket.

Lamborghini’s in-house personalisation package, Ad Personam, has added extra interior personalisation and exterior options, with owners able to tailor their car with matt paints and heritage colours.

Not that you need a sound system, with that sonorous V10 soundtrack behind the driver’s left ear, Lamborghini now offer their 390W Sensonum audio package, with ten speakers fitted inside hexagonal shaped mounts powered by a ten channel amplifier. For engine sound, there’s now available in all markets world wide, the optional sports exhaust system, complete with gloss black tail pipes.

Finally, LED lighting for the engine bay is available, with the optional transparent engine bay cover and carbon fibre engine compartment.

Automobili Lamborghini S.p.A.

Founded in 1963, Automobili Lamborghini is headquartered in Sant’Agata Bolognese, in North-eastern Italy. The Lamborghini Huracán LP 610-4, which made its world debut at the Geneva Motor Show in 2014, is the successor to the iconic Gallardo and, with its innovative technology and exceptional performance, it redefines the driving experience of luxury super sports cars. The Coupé and Roadster versions of the Aventador LP 700-4 and the Aventador LP 750-4 Superveloce are the new benchmark in the world of luxury super sports cars with the V12 engine. With 135 dealerships throughout the world, Automobili Lamborghini, in half a century, has created a continuous series of dream cars, including the 350 GT, Miura, Espada, Countach, Diablo, Murciélago, and limited series including Reventón, Sesto Elemento and Aventador J. The Veneno Coupé, Egoista and Veneno Roadster were produced to celebrate the 50th birthday of the company in 2013.

For other photos and video material, please visit our websites:
www.media.lamborghini.com and www.thenewsmarket.com/lamborghini

For further information on Automobili Lamborghini, please visit our website: www.lamborghini.com http://credit-n.ru/informacija.html

Private Fleet Car Review: Car Review: 2016 Toyota Corolla Ascent/SX/ZR hatchbacks.

It’s the world’s best selling car with over 41 million sold since being released close to half a century ago and has been seen in three, four and five door versions. Australia was the first market outside of Japan to receive the Corolla and Australia was the first country to build it outside of Japan. A Wheel Thing had the rare privilege of being able to review three versions of the hatch, back to back, with the Ascent manual hatch, the SX hatch and rangetopping ZR hatch with both fitted with a seven ratio CVT.Sitting comfortably amongst its competitors, such as the Hyundai i30, Kia Cerato, Honda Civic, Mazda 3 and Ford Focus, the Corolla sports a 1.8L alloy blocked four cylinder. Peak power is 103 kW at 6000 revs, torque a decent 173 Nm at 4000 rpm, with a handy amount of that being felt once the tacho swings past 3000. Toyota claims the hatch will sip from the 50L tank at a rate of 6.7L (manual) to 6.1L (auto) per 100 klicks on the combined cycles. The ZR hatch finished on 7.3L/100km and that was virtually all freeway.The manual transmission is a delight; sweet shifting, an almost perfectly balanced take up point for the clutch but a perhaps too light feel for the travel itself. This, of course, depends on the strength of the leg pushing the pedal and with far too many cars in Australia being of self shifting means, it’s not likely to trouble a buyer. Speaking of self shifting, the SX and ZR came with a constant variable transmission, programmed with seven shift points for those that like a manual auto.There’s a well weighted shift mechanism for the auto’s gear selector, it’s not flimsy in feel to move it, plus there’s the paddle shifts on the column. In order to extract the most from the engine with the auto, it does need to be taken up to around 4000 rpm, with that noticeable change in attitude at about 3000, but it’s better done with gradual to moderate acceleration, as a heavy right foot has the engine “slipping the clutch”, with the CVT feeling as if the power isn’t fully utilised.

The changes are reasonably sharp, using the paddles, but forward motion is much more noticeable, with response from the engine at a higher plane than using the right foot alone. The manual has a completely different character, the tacho zipping around nicely and with no feeling of losing power to the transmission when pressed, unlike the CVT.

There’s different levels of ride quality, not unexpectedly, with the Ascent the most plush of the three. Compared to the tight SX and the taut ZR,the Ascent simple sponged over bumps, exhibited a small measure of body roll when pushed, a touch of tyre understeer and did pass through a bit more road noise as well. The SX was defineably tighter and the ZR, although not as much of a gap between Ascent and SX, was noticeable in being tighter again.Turn in was more precise in the SX and ZR, understeer negligible and felt more stable on the roads. Undulations on the freeways were followed as if the cars were part of the surface, with the body of each following each dip, ripple,curve as if it were glued evenly across the surface, with the suspension dialing out rebound or pogoing swiftly. Both the SX and ZR left the driver feeling confident and safe thanks to the tied down chassis, plus the ZR’s damper rates were just that bit quicker than the SX, imbuing an even higher level of feedback.

Having lower profile tyres on slightly bigger wheels helped as well, with the Ascent rolling on 205/55/16s, the SX with Michelins 215/45s on 17s and the ZR the same. Outwardly, the three look similar, with sports styling on the bumpers. The ZR ups the ante, with LED running lights and self levelling headlights for the ZR, plus a massive glass roof, known as Skyview, for the ZR.The current design philosophy of the Corolla hatch is of a slinky, laid back profile, edgy tail light design that wraps around into the rear flanks of the hatch. The head lights have a similar look, with LED running and headlights for the ZR, as mentioned. The front bar of the ZR and SX are of a more sporting bent than the Ascent, understandably, with an almost Formula 1 appearance, with wings wrapping around the bottom corner globe lit driving lights. The rear of the SX and ZR refelct that same design styling.

The interior of the three, naturally, had a commonality. Of note was the lack of DAB radio, alloy pedals, electric seats and heating/cooling for the ZR. There’s plainish black cloth in the Ascent, red stitching and red highlights in the SX with the seat print looking like (out of place) tyre tread, while the ZR gets machine leather with the squabs of a perforated design.Cheapish looking and feeling faux carbon fibre inlays span the dash for the Ascent and SX whilst, somewhat confusingly, the sportier oriented ZR gets a matt black finish. There’s old school dials for the aircon for the Ascent and SX; the ZR had flick switches and the somewhat counterintuitive light for the Dual zone being OFF, not on…

There’s the same basic dash design, with a small binnacle arch for the driver, tying the look back to the seventies but with a catch. The airvents are the throwback, the future comes in the form of a 6.1 inch (Ascent) or 7 inch (Ascent Sport/SX/ZR) touchscreen with deliciously blue backlit tabs on either side. The Ascent has a basic info centre screen laid into the speedo, with tacho and fuel gauge either side, whilst both SX and ZR get the higher res and more info screen in a central position between blue backlit dials, as seen in Camry and Aurion.

The ZR gets satnav, as did the SX, with the SX reading out, audibly, speed camera zones and road entry/exits to certain suburbs. The ZR didn’t, but that would be a setting that hadn’t been enabled within the menu system.
The system provides an option to connect a smartphone, accessing apps built in via ToyotaLink, plus all cars get Bluetooth connectivity, USB and Auxiliary inputs. Safety wise, a reverse camera image is shown on the screen and a nice surprise, with the steering column across the range being adjustable for tilt and reach.

There’s keyless start for the ZR, extra buttons on the tiller for SX/ZR to access the centre screen info, Sports mode button in the centre console in the upper two models, alongside the traction control seen in all three. Cruise is also standard. At the rear, the Ascent and Ascent Sport get full sized spares (the sedan gets a 470 litre boot), SX and ZR cop the lightweight spacesavers.

Toyota being Toyota, there’s safety by the hatful, with seven airbags including curtian, Hill Start Assist plus emergency braking lights for following vehicles should your car need to suddenly stop. VSC, Vehicle Stability Control, is standard, as is Traction Control.

Warranty wise, Toyota is somewhat behind the Koreans,with “just” a three year,100,00 kilometre warranty. Compared to the five and seven years offered by Hyundai and Kia….There is capped price servicing, Toyota’s own Comprehensive Vehicle Insurance and Extra Care Roadside Assistance to sweeten the pot, however.

The Wrap.
Corolla isn’t the world’s best selling car for nothing. Toyota have made sure that the little battler doesn’t just appeal to your wallet, it goes for your soul as well. There’s always a measure of charm but A Wheel Thing feels it’s time that Toyota did to the Corolla what it has done with the bigger siblings: leave the past behind and give the interior a more modern feel overall.

Hyundai’s i30 has been outselling or been so close behind in sales numbers to the Corolla of recent times, Mazda’s 3, Ford’s Focus and even the forthcoming Holden (Opel) Astra have gone “clean sheet” for the dash, the part of the car a driver sees more of than any other. With the top of the ladder ZR omitting simple but expected items, surprising omissions given its intended market, some will look at the opposition and look at what’s included.

With the three cars tested, there’s something to like in each. The Ascent delighted with the manual, the SX sat nicely in the middle of the model road and the ZR offered a great view upwards. On the flipside, the Ascent’s somewhat softish ride, SX’s interior trim and ZR’s lack of extra niceties as a top range model lose a few brownie points. Plus, the mix of throwback seventies and today’s tech is a jarring combination. However, Toyota’s core Corolla buyers are generally those that aren’t a fan of massive change yet appreciate the newer things in a car.

The recent exterior updates are mild, enough of a refresh to keep Corolla fresh, but not too wild as to alienate those that haven’t bought a new Corolla for five years. With manual adjustment only for the seats in all but the ZR sedan, Toyota have cannily guided those that may have considered Camry but didn’t need a physically big car into the Corolla funnel, with the “old school” touch of being able to “do it for myself”.

Were A Wheel Thing to choose a Corolla, it’d be the ZR with the Skyview roof and a manual gearbox. For your choice, head to Toyota Corolla range http://credit-n.ru/kurs-cb.html