Supercar Parade on the M6 onramp

Posted by gaycarboys on 05/10/2013

VW’s Stunning Scirocco Snuck in Under Our Radar

Posted by gaycarboys on 04/24/2013

A wonderful week with VW’s sexy Scud R. Did I say Scud? Of course I meant Scirocco R, the 188KW secret weapon which sells for a sensation over $52k drive-away. That does sound a lot doesn’t it, but no not a bit of it. After a few kilometres most would think it’s worth every centime.

It’s the delicious body you notice as you approach. There is no escaping the Golf-ness of it, but that’s also the beauty of it. Imagine someone popped a Golf R 3-door in an oven on high and as it started to melt, was removed and placed lovingly on a trivet to cool: what would be left? What’s left is something more perfectly baked and formed. It’s smooth and low but still based on a Golf, albeit the previous model (MK V) on which the Golf MK VI was also based. Just as an aside the New Golf (MK VII) has just been launched so we’ll bring you that shortly.

In the meanwhile the Scirocco: It is simply Scrumptious. There is very little adornment about her. Instead she relies on her beauteous face to charm onlookers, and charm it does. It’s not as flashy as the 86 and lacks the 5 doors of the Focus St but there is something about the Scirocco that makes people look. The advertising blitz was brief because VW sell every unit they can bring in so telling more people about it seems pointless. And it’s just as well, because I’d rather it was kept a secret that way its exclusivity is kept intact. Amazingly you see quite a lot of Sciroccos when you’re driving around in one yourself so you feel rather like being in a club with a secret handshake.

The front is very like the MK VI Golf which in turn is like lots of other Volkswagens which is a strength or weakness depending on your point of view. It’s got the handsome narrow grill, Bi Xenon headlights and LED running lights. The Bi-Xenon headlights are a development of Volkswagen’s Xenon headlight technology and use an electromagnetically operated shutter to control light output.

The 19” Talladega wheels look huge and are barely contained by the bulging arches and the lot is made to look even more impressive by the low roof. The sexiest bit for me is the pert rump with its low roof spoiler and tiny little hatch. It’s here of course the keen eyed among you will notice the only badge apart from the VW badge is the “R” signifying the performance range. The back is made to look a little more streamlined by a scoop of black arching over from one tailpipe to the other right in the lower section. It has the effect of visually removing some of the bulk.

The cabin is accessed by a distinctly low-tech press of the key fob button. Opening the doors emphasises just how long they are which you’ll only regret in parking garages. You’ll need to leave a bit of extra space if you have a dickie knee!

You’ll find the cabin has most of the things a young man about town expects. Like the exterior, the cabin is understated and very reminiscent of all the other VW cabins. It’s restrained, even a little bit old fashioned but very very classy. The seat fabric is the kind usually described as “sports” fabric and feel a little like a wet suit. The instruments are laid out with the German efficiency which brought us the fabulous Autobahns, Mozart and Bauhaus. It’s neat with everything clearly labelled and in exactly the right place.

The wipers and lights have an auto function and the Cruise Control is a simple rocker switch for set/resume and a 2^nd switch for on/off. The steering wheel has the standard VW layout with driver and car info on one side and infotainment and phone on the other. The centre stack holds the audio and climate controls. The LCD displays the functions as well as the graphic the reverse sensors. For the life of me I can’t understand why they didn’t just install a camera instead. It would have cost three bucks.

While we’re up front let’s take a second to talk about the sound system. Dynaudio Excite premium audio system, 300W digital amplifier with 8 speakers comes with the Satnav option. The sound is powerful with rich deep tones, and crisp clear upper range. It sounded brilliant at any volume.

Annoyingly we were forced to spend most of the time on radio or BT Streaming. The USB is not compatible with Iphone 5 and will not charge or stream music. The compatible cable is not yet available. Moreover the BT offers no control, not even forward/backward/stop/play could be coaxed from it. Since you’re not allowed to touch your phone while driving it makes for an interesting performance. You’ll need a playlist with no songs you want to skip. Alternately you could take every trip with a chum riding shotgun.

The Volkswagen group take great care to use the same eye for detail in all their models. In fact sitting in VW feels like sitting in most other VW’s which means there is a reassuring feel of quality no matter what your budget stretches to. That’s exactly how it should be, but there are some little things that sneak through regardless of the thoroughness of the development. The Scirocco has the tiniest rear-view mirror in history. The problem is made worse by the small back window and low roof. Looking backwards while driving gives you an excellent view of bonnets and the occasional truck grille but not recommended at speed. It may look hot as hell but trying to reverse into a tight car park can be tricky with such a small window. As I mentioned earlier, all of this could have been illuminated by a $3 CCD camera pointing backwards, and displaying on the LCD screen on the dash, and one wonders why it isn’t so. Instead, the rear sensors show a graphic on the screen showing if you get close to something. It simply won’t do, it isn’t the same as being able to see the view in real time. What’s more only a real picture is going to help you park straight. We’ve all done it, we’ve all gotten out of the car only to find our first attempt has gone horribly wrong and limited view will make it worse, trust me.

The seats are fairly comfortable for a hard edge sports car. There is side support to keep you in place in tight corners and sculptured seat and back should fit most of us. I’m not a fan of rock hard seats with bit that poke into you in unexpected locations. We didn’t have the chance to do a long trip but a couple of hours didn’t have bits of me going to sleep. There are some fancy names for the fabric but I still think Kyalami and San Remo still sound like Mediterranean holiday destinations.

Finally the drive, which is what most will be gagging to hear all about.

I want to scream “Fabulous” but I’ve restrained myself for the duration. From the out, there was no doubt the Scirocco was a hard core hot hatch/sports coupe. With 3 modes, the chassis control changes the damping continually up to 1,000 times a minute. Sport mode toughens up the chassis almost to the point of being harsh but the cornering is a rewarding experience. On the other hand normal is a good trade off and is where we left it some of the time, but I opted for “Comfort” which makes for a very pleasant city cruiser. I’ve driven many a hot hatch that shook fillings loose and were impossible to live with. Such is not the case with the sexy Scirocco.

Then we have a stupendous 6 sec 0-100 acceleration which is only a few seconds under a $200k Ferrari. Only ten years ago 6 seconds was considered remarkable and almost in supercar territory. You’ll remember we drove the slightly mental Ford Focus recently and loved it but that drive was marred by the steering. Front wheel drive cars are notorious for kicking the steering wheel over under hard acceleration. The Ford electronically corrects this giving the wheel an odd over-assisted sensation. The VW relies on good engineering rather than fancy gadgets and we are better off for it. Sticking the boot into the Scirocco will not wrench the wheel from your hands.

The trip through the Royal National park was joyous. The superb engine freely spins with the smallest of hints and with the 188kw on call, the temptation to do so is irresistible. She switched directions as if she read my mind, without feeling in the least bit tetchy or jumpy. The brakes had the right amount of feel too and never felt they have faded. Of course the suite of safety gizmos use the brakes, engine and diff to ensurie the car into stays on the road. If the system slams on the brakes in an emergency it applies extra pressure to account for the slow driver response time. At the same time it starts the brake lights flashing to alert those coming behind. Most VeeDubs have Hill Start Assist now so handbrake starts on hills have been consigned to the dustbin of history. It goes without saying that the ASR, EDL, ESP and XDL work together to make the driver look even more impressive. I mention them only to feed my fetish for TLA’s. Volkswagen have minimised the understeer by even more clever design so throwing her into corners then rocketing out the other side feels like second nature.

The exhaust has a nice raspy note at times which is as well because the 6sp manual loves being held right on the edge. Keep the revs up makes the drive even more scintillating because the power and torque are instantly available.

One safety device of a questionable and peripheral nature is rear fog light. In my opinion they should be banned from cars driven by anyone in a cap. High intensity lights hurt your eyes when you’ve driven behind them for more than a few hundred metres. I’ve noticed a fog lamp switch just there, although I realise you can’t see me pointing. I also realise you can’t see that I’ve removed my cap or that I’ve just noticed I’ve been driving with the rear fog lights on so have switched them off. I wonder how many motorist now hate Volkswagen Sciroccos?

The sad thing here is that the full potential of this magnificent car will not be fully realised pottering around city streets not that it isn’t perfectly happy doing so. Nor will it be realised on a highway because once at 110kph that’s it, but it is a very comfortable cruiser. There is much kerfuffle over whether a manual or auto (DSG in VW’s case) is best and the truth is that more than 85% of vehicles are sold without a clutch. This is nothing more than a shift on thinking. Most people live in cities, a trend being repeated all over the world. Cities are places where a trip of 20 k’s will be done at an average of 30 kph unless you commute big distances on highways.

Opinion is also divided as to whether or not a clutch-less manual or automatic is the way to go and CVT’s have now been added to the mix. Arguments have been made in the past about how much extra control you have in a manual gearbox over an auto of any form. That may have once been true, but not for a very long time. I say this even though the manual gear change in the Scirocco is fabulously smooth, but the DSG will aim to have you in the highest possible gear for fuel savings. Those wanting more control can simply use the manual option and shift the gears at the preferred time. So, it’s merely a show of testosterone which induces an individual to choose a more difficult option in choosing a clutched model. The test car was manual with 6 speeds, and as enjoyable as it was, the DSG in the city provides the best of both worlds. It isn’t that I don’t like changing gears, I do, I like it very much but I don’t see any reason to make things difficult when very clever people have tried to make things simple. And that goes for all the fancy schmancy new gadgets including automated parking, rear view cameras automated lights and wipers. I’ll have them all thank you very much and except for the camera, the Scirocco has the lot.

By now you’ll have gleaned that I’m rather keen on Volkswagen’s Scirocco. Those lucky Europeans have had her for several generations but the current one looks just fine to me and is the first on OZ shores. The fuel consumption is good for a high powered sports car for the common man and the cost, well, $52k doesn’t sound bad when put in the right perspective. Would I buy her with my own money? Yes sir I would. It’s very hard to convey a true sense of a vehicle in only a few words, and just as it’s hard to gather the true mark of a car in a 15 minute test run. Each day I fell more and more in love with the Scirocco as I’m sure many people have in the past. She is a classy sports tourer that is very happy to be used as a daily hack, and never are you going to feel that you have paid too much. Vintage Sciroccos fetch huge money now, just sayin…..

Price: $52,000 (approx)

0-100 6.0 secs

fuel tank 55L

econ combined 8.2 L/100k

power/torque 188kw/330Nm

All-New Ford Kuga a Smart SUV

Posted by gaycarboys on 03/21/2013

All-new Ford Kuga SUV delivers a range of smart technologies, fuel efficiency and safety

Segment-first hands-free tailgate and segment-first Emergency Assistance

Intelligent All-Wheel Drive system and Torque Vectoring Control, help deliver refined and safe handling

The all-new Ford Kuga is set to shatter the myth that an SUV cannot be efficient, safe, high-tech and capable all at once.

Ford’s newest SUV arrival is the centrepiece of the company’s strategy to expand into one of the fastest-growing segments by offering high levels of fuel efficiency and safety, as well as segment-leading smart technologies and a surprising array of standard features.

These smart technologies, include:

Segment-first voice-activated Ford SYNC connectivity with segment-first Emergency Assistance

Ford’s ‘intelligent’ All-Wheel Drive system, including exclusive Torque Vectoring Control

Hands-free tailgate

Standard EcoBoost petrol engine and proven TDCi turbo-diesel

The all-new Ford Kuga also delivers smart pricing. The front-wheel drive Ford Kuga Ambiente six-speed manual comes to market with a price point below $28,000.

“We’re signalling to the medium SUV market that the all-new Ford Kuga is a serious contender with the front-wheel-drive Ambiente model from $27,990* (*Manufacturer’s List Price),” according to David Katic, General Manager, Marketing, Ford Australia.

“Customers today are chasing value-for-money and the Ford Kuga delivers,” he said.

“With three models to choose from – Ambiente, Trend and Titanium – and the availability of either the standard EcoBoost petrol engine or optional turbo-diesel engine on Trend and Titanium, customers now have an even better reason to put the Ford Kuga on their shopping lists.”

With the addition of the segment-first Emergency Assistance technology, the Ford Kuga brings some remarkable new features and capability to the crowded medium SUV market.

“The Ford Kuga is the first Ford vehicle in Australia to feature Emergency Assistance across the range,” Katic said. “This technology has already proven a life-saver in North America. It provides our Ford Kuga customers with peace of mind.”

The Ford SYNC-based Emergency Assistance system uses the driver’s own mobile phone and runs in the background once the phone is properly paired with SYNC.

Upon detecting airbag deployment or activation of the emergency fuel shut-off within the car, Emergency Assist uses the on-board GPS locator and Bluetooth-paired device to institute an emergency call and can provide GPS co-ordinates to the emergency services.

The Ford Kuga also introduces for the first time Digital Audio Broadcasting (DAB) radio on Trend and Titanium models. The Ford Kuga is the first Ford Australia vehicle to feature this as standard on its premium models.

Apart from a range of new features and enhanced driving ability, the Ford Kuga has much improved packaging and more interior space, which has been achieved with the same 2690mm wheelbase as the previous model.

The new SUV is:

81 mm longer              (4524 mm versus 4443 mm)
4 mm narrower           (1838 mm versus 1842 mm)
8 mm lower                 (1702 mm versus 1710 mm)

Much of the added space in the Ford Kuga has been devoted to the rear passenger compartment and luggage area to ensure the SUV is a complete family vehicle during the week and has room enough to be a spacious lifestyle getaway vehicle at weekends.

‘Intelligent’ All-Wheel Drive
In the all-new Ford Kuga, the ‘intelligent’ All-Wheel Drive system pre-emptively reassesses conditions 20 times faster than it takes to blink an eye, readjusting the AWD power split to give the driver the best blend of handling and traction.

The primary goal of the AWD system at low speeds is traction; at speeds above 30 km/h the AWD system is tuned to improve driving feel, handling and responses. A unique cluster display shows drivers the torque demand of each wheel at any moment.

Dynamics and cornering control are improved by the introduction of the enhanced Torque Vectoring Control system developed with the Focus RS and launched in the Focus. This helps to deliver Ford’s fun-to-drive DNA by applying a small amount of braking to inside wheels to assist drivers through bends.

Innovation inside and out
The stylish new Ford Kuga offers space for more luggage and a luggage compartment that can be accessed more easily.

Ford’s hands-free tailgate can be opened or closed simply by a kicking motion beneath the rear bumper to either open or close the powered tailgate; and all-new Ford Kuga offers 46-litres more luggage compartment-space than the current model, while the rear seats fold flat in one movement.

The rear seat backs also recline over a 10-degree range, allowing rear seat passengers to set their seatback to the exact position they want.

The volume of road noise and wind noise audible has been significantly reduced compared with the current Ford Kuga to help deliver one of the quietest cabins in the segment. Improvements were delivered following the innovative use of elliptical acoustic mirrors to measure exterior elements that can influence the noise and vibration inside the car.

From the initial design, the new Ford Kuga was engineered to be as visually appealing up close as it is from a distance with spaces between panels no wider than 0.5mm. The craftsmanship inside emphasises touch and feel through use of a soft instrument panel and soft upper door panels.

Particular attention was paid to deleting exposed fasteners on moving parts like the tailgate, sun visors and glove box. The Ford Kuga also features an opening, electric panoramic glass roof on the Titanium model.

“The Ford Kuga’s styling and purpose has evolved to incorporate more space, a more precise execution and a higher quality feel,” Katic said.

All-new Ford Kuga will launch with a global colour called Ginger Ale, a subtle green hue to reflect its active outdoor capabilities, with rich, sophisticated tones to harmonise with the slick urban environment where many models will find a home.

Engineered for outstanding safety
To ensure the highest safety levels, Ford conducted more than 5,000 virtual and real-world crash tests on the new Ford Kuga, which has helped deliver a maximum 5-star crash test rating by both EuroNCAP and the Australasian New Car Assessment Program (ANCAP).

The Ford Kuga is immensely strong, with more than 30 per cent of the body structure made up of high and ultra-high strength steels.

Ford engineers made extensive use of these ultra-high strength steels in the body structure and a specially-designed ring reinforcement around the panoramic glass roof on the Titanium to ensure rigidity and strength.

“This helps the Ford Kuga become an even safer car for families – it’s the smart choice,” Katic said.

EuroNCAP, an independent vehicle safety organisation, has also awarded the Ford Kuga an Advanced reward for Ford SYNC with Emergency Assistance.

Apart from a rigid safety cell, the Ford Kuga a comprehensive list of active and passive safety features are available, including seven airbags (including driver’s knee airbag), Dynamic Stability Control with ABS, Trailer Stability Function and Hill Launch Assist, Brake Assist and rear parking sensors.

Further driver-assistance technologies are available in the Ford Kuga as part of an optional $2,650 Technology Pack on the Trend and Titanium models. The Technology Pack includes:

Active City Stop

Adaptive Cruise Control

Blind Spot Information System

Lane Keeping Aid

Lane Departure Warning

Auto High Beam Control

Driver Impairment Monitor

The Ford Kuga Titanium also comes with standard Active Park Assist.

Fuel efficiency
The new Ford Kuga will deliver exceptional fuel economy through significantly improved fuel efficiency from a powertrain line-up that, for the first time in Australia, includes a 1.6-litre EcoBoost engine as standard.

The powertrain choices are:

1.6-litre EcoBoost engine

2.0-litre Duratorq turbo-diesel

In the Ford Kuga, petrol engine fuel consumption has been reduced by 25 per cent and diesel engine fuel consumption by 10 per cent, compared to the previous-generation Ford Kuga.

The new 1.6-litre EcoBoost petrol engine is available in two states of tune – 110 kW / 240 Nm and 134 kW / 240 Nm. All petrol-engine Ford Kugas also have Active Grille Shutters to aide fuel efficiency at highway speeds.

The Ford Kuga also introduces fuel efficient Stop / Start technology. This smart technology is available in the six-speed manual-only Ambiente model, with the 110 kW 1.6-litre EcoBoost engine.

A more powerful version of this engine, developing 134 kW, is available in all-wheel drive Ambiente, Trend and Titanium models.

The 110 kW EcoBoost engine is a true fuel miser, achieving a combined fuel efficiency figure of 6.7 litres / 100km (ADR 81/021).

The higher output 134 kW EcoBoost engine achieves a combined fuel economy figure of 7.7 litres / 100km (Ambiente AWD) and 8.0 litres / 100km (Trend and Titanium AWD).

To assist fuel efficiency on the petrol models, Ford’s Active Grille Shutter is employed on the 1.6-litre petrol models to reduce drag and increase fuel efficiency.

Apart from the 1.6-litre EcoBoost petrol engine, customers will also be able to specify Ford’s proven 2.0-litre Duratorq turbo-diesel, which develops 120 kW and 340 Nm.

The 2.0-litre TDCi engine delivers a combined fuel economy figure of 6.3 litres / 100km (Trend) and 6.4 litres / 100km (Titanium) and a CO2 figure of 166 g/km (Trend) and 168 g/km (Titanium).

With the arrival of the 1.6-litre EcoBoost engine, Ford’s proven EcoBoost technology is now available not only in the Ford Kuga, but Focus ST, Mondeo and Falcon.

Engine	1.6L GTDi (EcoBoost petrol)	2.0L TDCi (Turbo Diesel)
Transmission	6-speed manual (Ambiente FWD only) Or 6-speed automatic with Sport Mode	6-speed PowerShift automatic With Sport Mode
Maximum Power	110 kW (FWD manual) 134 kW (AWD automatic)	120 kW (AWD auto)
Maximum Torque	240 Nm	340 Nm
Recommended fuel	95-98 RON* *91 RON compatible but for optimal performance 95-98 RON unleaded petrol is recommended	Diesel
Emissions	Euro V	Euro V
Auto Stop-Start	Only with FWD Manual	N/A
Driven Wheels	FWD (Ambiente manual only) Or AWD	AWD

Fuel consumption	1.6 L GTDi		2.0L TDCi
Fuel consumption	Ambiente	Trend/Titanium	Trend	Titanium
Urban (L/100km)	8.4 (MT) 10.2 (AT)	10.7	7.5	7.7
Extra Urban (L/100km)	5.7 (MT) 6.3 (AT)	6.5	5.6	5.7
Combined (L/100km)	6.7 (MT) 7.7 (AT)	8.0	6.3	6.4
CO2 (gm/100km)	157 (MT) 179 (AT)	186	166	168

Clever spaces
The all-new Ford Kuga features several places to store specific items in the interior including umbrellas, bottles and cell phones.

Unique storage spots include:

Overhead visors with ticket holders for parking or toll tickets

Hidden storage bin under the second-row floor

Small umbrella holders on both driver and passenger seat trim panels

A card holder below and a stowage bin above the centre of the instrument panel

Centre console space to hold a one-litre bottle, MP3 player or CDs

Convenient USB ports in the centre console and 3 x 12-volt power outlets (front and back of centre console and rear luggage area)

Design
The all-new Ford Kuga first surfaced as the Vertrek concept car, a showcase SUV that offered a dynamic, all-inclusive solution to what customers around the globe were demanding in a medium-size SUV.

There were several key elements that customers in North America, Europe and Asia-Pacific expected of a medium SUV. They include engaging design, outstanding fuel efficiency and smart technologies wrapped in a right-sized package that supports an active lifestyle.

Overwhelmingly, consumers were very clear about what they wanted – strong design, great driving quality, smart technology and the capability to get to their favourite weekend recreation areas.

Importantly, the Vertrek concept showcased the cargo-carrying capability that customers now expect, but added a level of craftsmanship and quality often lost in medium SUVs.

The Vertrek concept blended capability, great design and craftsmanship and this has carried over to the production version of the Ford Kuga.

Importantly too, the Vertrek showcased a broad suite of customer-focused Ford technologies, many of which have migrated across to the Ford Kuga. Among these are SYNC connectivity, Active Park Assist, Blind Spot Information System and Keyless Entry with push-button start.

New Colours

In Australia, the new Ford Kuga will be available in seven colours, including a new hero colour, Ginger Ale. The colour palette is:

Frozen White

Panther Black

Ink Blue

Moondust Silver

Burnished Glow

Ginger Ale

Sterling Grey

myFord Capped Price Servicing
Like all new Fords, the Ford Kuga will be available with myFord Capped Price Servicing, offering customers the security of knowing how much their vehicle will cost to service.

Ford Kuga Manufacturer’s List Pricing*

Model	Drivetrain	Engine	MLP*
Ambiente	FWD manual	1.6-litre EcoBoost	$27,990
Ambiente	AWD automatic	1.6-litre EcoBoost	$31,490
2Trend	AWD automatic	1.6-litre EcoBoost	$36,240
2Trend	AWD automatic	2.0-litre TDCi	$39,240
2Titanium	AWD automatic	1.6-litre EcoBoost	$44,740
2Titanium	AWD automatic	2.0-litre TDCi	$47,740

Options – Trend and Titanium

2TechnologyPack $2,650

Active City Stop

Adaptive Cruise Control

Blind Spot Information System

Lane Keeping Aid

Lane Departure Warning

Auto High Beam Control

Driver Impairment Monitor

Prestige Paint $385

* This is the manufacturer’s list price for the vehicle only. A number of other components, including a dealer delivery fee, stamp duty, registration, compulsory third party (CTP) insurance and other statutory charges may be payable by a customer in relation to the purchase of this vehicle. As a manufacturer, Ford is not able to quantify the amount of these charges as they vary depending on a range of factors and individual circumstances, including the Ford Dealer the customer purchases the vehicle from, the State or Territory where that customer purchases the vehicle and the customer’s age, driving record and other personal factors. The final transaction price for the vehicle will be as negotiated by the customer with their chosen Ford Dealer.

1All fuel consumption figures are from officially approved tests in accordance with ADR81/02. Fuel economy figures quoted are based on the combined cycle according to ADR81/02 and might differ from fuel economy drive cycle results in other regions of the world.
2Technology Pack available on Trend and Titanium
3Fleet less than 5 vehicles
4Further details of myFord Capped Price Servicing are available at www.ford.com.au

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 166,000 employees and about 70 plants worldwide, the company’s automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products in Australia, please visit www.ford.com.au

Lexus GS 450h F-sport: Battery Powered Luxury

Posted by gaycarboys on 03/05/2013

Heads Up Display (HUD)

There are two things you notice about the new GS: It’s a big old hunk of car, and the quality is impeccable. Its BMW 5 series size and the latest in the range to get the current generation make-over. The huge grill is aggressive and impressive and a rather odd shape. The rest of the exterior is equally impressive, though not actually attractive as such. If you’re quick you can catch the little dance the headlights do when you switch on the car for a bit of light entertainment. Then, as if you could take no more, you can nip round the back to watch the electric boot-lid for a few extra jollies. We all poo-pooh these little touches until we have lived with them but believe me they do exactly what they say on the box, and you thank them for it. With hands full of shopping bags you can operate the boot from the key fob. However, the button is located rather uselessly in the boot lid so you have to lift your bag laden hands above your head to reach it.

Entry is via the fabulous keyless start system which unlocks the door by grasping it in the usual manner. It senses a hand on the inner surface but only unlocks the door if the key is secreted about your person. It is pure generous. Pulling on the handle then opens the door although I half expected a flunky in a powered wig to leap from the shrubbery to do it for me as every Lexus owner has access to the Concierge Service. It’s not as if Lexus drivers aren’t toffy-nosed as it is, is it?

The interior is a glorious temple to good taste. The pictures aren’t able to convey a fitting sense of luxury. Every knob, switch and surface looks and feels like it’s been engineered to within an inch of its life. The leather is as soft as a baby’s bum and the metal highlights seem to have been lovingly fashioned by nubile wenches in white coats. You all know of my pet hate of metalised plastic so I’m happy to report that the plastics used in this cabin feel of the same high quality as the rest of the accoutrements. The panel fitting too has been inspected by that OCD child we all knew at school but couldn’t stand being within 20 metres of.

I don’t usually go on about the seating but Lexus has gone all out to try and make the front seats everything they can possibly be. They adjust electrically in 20 different ways and as if that wasn’t enough they also have heating and cooling built right in, but only on the top model. The rest make do with decreasing amounts of customisation which I’m sure makes very little difference to the driver who wasn’t aware of them in the first place. I did a few longish drives to test out the road-trip-ability of the GS and it is divine on the highway. I set the seat three different ways with the top half of the seat back in several positions to test it out. The squab folds in and out to support a longer legged person and each and every movement is done with tiniest motion of a finger. Lexus drivers mustn’t exert themselves.

The instruments and equipment are impressive though I confess to taking quite a while to find the auto button for the wipers. It’s on the end of the wand rather than a position up or down like normal wiper wands. When it starts raining you hit the button then adjust the sensitivity with the variable control. It would make more sense to have the “on/off” and sensitivity control on the one slider. The steering wheel has the usual buttons but there are two things I’d particularly like to draw your attention to: one is the panoramic cinemascope LCD screen and the multi-purpose taco/eco meter. The dial on the left next to the speedo is a dual purpose one and normally operates as an indicator of frugality but pressing the “sport” button magically transforms it into a taco. The LCD screen displays the infotainment system output controlled by the joystick just to the right of the gear lever. The joystick on our test car had only 50km on when we collected it so everything felt very new. In fact the whole car only had 50km on it so it’s little surprise the joystick did too. The joystick was a little hard to use especially on the move but it’s worth noting that I’ve driven other Lexus models with the same setup that was easier to use. The menu has an option to change the resistance of said joystick can you believe it? In a nod to luxury personal sport limousines of the past, there is a central analogue clock which resembles something created for use on an art deco yacht and sold at Harrods. It simply reeks of class.

Starting the car by pushing the button has become the standard rather than a luxury and I expect this on every car over $24k these days. There are other luxury touches like a parking brake that can be set in full auto mode and engages in Park. It can also be set to “Hold” meaning in when you stop in traffic the car holds the brakes until you step on the throttle exactly like hill hold. I can’t see a time when you would need this feature. I’ve used it on cars before and always found it more painful than helpful so leave it turned off. Sometimes I think features make driving harder instead of serving the motorist.

When you start the car the steering wheel and seat move to pre-programmed positions which is a stroke of genius. It gives all drivers easy access with ingress and egress given as much room as possible. The distance the seat slides back is programmable as are many other important functions and hopefully it won’t run over the feet of the rear passenger if set to reach the full rearward travel. All of these functions are manipulated via the huge 12.3” central screen of the 450. No expense has been spared so we’ve included the list of inclusions below.

On the top of the steering column a little black hump peeks up above the “L” on the central boss and is used to detect tired eyes on a weary driver. Since the GS is setup for long distance cruising the tired eye detector will come in handy and could well save your life. No, I didn’t get a chance to test it more’s the pity. The auto headlight dipping is amazing but I’m not so sure when we would ever use the steering wheel heater!

The Blind spot system is much handier. It can be turned on or off and senses if there is an object it thinks you can’t see. Unlike the Volvo with its “look at me” bright red LED, the Lexus has a more discrete orange graphic. It appears in the corner of the doors mirrors on the side of the obstruction so as you check your mirrors before the lane change it will engage your attention. We’ve all done it, we’ve all gone to change lanes only to see a bike coming up on our inside so saving only one life makes it a very cheap option.

It’s not so rare now, but the radar guided cruise control is brilliant. Cruise control has a bad habit of turning a driver into a zombie after a hundred clicks. The system senses an obstacle appearing in front of you. You get an indication on the dash but it is very subtle. If a zombified motorist fails to act the Lexus applies the brakes with varying degrees of enthusiasm depending on the urgency of the situation This distance is adjustable with a button but on the open road its best left on maximum to give the full range of protection.

Two less desirable, even slightly annoying aspects were the bamboo steering wheel and HUD. The HUD displays info on the windscreen in front of the driver. It is annoying at least in the short term though perhaps a longer assessment might alter that perception. The other thing is the steering wheel. Inexplicably, half of it is made from enviro-friendly bamboo. In the name of all that is holy, why? Yes the wheel is heated but the feel of different materials and surfaces under the touch is most off-putting. It’s rather like they suddenly remembered the 450h is a hybrid and that it desperately needed another nod to greenness. One material only please!

I couldn’t go another word without mentioning the audio system which is stunning. I’ve been in $500,000 cars that don’t sound as good. There are enough speakers in the Mark Levinson system to power the Sydney Opera House. The sounds is rich and full and can be made dark and brooding or light and bright by a myriad of adjustments but leaving it flat and allowing Mr Levinson to wash over you feels like a ticket to a concert. It is many moons since I enjoyed such a wonderful live performance, let alone from the driver’s seat of a luxury sports tourer. It’s well worth however much it costs.

Now for the drive: put the CVT (yes I know, EEWWW) into D and the luxurious feel continues. The BMW 5 Hybrid uses and 8 speed auto so I’m mystified as to why Toyota persists with the dreadful CVT. None the less, there is 352Nm of torque available from the moment you stamp on the “go” pedal. You really do notice the smooth grunt which feels more akin to a small V8 rather than a hybrid. The combined output of 253KW is nothing to be sniffed at but for a top-of-the-line luxury executive transport I’d like a little more, so perhaps a turbo? After all the Volvo S60 manages 243KW from a little V6 turbo-petrol but the Lexus has been criticised for its fuel consumption. Perhaps Toyota kept this in mind when selecting the drivetrain. Having recently driven the magnificent Holden Volt, I wondered if a range extender electric option wouldn’t be a better choice. I’ve driven several hybrids since the Volt and none has matched either the fuel consumption or the silent powerhouse at its heart. The Lexus hybrid operates in the same way as most other Toyota hybrids so we know it works but is it the best alternative.

The big Lexus is very smooth on the road. Being the F-Sport version, we have stiffened suspension and various additions to the trim but I find the ride would be more comfortable in a luxury mini-limo if most of the time it was much more compliant. The steering is a delight and feels light yet precise as you might expect from a car costing half a small city apartment.

I did a short trip down the Southern Highlands and the Bradman Museum where the GS felt most at home amongst the gravel drives and leafy lanes. The other run down the Grand Pacific Drive was similarly notable. She outdid herself on those tight bends as my favourite playlist echoed the forest. It was a sunroof open/widows down Kodak Moment as I crossed the Sea Cliff Bridge with Lash singing Take Me Away. As I reached the other side, Nancy Sinatra serenaded me with You Only Live Twice as if to signal arrival at my destination. The sunny fine 25c day was far too short lived and I wanted more, much more but it was time to turn for home.

The verdict might surprise you all but I liked the GS450h very much. It is refined and classy and a delight to drive. Moreover, it has the X factor. While it doesn’t make you smile, the Lexus GS450h does make you feel rather special. The rear is a nice place to be too with its audio and climate controls. There is even a little button for an electric rear blind. Much has been made of the fuel consumption and many have commented that a diesel such as that in the BMW or Mercedes Benz uses less juice, and they are right. Still, neither of the latter feel homey inside. They both suffer from a German restraint which, while not boring, isn’t interesting either. The Lexus is impeccable inside and were I to be in the market for a large exec conveyance would take her home in a flash. The sound system is a revelation, the drive is sublime and the cabin is gorgeous.

This is a car you could do a million K’s in, and then another million K’s.

In a departure from our usual practice we’ve included the full specs to do justice a worthy offering.

World-firsts include:
• First all-wheel steer hybrid with the GS 450h F Sport – for greater driving dynamics
• First application of direct and port injection on an Atkinson cycle hybrid – for greater efficiency
• First use of bamboo for a steering wheel – for reduced environmental impact and sustainability
• First hybrid to feature two-piece brake rotors – for greater stopping power
Australian-firsts include:
• First hybrid vehicle to feature All-Speed Active Cruise Control – managing speed down to and up from zero
• First Lexus hybrid to feature paddle shift CVT for greater driving enjoyment
• First luxury vehicle to feature digital audio (DAB+)
• First Lexus hybrid with a Tyre Pressure Monitor – aiding safety and economy

• Blind Spot Monitor^{^}
• Tyre Pressure Monitor
• Eight-sensor parking and clearance sonar^{^}
• Reverse camera^{^} with Rear Guide Assist
• Bi-Xenon HID headlamps with Adaptive Front-lighting System
• Second generation Lexus Remote Touch (LRT)
• Moonroof
• Self-healing paint
• Drive Mode Select (ECO/NORMAL/SPORT/SPORT+ and EV driving modes)
• Rain-sensing wipers
• DAB+ digital radio^{^*}
• Satellite navigation with live traffic alerts^{^^}
• Four door smart entry with card key
• Advanced BluetoothTM with audio streaming^**
• Lexus’ unique VDIM vehicle stability system
• Cruise control
• Leather-accented interior
• LED Daytime Running Lights
• Dual-zone climate control
• Three-speed ventilated and heated front seats
• 12-way front seats with three-position driver’s memory
• Self-dimming and heated exterior mirrors
• Adaptive Variable Suspension (AVS)
• Head Up Display (HUD)
The all-new F Sport, which carries an RRP of $111,900^*, builds on the Luxury model and becomes the world’s first all-wheel steer hybrid. (*add $20,000 approx for dealer and gov charges)
Over and above the Luxury model, the GS F Sport features:
• Sports suspension settings
• Sports pedals
• Automatic High Beam (AHB)
• Unique interior trim with 18-way driver’s sport bucket seats
• Unique sport body kit and grille
• Unique 19-inch alloy wheels
• Lexus Dynamic Handling system (LDH) with Dynamic Rear Steering (DRS)
• Advanced Pre-Collision safety System with All-Speed Active Cruise Control+
• Variable Gear Ratio Steering (VGRS)
• Larger front two-piece brake rotor with four piston caliper package
• VDIM Step 5, incorporating DRS
The Sports Luxury model tops out the range at $121,900^*.
On top of the expansive standard features of the Luxury model, Sports Luxury variants feature:
• 12.3-inch multimedia system (the world’s largest automotive multimedia screen)
• Driver Fatigue Monitor with eye detection^{^}
• Advanced Pre Collision safety System with All-Speed Active Cruise Control+
• 20-way adjustable front seats
• 835 watt 17-speaker Mark Levinson audio
• Tri-zone climate control with rear controls and Nanoe technology
• Automatic High Beam
• Semi-aniline leather accents
• Wood grain trim
• Manual side and electric rear window sunshades
On top of the expansive standard specification, GS 450h Luxury models will offer an enhancement pack featuring the Pre-Collision safety System with All-Speed Active Cruise Control.
GS 450h F Sport models will offer an advanced technology enhancement pack including LED headlights, 835-watt 17-speaker Mark Levinson Audio and the 12.3-inch multimedia display.

Engine
Engine type	2GR-FXE 3.5L V6
Capacity (cm³)	3.456
Cylinders/valves	V6/24
Engine configuration	Atkinson cycle, six cylinders, V-formation, 24-valve, DOHC, four valves per cylinderand alloy cylinder block. Featuring direct and port injection
Bore x stroke (mm)	94.0 x 83.0
Compression ratio	13.0
Max. combined output	254kW
Max. engine output	215kW @ 6,000rpm
Max. engine torque	352Nm @ 4,500rpm
Hybrid battery	type	Nickel-Metal Hydride (Ni-MH)
	voltage	650V
Max. motor output	147kW
Max. motor torque	275Nm
Transmission
Type	Six-step E-CVT (Electronic Controlled Continuously Variable Transmission) with paddleshift
Steering
Turning diameter (m@body)	11.2, or 10.8 with rear steer
Luxury	Rack and pinion, Electric Power Steering (EPS)
F Sport	Rack and pinion EPS with Variable Gear Ratio Steering and Dynamic Rear Steering
Sports Luxury	Rack and pinion EPS
Seating capacity
No of seats	5
Exterior dimensions (mm)
Overall length	4,850
Width	1,840
Height	1,455
Wheelbase	2,850
Interior dimensions (mm)
Front to rear couple distance	945
Front legroom	1,075
Rear legroom	935
Curb Weight
1910 kg
Driven wheels
Type of drive	Rear-wheel drive
Wheels and tyres
Luxury	18 x 8J alloy (F/R) Dunlop 235/45 R18 94Y (F/R)
F Sport	19 x 8J (F), 19 x 9J (R) alloy Bridgestone 235/40 R19 96Y (F) 265/35 R19 94Y (R)
Sports Luxury	18 x 8J (F/R) alloy Dunlop 235/45 R18 94Y (F/R)
Brake type
	Ventilated front and rear disc with Anti-lock Braking System (ABS), Electronic Brake-forceDistribution (EBD), Brake Assist (BA) and Vehicle Dynamics Integrated Managementsystem (VDIM)
Luxury	334 x 30mm front 310 x 18mm rear
F Sport	356 x 30mm front 310 x 18mm rear (Two-piece rotors front with four piston calipers)
Sports Luxury	334 x 30mm front 310 x 18mm rear
Performance
0 – 100km/h (s)	5.9
Max. speed (km/h)	250 (limited)
Fuel consumption (L/100 km)^*
Combined	6.3
Urban	6.9
Highway	5.8
^* Fuel consumption will vary depending on driving conditions/style,vehicle conditions and options/accessories. Source of fuel consumption data: ADR81/02combined cycle.
CO₂ emissions (g/km)
Combined	147

Landcruiser GXL 200 series: King of the Road

Posted by gaycarboys on 02/27/2013

Folding the rear seats

Toyota gave me a chance to take a LandCruiser 200 GXL for a week. I was interested to see if the bad driving associated with large SUV drivers is the fault of the car or not.

OUTSIDE:

The receptionist at Toyota’s massive Sydney HQ located in “The Shire” handed me the keys. As she did, she said “you know they call it the King of the Road” and smiled. An involuntary chuckle came. The thought of a great lumbering Behemoth with more body roll than Dumbo and the all good looks of a piece of lightly toasted moon-rock made me very much the nomenclature. After all, aren’t LandCruisers only for country folk and old people towing caravans the size of Tasmania?

From the outside the LandCruiser doesn’t look to have changed much for several decades. Our LC had the lift-up rear hatch which is my preferred option. It means being able to perch on the back at the polo to sip champers. There are also some very clever camping options that turn the rear of a lift-back SUV into a tent. It means a place to live and keep your accoutrements but be assured of a dry place to sleep that’s guaranteed to be completely rock free. You know there is nothing worse than a rock up your clacker at 3 am so give me a comfy air mattress any day.

Our GXL had a nice set of side steps which help the more diminutive driver scale the height required to get into the driver’s seat. The 17” Alloys are a good look and are standard across the range. They are matched to the off-road tyres needed to explore the big brown land we call home.

The exterior has the solid look and feel I’d expect from a Toyota, especially one that comes with so much gravitas.

The LC looks big but the closer you get the more enormous it becomes. It’s hard to believe a truck could be either comfortable or useable especially in the daily Sydney snarls.

INSIDE:

Entry is via smart entry/start system which I have grown very fond of over the last few years. Apart from the ubiquitous safety gear that has popped up like mushrooms, the smart entry system is the new black. With the key fumble-free still in your pocket, you simply pull gently on the door handle. Because the system already knows you aren’t an interloper, it unlocks and opens the door in one movement.

One thing which surprised me was the acres of grey velour which took me straight back to the 90’s. It may feel comfortable but on a car only 4k short of $100,000 surely leather is the only option. Leather also has the added benefit of being easily wiped over if there any little off-roading spills. The real test of an interior is how it feels from the driver’s seat.

From the moment my toosh hit the cushion my outlook had an instant facelift. Even before adjusting the seating position I could feel the deep cushioning providing a lounge-like experience. A quick shuffle and a few presses of the buttons and I felt like the king of the road and as yet I hadn’t shifted into drive. Although not the top model our GXL haS the GPS system on board which comes with the big LCD screen and reversing camera. It soon became apparent the reversing camera was essential rather than a luxury. The rear vision is great above the waist line, but the area concealed below the glass is enormous.

The cabin is capacious and there is a 3rd row of seats in case you have a whole bunch of pals who need a lift somewhere important. They quickly fold up and out of the way if you need the space. I mentioned the tent which attaches to the tailgate that gives you a living space so with the seats out of the way you have the sleeping space too.

The instruments are well laid and ditto for the controls. Those you use more often are in easy reach and those less often are down on the console. That’s where you find the crawl control which operates at low speed and has 5 settings. It has to be said that we didn’t get a chance to use any of the off-road gadgetry but the fact that it’s there at all says a lot for the package.

The top of the line Sahara has woodgrain trim with acres of cowhide but deep down it’s only the base model that’s been tarted up with a bit of bling.

THE DRIVE:

We did a combination of short city stints and a quick sprint to Canberra since the off-road kudos already flows like wine. It may surprise many of you but I also did a school run. I’m happy to report it was a great success. The 6year old squealed with excitement as I opened the moon roof and he thought the LC rode “much better than mummy’s jalopy”. Mum’s taxi is a reasonably new Lancer. I thought “jalopy” an odd word from a 6 year old but perhaps things have changed with the advent of the internet. I was interested to see if the explosion of soccer mums at school collection time had to mean every SUV in a 5 k radius was intentionally driven with reckless abando. The LC was easily reverse parked with little interruption to other drivers but I noted with great interest the manner in which the other SUVs were used. Many of them chose to double-park only to be moved on by an irate lolly-pop man furiously waving his stop sign. I wrote several years ago that SUVs had received a bum-wrap because their drivers felt imbued with an undeserved indestructible sense of entitlement. It’s true that one feels a certain superiority and after a short while one notices other drivers getting out of one’s way. See what I’m doing there? I’m using “one” like the queen does, and after only a week in the Toyota too. Size has much advantage but it is a privilege one should use sparingly as karma is a bitch.

Shopping centres and city traffic were conquered with similar alacrity. In fact after only a few days the massive LandCruiser seemed to have shrunk. This was due at least in part to the spectacular diesel V8 Toyota shoehorned into it. The 195KW sounds modest by V8 standards but it’s the torque of a stratospheric 650Nm that allows the massive bulk of 3300kg to sprint like a sports car. As if that wasn’t enough there is more than enough torque to tow a further 3500kg. That’s like a LandCruiser with two beefy lads on board towing a second Landcruiser. The figures are mindboggling.

The city run was truly impressive so we decided the “Kind of the Road” tag could only stand if the LandCruiser was comfortable on the open road. News reached me that the National Arboretum had opened in Canberra only 3 and a half hours down the road. I was on the phone lickety-split to organise a friend visiting from Japan. The next morning we set of bright and early.

The drive consists mainly of 110kph stretches road. I’ve made this trip in all sorts of atrocious conditions so a bit of light rain presented no problem. Probably the most amazing thing is just how much like a car the LandCruiser had begun to feel. On the highway the bulk completely vanishes and she shrinks even further. Only drivers outside the cabin are aware of the size of the vehicle. Those inside feel cosseted and special especially as they look down at the other travellers.

There were some interesting comments from my Japanese friend. Her parents drive a new Lexus in back home in the land of the rising sun, and she thought the LandCruiser compared well. The seating even after several hours was incredibly comfortable. The driving position was perfect and the car sat on the road smoothly ironing out the nuances of a less than perfect Australian highway. I began to see the Toyota as more of a luxury transport than a lowly workhorse. In fact I was genuinely find of her. Her steering, brakes and suspension were all designed by Goldilocks and were “just right”.

The Conclusion:

The 300 km trip passed quickly so when we pulled into we took a few moments to assess the journey and the first thing was the fuel consumption which was an amazing 6.9L/100k. To think an automatic 3.3 tonne vehicle travelling at 110 kph for 3.5 hours could use so little fuel is mind stunning. Our return trip of nearly 700 k’s was completed on under half a tank of fuel. That’s about $65 in diesel split between the 2 of us but the car seats 8 so the cabin could move a whole bunch of chums very cheaply. Moreover it would be done in great whisper quite comfort.

That’s the good bit. There were some parts that were not suite so good. The SatNav was slightly psychotic and kept freezing requiring resetting by restarting the engine which can only be done while the car is stopped. Some units won’t allow input whilst the vehicle is in motion but our test car simply would not co-operate unless reset.

Then there are the looks which can only be described as plain. 4WDs can be very attractive. The Land Rover and Range Rover are good examples. Also the massive 93 litre fuel tank would cost the better part $140 to fill which is a not inconsiderable sum.

In the end, the LandCruiser got under my skin. Although the price of $95,000 for the second bottom model makes your eyes water, it’s hard to think of a bettercar for all seasons. It feels indestructible, like mobile bunker furnished as a lounge room. In other words no matter where you want to go you can do it comfort.

My question had been answered: The bad drivers associated with large 4WD’s would be bad drivers in any car. A bad “tool” blames his “workman” it seems.

She isn’t the prettiest girl in the room, but she just might be the most capable.

Price

GX diesel: $84,209

GXL Diesel : $95,259

Altitude diesel: $97,859

VX diesel: $107,809

Sahara Diesel: $127,759

*also available in petrol V8

	GXL	VX	Sahara
Twin-turbo V8 direct-injection multi-valve diesel engine	Std	Std	Std
Six-speed auto with sequential shift	Std	Std	Std
Full-time 4WD with Torsen ® centre differential	Std	Std	Std
Multi-terrain ABS with EBD and BA	Std	Std	Std
Vehicle Stability Control (with cut-off switch)	Std	Std	Std
Hill-start Assist Control	Std	Std	Std
Downhill Assist Control	Std	Std	Std
Active Traction Control	Std	Std	Std
Double-wishbone coil-spring IFS	Std	Std	Std
Four-link coil spring rear suspension with lateral (Panhard) rod	Std	Std	Std
KDSS suspension (optional on turbo-diesel)	O	Std	Std
17-inch alloy wheels	Std	Std	Std
Rear spoiler	Std	Std	Std
Side steps	Std
Matt metallic-look side steps		Std	Std
Body-coloured exterior mirrors and door handles	Std	Std	Std
Front fog lamps		Std	Std
Headlamp cleaning system			Std
Moonroof		Std	Std
UV-cut glass	Std
Privacy glass		Std	Std
Tilt and telescopic steering column adjustment	Std	Std
Electric tilt and telescopic steering column adjustment			Std
Smart Entry and Smart Start	Std	Std	Std
Dual-zone climate control air conditioning	Std	Std
Four-zone climate control air conditioning			Std
Pollen filter	Std	Std	Std
Cool box			Std
Rear cooler	Std	Std
6 cupholders	Std
8 cupholders		Std	Std
Large overhead console	Std
Small overhead console		Std	Std
Cloth seat and door trim	Std
Leather accented seat and door trim		Std	Std
Power-adjustable front seats with tilt-adjustable head restraints		Std	Std
40:20:40 split fold second-row seat with centre armrest and two cupholders		Std	Std
Front seatback map pockets		Std	Std
Remote power window and moonroof control		Std	Std
Electro-chromatic interior mirror			Std
Electric folding exterior mirrors			Std
Door courtesy lamps		Std	Std
Multi-information display (trip computer)		Std	Std
Multi-information display function button on steering wheel		Std
Audio controls on steering wheel, plus Bluetooth™ and multi-information display			Std
Reversing camera (rear guide monitor)			Std
Optitron instruments		Std	Std
Leather accented steering wheel and gearshift lever		Std
Leather accented and woodgrain look steering wheel and gearshift lever			Std
Woodgrain look interior trim (dashboard, centre console, door trim)		Std	Std
Front console box	Std	Std	Std
Front map lamps	Std
Rear map lamps		Std	Std
Antenna in glass	Std	Std	Std
Driver and front passenger dual-stage SRS airbags	Std	Std	Std
Front-seat side airbags	Std	Std	Std
Full-length three-row side curtain-shield airbags	Std	Std	Std
Driver and front passenger knee airbags		Std	Std
Second-row outboard seat side airbags		Std	Std
Front and second-row seat (outer) seatbelt pretensioners	Std	Std	Std
Six-speaker audio with six-CD MP3-compatible changer, plus audio input jack and Bluetooth™ capability	Std	Std
Nine-speaker audio			Std
Satellite navigation with DVD mapping, six-CD/DVD/MP3 multi-changer			Std
Key reminder warning	Std	Std	Std
Alarm system		Std	Std
Sub fuel tank	Std

SPECS 2007 Toyota LandCruiser 200 specifications

5/11/2007

	Turbo-diesel			Petrol
	GXL	VX	Sahara	GXL	VX	Sahara
ENGINE
Type	Diesel			Petrol
Capacity (cc)	4461			4664
Code	1VD-FTV			2UZ-FE
Description	8 cylinders, V formation, gear and chain-driven, DOHC, 32 valves, compacted graphite-iron cylinder block and aluminium alloy heads			8 cylinders, V formation, belt-driven and gear-coupled DOHC, 4 valves per cylinder, cast-iron cylinder block, alloy cross-flow heads
Bore x stroke (mm)	86.0 x 96.0			94.0 x 84.0
Compression ratio	16.8:1			10.0:1
Ignition system	Compression ignition			Distributorless, direct ignition with iridium-tipped, long-life spark plugs
Max. power	195kW @ 3400rpm			202kW @ 5400rpm
Max. torque	650Nm @ 1600-2600rpm			410Nm @ 3400rpm
Intercooler	Air-to-air			N/A
Fuel system	Direct injection			Multi-point fuel injection
Fuel type	Diesel			91 RON ULP
Fuel tank capacity (L)	138	93		138
Fuel economy 1 (L/100km)	10.3			14.5
Carbon dioxide (g/km)	273			341
Emission rating	Euro IV
TRANSMISSION
Driven wheels	4WD
4WD system	Constant 4WD with Torsen limited-slip centre differential, silent chain-driven, electrically switched
Transmission description	Six-speed automatic, electronically controlled with flexible lock-up torque converter on 5th and 6th gear and Artificial Intelligence shift control			Five-speed automatic, electronically controlled with flexible lock-up torque converter and Artificial Intelligence shift control
Transmission code	AB60F			A750F
Transmission control	Electronic
Gear ratios – 1st	3.333:1			3.520:1
- 2nd	1.960:1			2.042:1
- 3rd	1.353:1			1.400:1
- 4th	1.000:1
- 5th	0.728:1			0.716:1
- 6th	0.588:1			-
- Reverse	3.061:1			3.224:1
- Final drive ratio	3.909:1			4.100:1
- Transfer gear ratio – low	2.618:1
- Transfer gear ratio – high	1.000:1
STEERING
Type	Rack and pinion
Turns lock to lock	3.14
Turning circle kerb to kerb (m)	11.8
SUSPENSION
Front	Independent double wishbone with gas dampers, coil springs and hydro-mechanical semi-active anti-roll bar (KDSS) – optional on GXL Turbo-diesel
Rear	Live axle, trailing arms, four-link rigid coil suspension with Panhard rod, hydro-mechanical semi-active anti-roll bar (KDSS) – optional on GXL Turbo-diesel
BRAKES
Front	Ventilated discs, 340 x 32mm, four-piston fixed calipers
Rear	Ventilated discs, 345 x 18mm, single-piston floating calipers
WHEELS
Rims	8.0Jx17 alloy
Tyres	285/65 R17 116H
Spare	8.0Jx17 alloy, 285/65 R17 116H
BODY 2
Construction	Chassis
Body type	4-door wagon
Length (mm)	4950
Width (mm)	1970
Height (mm)	1905
Wheelbase (mm)	2850
Front track (mm)	1640
Rear track (mm)	1635
Ground clearance (mm)	225
Approach angle (degrees)	30
Departure angle (degrees)	20
Breakover/ramp over angle (degrees)	25
Coefficient of drag (Cd)	0.36
INTERIOR
Length (mm)	2715
Width (mm)	1640
Height (mm)	1200 / 1140 (with moonroof)
WEIGHTS/LOADS 3
Kerb weight (kg)	2630-2700	2675-2720		2555-2635	2610-2665
Gross Vehicle Mass (kg)	3300
Gross Combined Mass (kg)	6800
Luggage capacity (L)	700 (VDA) top of 2nd-row seats
Seating capacity (incl. driver)	8
Towing capacity with trailer brakes (kg) 4	3500
Towing capacity without trailer brakes (kg) 4	750

1	Fuel consumption will vary depending on driving conditions/style, vehicle conditions and options/accessories. Source of fuel consumption data: ADR81/01 combined cycle.
2	Some vehicle dimension figures are approximate and may vary due to options and accessory fitment.
3	Kerb weight is nominal and may vary depending on options and accessories.
4	Towing capacity subject to State regulations, towbar design and towing equipment.

Jeep Wrangler Special Ops VS Toyota FJ Cruiser

Posted by gaycarboys on 02/20/2013

FJ and Jeep Wrangler

2 of the sexiest cars on the road have recently spent time in the GCB bunker, and weren’t we pleased. Each is an icon in its own way and each is a superb off-road performer. The Jeep has been around in one form or other for decades with the Wrangler being the Spiritual successor to the famed WWII Willys Jeep. Jeeps have been through wars, floods and has been used by many a military general. The FJ Cruiser is also a spiritual successor: to Toyota’s own FJ40 LandCruiser. We’ve all seen those old girls in many a wild life show with pith-hatted adventurers at the wheel. The stop to muted narration as if the honking great Rhino in front of them could hear the track being laid down in Surry Hills after the filming had finished. They groaned under the weights of tents and cameras and vast quantities of fuel, but still they pushed on.

The adventurers were able to repair their trusty steeds with a bit of spit and baling wire with not so much as a hint of complaint.

Both Toyota and Chrysler continue their retro design while underpinning the new models with modern tech now widely available.

AT A GLANCE SIDE BY SIDE

Feature	FJ Cruiser	Jeep Special Ops
Engine tested	V6 Petrol	V6 petrol
Capacity	4.0 L	3.6 L
Power	200kw	209 kw
Torque	380Nm	347Nm
0-100 in seconds	8.1	8.6
Fuel Econ L/100k	11.4 L/100k (95ron)	11.9
Fuel Tank	72	85.2
Transmission	5-speed electronically-controlled automatic lock-up torque converter and gated shift	5-speed
4 Wheel Drive	Yes	Yes
CO2 g/km	267	276
Suspension front	Double wishbone with coil springs, gas-filled dampers and stabiliser bar	Quadra-Coil™; front 5-link solid axle
Suspension rear	5-link with coil springs, gas-filled dampers and stabiliser bar	5-link solid axle with heavy-duty with monotube gas-charged shock absorbers
Steering	Variable-ratio hydraulic power-assisted rack and pinion	Rack-and-pinion with hydraulic power assist
Weight in kg	2000	1770
Length	4670	4223
Width	1905	1873
Height	1830	1840
Wheelbase	2690	2424
Ground clearance	224	223
Cargo volume (max)	990 L	750 L
Attack angle	36	35
Breakover angle	29	22
Departure angle	31	28

Jeep Wrangler Special Ops (*this is a special edition model)

Windscreen details: SUV on ROcks and Jeep grill above mirror

Building on the WWII fame and good fortune of the Willys Jeep, the Wrangler was introduced in 1987 and is now in the 4^th generation. The looks have remained generally the same since that first Willys inspired Wrangler. Only an aficionado will notice any real difference between model years, so when someone says they own a Jeep, the Wrangler is what most people think of. This special edition adds 8 grand of extra stuff.

The rugged exterior of the 4 door model has a hard plastic roof with removable sections over the passenger compartment. Each of the front occupants can remove their panels to enjoy the summer sun and get that carefully coiffured do all messed up. It is a bit of a kerfuffle but worth it. The rear section is in one piece so you have to take it off before you leave home. If you’re feeling daring you can also take off the doors. There is an $800 trolley where all the bits fit so you don’t scratch things against the floor. I removed the panels and stowed them in the cargo area along with my luggage. There was only me, some bags and a blow-up bed, so there was plenty of space for the front roof sections. The first thing I noticed is how much bigger they seem when they are in your hands and not attached to the car. A certain amount of caution must be exercised if the roof isn’t to be scratched. I can’t imagine how dreadful it would look with the exterior scratched up. Had I planned the trip properly I’d have folded down the seats as a flat cargo area which is most useful for just such occasions. Since there is no planned method of stowage, you roof bits will rattle against each other with nothing in-between them. After only a short distance I moved one of the sections out of the back seat and into the rear with the bags as the rattle drove me quite mad.

Radio control unit VS the Jeep centre console. Look familiar?

Everything looks rugged but is all plastic. One gets into the driver’s seat and senses a touch of “tradie’s mobile phone” about the interior. You know the phones with the thick rubber and big buttons. I’s not particularly attractive but very good at what it does. It stays together when a normal mobile would have disintegrated with moderate use. The Wrangler is the same. The buttons and other controls are chunky and the entire cabin feels as if it could be hosed out. The utilitarian design has a few other useful features such as the under floor lockable stowage bin and sturdy upholstery. The car is obviously meant to be taken seriously and used for outdoorsy types to cart their gear around without fear of ruining their precious finishes. I’d be interested in seeing what it looks like after a few years use because plastic doesn’t stand up well to extended periods in the sun, especially Australian sun.

With the roof panels removed, the roll bars are more obvious. They are fully contained within the cabin so you see and feel them and it lends a reassuring solidness to your adventure. The roof is secured by means of a heavy duty bolt, main clip, and sundry other plastic handles for each panel.

In traffic, you realise how high the driving position is. From way up there, the car looks massive and the lines look mighty close but in a short while you get used to it and really start to enjoy the experience. Looking out over the bonnet you can see the contrasting blue paint work in the deep contours. It can’t easily be seen from outside the car so is meant to be enjoyed from inside. I like touches that are purely for design’s sake. It shows a certain flare for the dramatic.

The ride is very firm because the sports suspension is tuned for road use. The steering also feels firm and chunky but no less than one expects on such huge tyres meant for off-road entertainment. If you haven’t been in such a vehicle before the experience might feel foreign. Although the Wrangler is considered a medium size SUV, it feels huge until you get used to it. In tight spots such as car parks and your garage at home, there is no hiding the bulk of the metal and a reversing camera would be very handy. The audio system sounds great too. The subwoofer in the boot looks like a small fridge but does it take up a little too much room? Moreover, the industry standard is a large LCD multi-media touch screen. Such a screen can display music, video, vehicle function, phone lists and most importantly provide a large area for the rear camera. The Wrangler’s head unit seems very old fashioned to me and I’d consign to history the second I collected my new Jeep. It functions well, but these days a savvy buyer expects more. I was very pleased to see climate control which worked extremely well. I like the car to be kept cool most of the time and it certainly did that with aplomb. On the days with the roof off there is more than enough chilled whoosh to keep your body cool allowing the fresh air and sun to be on your face at the same time.

The city test was passed with flying colours but for me the country trip was where she shone. The highway allowed the 3.6 engine to stretch its legs. I kept waiting for the auto to shift into 6^th, but sadly there are only 5 speeds. The reason the number of gears in multiplying in newer cars is mainly for fuel economy and can’t help but feel the Jeep would really benefit from a taller top cog.

With the roof on, the car was fairly quiet but on a warm day with the roof off I was transported instantly to another place. I’m fond of open air motoring so the rigmarole to get the panels off was worth its weight in gold, especially for a longer spin.

As I drove long the quite country lanes, the wafts of fresh cool air punctuated air from the vents and the smells of pine and eucalypt forests filled the cabin with an outdoorsiness one simply can’t fake. The sun on my face, then dappled shade, then deep cover as I passed under ancient tree canopies was almost a religious experience. As I descended through the lower passes in the Blue Mountains I could hear Bell birds and Bower Birds and other familiar Australian bush sounds. It reminded me of my childhood and Gold Coast holidays with trips to the hinterland mountains. I realised the experience was more than the sum its parts. It seemed to be the perfect car in the perfect place at the perfect time.

I never did get a chance to trial the winch on the front bumper, but I felt very special none the less. Feeling special is something you can’t engineer into a vehicle, it’s either present or not. I loved the 2-piece rear hatch with upward open glass and side opening door but it’s a shame you have to open the bottom section first as it looks the glass hatch in place.

Of all the thoughtful little touches, it was the playful graphics on the front window that I loved most. A little SUV graphic climbing rocks, and higher up the windscreen behind the rear-view mirror, a little graphic of the Wrangler’s own grill.

The Special Ops kit includes raised suspension, black wheels, a bulging bonnet with blue highlights, a steel front bumper, metal frames around the tail-lights and a winch which bring the price to around $50,000 for the auto model. This makes it around the same price as the FJ Cruiser.

Likes: deeply sexy looks, rugged feel, decent off-road equipment, removable roof sections, great sounding stereo

Dislikes: wide transmission tunnel with narrow foot wells, old fashioned infotainment system, ride too firm

FJ Cruiser:

Like the Wrangler, the FJ Cruiser is a peach off-road. We got to give it a good work-out on Toyota’s fabulous launch event in the Aussie outback. We spend a few days at Wilpena Pound, a natural rock formation that resembles an ancient meteor crater. The FJ excelled. The 4.0L petrol engine is mated to a 5 speed auto as the only combo available but luckily are an absolute pleasure.

Once back in town I spent a further week with it and we liked it very much. Now, almost 2 years later, we have another crack at her to see what’s changed. The full review is here.

Outside, the Gangster good looks remain unchanged. Inside the only notable upgrade was the audio system. The old unit sounded great but the head unit was far below market expectations of a $50,000 car. Toyota use this unit in many of their other models so we know it works well. We are very pleased to see it making an appearance in the FJ. Like the other Toyotas I’ve seen the unit in, I haven’t been able to get the voice dialling to work, but I’m sure it’s user error. Still, as I usually say at this juncture, the Holden IQ system uses the voice dial in the phone and is so why doesn’t everyone?

The test for the FJ was a combination of city work, made very easy with the reversing camera, and a dash through the Royal national Park and down the Grand Pacific Drive. Since the Jeep had handled the mountains so well, I thought I should do a hill run to see how the FJ stacks up. The first thing you notice is the incredibly smooth ride, perky performance and comfy seating. Compared to some 4WD’s the FJ feels a bit low-tech especially inside. There are a limited number of off-road gadgets and a paired down interior which add to a sense of cost cutting. Indeed the FJ Cruiser is relatively cheap compared to fully-featured full 4WD cars but the base-model feel disappears very after a few blocks. In fact the retro low-tech look is quite calming and very very pleasant.

The drive through the national park highlighted the sharp responsive engine and smooth gearbox. A 6^th speed is essential in the 21^st century but none the less the gearing is well matched to an engine with a wide power and torque band. Although it sounds good when revved, the big V6 is more than enough to get the big heavy car off the mark fast. The highway section of the drive showed off the quiet cabin and allowed plenty of time to fiddle with the audio system which sounds great. The chambers in the ceiling (which first made an appearance in the debut model) are obviously still used with the new head unit so there is plenty of oomph to make Kylie sound fabulous.

The New audi unit left: Wilpena Pound right

I was a good as I remember it.

The FUN BIT: Comparing the two -

For me, this is the best part. Each car had good and bad aspects of their DNA. For a start, there is the fuel consumption which isn’t too fabulous. Both cars are heavy beasts but the FJ Cruiser is over 200 KGs heavier and half a metre longer than the Jeep. The Jeep came with a winch and a reputation for toughness stretching back decades. The FJ feels floaty in an almost luxurious way. You feel like you’re wafting along so perhaps it’s only my imagination that it seems to ride better than when it was released. Certainly the updated stereo system catapulted the FJ stratospherically in entertainment terms.

The Jeep really came into its own in open-air mode. The cool wafts of lightly chilled air are just the ticket on a hot day and as you drive, you look out over a very high prominent bonnet with the blue decals staring back at you. It instils a weird sense of fun into the drive. You feel like you’re 17 again having your very first bash at a car that had only been on you bedroom wall before that. I’d be happier with the Special Ops being slightly more compliant ride-wise. The interior looked quite plasticy as if it had been designed by the bloke who did the control unit for a radio toy car but all is forgiven with the roof off.

The open top magically transports the driver right into the middle of the deepest African jungle in the time it takes to turn the key. The simple act of traversing a slightly bumpy country lane in the mountains allows a city boy to think he is an intrepid explorer, and that kind of intrinsic sense of fun a car either has or it doesn’t.

It’s quite uncanny. And for that alone, the Wrangler is worth its weight in camping gear.

If I’m being honest, neither car was super-comfy. The driving position takes some getting used to but once you do, you feel like you’re the king of the road. You sit very high looking down on all but the biggest of fellow 4WDrivers. Even then, there is a certain smugness that can be derived from driving 2 of the coolest cars on the road.

In the end, the team resorted to flipping a coin such was the closeness of the voting so tallying our scores was the only fair way.

feature	Chrysler Jeep Wrangler	Toyota FJ Cruiser
Engine	7	8
Transmission	6	6
Ride	6	8
Cargo capacity	6	7
Handling	7	7
Looks	8	7
Versatility	9	8
Fuel consumption	5	5
Equipment	7	7
Interior feel	6	8
Exterior feel	8	7
How it makes you feel	9	8
TOTAL	84/120	86/120

There you have it, in one of the closest results in our comparison history the FJ is in front by a nose. The FJ was nippier but the Jeep was that little bit sexier. I’m surprised by the results because although the FJ was nicer to drive, the Jeep was more fun. Despite the results, the battle rages on at Team GayCars.

FJ Cruiser $51.061

Jeep Wrangler $36,861 to $52,171

Full specs Jeep.com.au and Toyota.com.au

Fiat 500 Abarth Esseese: Bread, Wine and Cheese At Top Speed

Posted by gaycarboys on 02/08/2013

Above: Fiat 500 ABARTH

ABOVE: Fiat 500
“Bambino”

Above: Fiat 130 SPORT Coupe

Above: Fiat 130 SPORT Saloon

Above:124 SPORT

A fortnight spent in the company of the impossibly cute Fiat 500 Esseesse was as enlightening as it was enjoyable. It harkened back to the halcyon days of sun, sand and passion pop. The dying embers of the 70’s when a flatmate had one of the original 500 Bambinos and how we loved it. We crammed into it for short outings with picnic baskets, rugs and bottles of cheap booze in the days when Australian wine was only good for cooking.

Those days are gone, and all but a few recent attempts at retro styling have fallen by the wayside. BMW’s Mini and Chrysler’s 300 have been among the few exceptions. Each has been a success in its own way, but for the same reason: the styling did not sacrifice mod cons over the need for a “ye Olde Worlde” pastiche.

I must confess to always having had a bit of a thing for the Italians: Fiat, Alfa, Ferrari and Ducati to name but a few. As a young adult I regularly drove the Fiat 124 sport and 130 sport and learnt to drive in Alfa’s fabulous Sud, so for me the touch of Italian dash feels like a comfortable old slipper. Fiat was absent from our shores for a short spell, but the whole Fiat-Chrysler clan are back, and aren’t they pretty?

The new and the old.

OUTSIDE:

What a peach! The slightly mad design is meant to evoke a sense of days gone by without being bound by dodgy electrics and suspect build quality. The diminutive proportions are in fact much larger than the 60’s car which served as its inspiration. They’ve managed a couple of wide doors and a hatch. There is even a soft top version which allows a section of roof to fold away in various stages.

The 500 models start with a little 900cc version that looks even closer to the 60’s Bambino, and progresses through to a 132kw range topper. Our Abarth sits just under that top-of-the-range model. It gets decals, stripes and badging as well as wide wheels with fat tyres. Even a casual observer is in no doubt that this is no ordinary Fiat. The capture of a bygone era has been a success because the modern materials allow greater flexibility to discreetly include the modern tech we all expect.

There is a cuteness about the 500 that is really going to work for some drivers. Absolutely no complaints there.

INSIDE:

The retro theme continues inside with gay abandon. The exposed metal of the 60’s 500 has been banished. Now, a crash-friendly plastic is used on the dash and other highlights. I for one would rather hit my head on plastic than a chunk of sheet steel. The Abarth scores the dash-top turbo boost gauge, and the carbon fibre sports seats are trimmed in leather and alcantara.

I confess to being slightly disappointed with the infotainment system. It falls behind the premium market expectations. Nearly all brands have a full colour screen of at least 4” where audio, satnav and vehicle info can be displayed. In fact the 500’s Ipod function is part of the second orange dot-matrix screen directly in front of the driver. Ipod connection is only available via the USB port and only controlled via the steering wheel controls. The dot matrix LCD has the vehicle and music info displayed under menus which are a bit fussy to use when travelling at 110KPH. It also means only the driver can play DJ. A more conventional system would have all the controls in the centre console. It also allows more screen real estate for Satnav, music and even the odd DVD.

In general, petite cars are best suited to equally petite owners. A taller bloke finds it difficult to get a truly comfy driving position, so I asked my pint-sized hubby to try it out. As I suspected he jumped in and immediately found just the right spot. The seat cushion doesn’t provide quite enough support under longer legs, and as the steering wheel doesn’t adjust for reach. You already sit very high so you have the seat-back more upright to reach the steering wheel. There are many ways to judge the distance your shoulders should be from the steering wheel, but sitting firmly against seatback, your wrist should be able to rest on the top of the wheel.

The driver’s foot rest is in an indentation in the side of the centre console. A long legged driver will have his leg jammed against the protruding handle of a stowage bin located in the same area. It’s more comfortable to leave your foot resting on the floor. Drivers of a smaller stature have no such issues. The bin is essential as the storage options are limited otherwise.

The interior as retro-groovy, and is fun and funky with most of the controls in the right place. Apart from the ipod interface and foot pedals, the controls are simple to use. For me, the design is successful because of the overall effect. The sum of the elements is far greater than that of each of the elements in isolation. The 500 has a quirky interior that makes you smile. In fact there is a lot of smiling from the time the door is unlocked.

The rear seats are really only for decoration. We did manage two beefy lads in the front and a slightly less beefy lad in the back but it was snug. It’s better being used for the David Jones bags that don’t fit into the boot. Still, it was perfectly fine to convey us to a smart street for a spot of lunch. As we unfolded ourselves to the whoops and hoots of the trendy diners seated nearby, I couldn’t help but think there was just the weest bit of envy in their yelps.

The 500 buyer is the same kind of person whose deepest desire is to own a Vespa, but doesn’t like getting wet. It’s a matter of taste, so the shots of retro here and there will please some and amuse others.

THE DRIVE:

Fiat gave us a pair of cars: one was a 5 speed manual hatch and the other, a 5 speed Fiat-o-matic convertible. OK, it’s not really called Fiat-O-Matic, it’s a 5 speed Competizione MTA automated manual gearbox. For the rest of the day known as Fiat-O-Matic. Oddly the convertible only comes with the Fiat-O-Matic. The latter is best used in the “manual” mode lifting your foot off the accelerator slightly between each change. This makes for a smooth easy shift rather than the uncomfortable lag if the gearbox is left to its own devices. This is especially true under heavy acceleration.

By way of a real test, I jumped in to the 5 speed manual Hatch for a spin into the Blue Mountains for an overnight stay. A car should be able to perform multiple duties, so the boot was filled to overflowing with bags, pillows and rugs for the journey. You notice the lack of space when there is more than one person or the back is full of stuff, but this allure is just like it was in my youth.

The lesser models have a slightly more compliant ride but the Abarth is very firm. Over bumpy Sydney roads the short wheelbase tends to pitch the car back and forth at city speeds. On the smooth highway the ride improves considerably. Here is where the 6^th speed would have come in handy. Both the Fiat-O-Matic and the manual are 5 speed only, and an extra cog or two would most welcome.

Keeping the revs up at all speeds means there a ton of power available. The figures don’t tell the true story because the 500 feels quick. 118kw doesn’t sound like much but the power to weight ratio in a 1035kg car returns a decent 7.5 second sprint to 100. Of course most of us will want to keep the “sport” button pushed but this has a detrimental effect of the fuel consumption.

While on the road I continued to reposition the seat in an attempt to find just the right spot. As I said earlier, only the rear of the seat cushion adjusts for height leaving the side bolsters and seat back at the original position. Having the cushion adjusted too low tends to cut off the circulation to your legs so leaving a bit of altitude seems preferable. It feels too high though.

Once in the mountains I took a detour from the main road to give the old girl a proper workout. For me this is where the whole package came to life. The engine begs to be kept singing which makes the response snappy. The gear changes are easy via a light clutch and notchy gearbox and after a short while the 500 feels very much like an extension of the driver. She changed direction instantly with little body roll and corners like a go-kart. It was an absolute joy. Like all Italian cars, the 500 loves to be put to work and I found myself back in my teens lapping up each corner with the gusto of a schoolboy.

Too soon the corners and hills were behind me and I was pulling into the drive of the quaint little house perched on a cliff top, with the blue mist swirling far below. I pulled on the handbrake but grabbed the seat cushion height adjuster instead as it’s only a few cms from the brake lever. Thankfully I realised my mistake before reefing the plastic handle off its mountings.

Conclusion:

As I sat on the deck overlooking the valley, I reflected on the drive. I sipped on a large martini and weighed the pros and cons of a perkily powered city car. The price of around $34,000 is a lot for such wee transport. The cabin can be a bit noisy but somehow it makes the experience better not worse.

The following are not included: Satnav, Auto Wipers, Auto Headlights, Auto Transmission (or CVT), Auto Dimming Mirror and Reversing Camera. Does this really matter? In a way it does, because the completion in the segment has most of them. The Polo GTi has more power from the same size engine, gets better fuel figures, is cheaper, has a DSG, better ride and arguably more space. The Clio by VW is faster and is the poster child of hot hatch lovers. Finally, although much more costly, the Mini Cooper S offers a better all-round package while being similarly retro.

The ride is set up in favour of handling so smooth roads are best. Even so, everything the 500 Abarth does, it does with style and a panache that money can’t buy. I loved each gear change and I loved the way the Fiat made me feel. I didn’t much care for the Fiat-O-Matic so the manual would be the one for me. I also loved the bemused looks from fellow drivers, and there is no doubt a smaller driver would have been more comfortable especially on a longer journey. As I took another sip my mind wandered back to those long gone days and the Chianti cheese baskets we used to throw in the back seat. I thought about lazy Sunday afternoons laying on a checked rug under dappled light, and in my vision, the 500 Abarth Esseese was parked at a jaunty angle just behind.

I had a sudden urge to buy a Fiat of my very own to relive those wonderful days because the 500 does now what it did then. It makes life fun, and unlike the old days we can get to our picnic quicker and in climate controlled comfort. You aren’t buying a car, you are buying a lifestyle. The 500 Abarth says its owner is hip and fun likes things that are a bit unconventional, and why not.

Vehicle Style: Light hot-hatch
Price: $34,990 (plus on-roads) (convertible$38,990)
Fuel Economy claimed: 6.5 l/100km | tested: ? l/100km but 13l/100 on trip metre

208. Better looking and lighter than the 207

Posted by gaycarboys on 02/05/2013

208. Not Bad Looking. Does It Go?

Ford’s Fabulous Focus Finds Its Feet Following Fantastic Functioning

Posted by gaycarboys on 01/31/2013

We handed back the ST with just a touch sadness. She had become a close and trusted friend over a week spent exploring her subtle nuances, but “subtle” isn’t a word usually seen in the same sentence as Focus ST. I want to say from the outset that the pretty seats are as uncomfortable as hell but it in no way obscures the awesomeness of this PHABulous car.

OUTSIDE:-

You either like Focus’s face or you don’t, the shape is not that of a simpering wallflower. The ST has the top spec HID headlights topped off with a smart set of daytime LEDs. The grill has an aggressive look with a vast black lattice front sucking in vast amounts of air, and the flow is controlled by shutters just behind it. I couldn’t help but think the bonnet always looked as though the first catch had been popped and spent much time giving it a gentle press down to make sure it doesn’t come adrift at 100. There is a strangely wide gap between the nose and the bonnet’s leading edge. Aside from the ST badge, there is a slightly lowered stance and body kit to separate the top Focus from her more delicately dressed sisters. She also sports a set of fat 235/40 R18 tyres on18”X8“alloys. Wheels this size on a small car look fabulously like the drawings we did of cars as kids.

The side view emphasises the simple wedge shape which culminates in tails lights that look like the rear end is being gently hugged by one of the Big Cats. Her paws can be seen from the side too where lights look to have melted into the bodywork. The ST scored LEDs in that rear cluster too which I always thinks adds a touch of class. The rump looks busy because there are lines of metal, tail lights, vents and joints all over it, but it somehow manages to work, as do the huge double centre pipes. The ST looks angry and fast and that’s just the way I like my daily transport to be.

You can see from the pics why we nicknamed her “Bumble Bee”.

INSIDE:-

We’ve said in the past that the interior of the Focus is classy. Of course those models did not have the in-your-face black and yellow Bumble Bee colour scheme that our ST has. There is even a little peep-toe of external colour at the interior trailing edge of the front door where the door panel doesn’t quite cover the metal, and I like it. As we said of the Titanium last year, the dash is very well laid out with the obligatory Piano Black and metalised plastic highlights and the Recaro front seats have deep body hugging contours. Perhaps they hug a little too enthusiastically.

On the subject of the seating: The front buckets have the typical uncompromising Hot Hatch look to them, and an even harder feel. It’s intended to hold you steady during hard cornering, and it does that in spades. For the rest of the time it can be the teensiest bit uncomfortable but it serves to remind you that you are driving no ordinary Focus. Apart from the seats, the rest of the car is standard with only the gauges mounted on top of the instrument cluster giving a clue as to what’s under the bonnet. The handy turbo-boost gauge tells you when the turbo is giving you a helping hand, but the engine is so smooth and torquey that it can manage on its own for much of the time; but more of that later. The add-on cluster looks a little cheap despite the handy nature of that contained within.

The sports steering wheel, adjustable for rake and reach, is simply littered with controls. The only ones I found hard to use were the odd shaped ones mounted within the spokes. They have geometric facets meant to give each function a separate feel. With practice, it might get easier to use, but I found it a bit busy. The rear seats are mounted high to give those sitting in the back a better view.

There is surprisingly good head room all round. In fact the cabin has a feeling of spaciousness throughout which ads to a sense of being in a place that is both well designed and well executed. I like the solid feel of the plastic components. We’ve all experienced those flimsy thin bits of trim which come away in your hands with almost no use. I feel confident that this won’t be the case in the Focus. For the record, close friends bought a Titanium last year and it has performed to expectation, however they seem peeved that Ford has slipped in a model above theirs. Theirs was the last of the German-made cars with Focus sold in Australia now being made in Thailand. This isn’t significant in any way unless you jump from one car into the other where you find the blinkers on the wrong wide, or the right side depending on what you’re used to driving.

Ford have made much of “sync” which adds function to your normal ipod/iphone connection. Apart from playlist enhancements you can also get texts read out to you. This very handy if you’re on the move. It’s also possible to use Siri but this requires touching your phone while driving which is now illegal in this country. You can view the full explanation of sync here.

There is an attention to detail that you wouldn’t normally expect in what is essentially a family hatch. Sure there are a few added extras but aside from the seats, the interior has the same quality as the base model from which the ST sprung. Why is this significant? It’s simple: my biggest problem with Hot Hatches has always been that they reek of the cheap entry level DNA. The plastic looks nasty and the switchgear is the same flimsy, nasty switchgear you find in the K-Mart model. Because the base model looks brilliant inside too, the ST only needed the Boy-Racer flourishes to give it that bit of extra flash. After all you want to feel that you have had a good reason for forking out the 40k. You want to be reassured that Ford have made more than a passing attempt at making the car pretty as well as fast.

The pictures tell the real story but if that’s not enough, the drive will cement the Focus into your consciousness forever.

THE DIRVE:-

What a peach!

You approach your ST with a certain amount of exaptation. She is a plump little wedge sitting on huge 18” wheels with great fat tyres on them, and it as the tiniest bit of WRC about it. You can just imagine the plucky little hatch bumping over those back lanes partially airborne and covered in filth. The rear end sits cheekily as if waiting for a playful slap as you walk past, so you do. Only then do you arrive at the first door handle. All door handles will unlock the ST if you have the key secreted about your , but you resist the urge to caress the back doorhandle. Then you arrive at the front door. You slip a couple of fingers behind the door handle which elicits the familiar clunk as the locks magically disengage to grant access to the goodies beyond. As you swing yourself into the driver’s seat and pull the door shut you can’t help but make a mental note of the solid feel of the door and the comforting “chunk” as it shuts.

The first thing to strike you is just how huggy the seats are, maybe a little too huggy. A skinny person will fit perferctly but the rest of the population will find themselves feeling very snuggly indeed. I wonder how that would be on a long trip, but that’s a question for another time.

The dashboard has a boost meter that gives a subtle warning as to what you can expect once you turn the key, but there is no key to turn. Leaving the key in your pocket, you can punch the dash-mounted button and the sweet little engine spins into life like a bouncy puppy begging to please. The ambient cabin lighting is now on and looks stunning even in the day time, but looks magnificent at after sunset.

Pairing your phone before you set only takes a second and it fairly easy. There is nothing worse than having to plumb the nether regions of the owner’s guide every time you want to perform the simplest task. Once paired, wondrous things are afoot. You can stream you music via the airwaves, or plug in to the USB port for even more control, and a spot of charging. Even better, the Sync feature allows one’s messages to be read to one while one is driving. How civilised.

The Audio functions can also be controlled from the left steering wheel buttons and the car functions from the right side buttons. Each is displayed in its own LCD, 1 in the Audio unit and the other in front of the driver. The LCDs are a fairly modest 4” display and I for one find this to be insufficient to properly show the reversing camera picture. It’s only a small thing, and one a driver would no doubt get used to. It could so easily be fixed, and indeed it should have been fixed. Some of the functions have voice command if you can be bothered using it.

The ST only comes in a manual, but what a manual. The Goldilocks clutch is not too light, not too heavy, not too light, and has just the right amount of take-up. The gear shifter has a relaxed feel to it. Centre up and down is 3^rd and 4^th, push to the left up and down is 1^st and 2^nd and pull to the right is 5^th and 6th. Reverse is via a lifting collar under the knob. “So what” I hear you say. It’s important because you can’t easily feel the gates. The only way to get the gears right each and every time is to use the above technique. Gently caress the gear knob, don’t manhandle it like a drunken nightclub fumble. Let the selector fall naturally then once you have matter firmly in-hand you’ll be making fast zigzag sweeps. The system is so beautiful to use that most of the time changes are every bit as smooth as one of them-there fancy-schmancy automatic jobbies.

Waiting at a set of lights has prompted me to mention my other point of contention and that is the system Ford uses to compensate for torque steering. As you know, a front wheel drive car will kick the steering wheel when you plant your Nikes into the carpet. It’s annoying and the more torque an engine has, the worse the torque steer is. I’ve driven some Hot Hatches where there steering wheel is almost ripped from an unwary drive’s hands. The Ford system detects heavy acceleration and the computer tells the electric power assistance to apply opposite pressure to the steering column. This sounds like a good idea but it feels like it makes the steering wheel ultra light. If you have given the ST a bit of wellie, the steering wheel responds to the light pressure and you often find yourself wandering from side to side. Again, it’s something I feel sure a regular driver would master. It’s a quirk that would in no way put me off ownership.

The 184KW 2.0L turbo petrol has an impressive 360Nm of torque will get to 100kph in 6.5 seconds. It’s all very controlled and far less bonkers than the insane EvoX. Ford claim 7.5 L/100K and after several hundred K’s I feel that’s probably about right. If you spend the day sinking the boot in, you can expect that figure to be a lot more. The engine is so good that it doesn’t always need a massive amount of boost from the turbo. If you’re wanting to drive Miss Daisy, the Focus is happy to beetle around town but on the open road, or in those lovely twisty mountain roads I’m so fond of, it’s a different matter. The suspension is ST tuned so that ride isn’t completely sacrificed for superb handling. She switches direction instantly with the steering providing plenty of feedback. The silky gearbox and ample nature of the engine just beg to be taken by the scruff of the neck and thrown into corners with all the enthusiasm of an F1 driver on holidays. The sticky tyres have an enormous amount of contact with the road and although you can feel the tiniest bit of understeer at times, the car never feels as though it’s going to break traction.

The engine will spin right up to the auto-limiting all the while providing a symphony as a soundtrack. In short, it is a superb piece of engineering that is perfect in almost every way. The only thing that would make it better is the addition of the Assisted Parking which is standard in the titanium. I’m a fairly decent parker, but the Focus can get itself into a spot with a mere 500mm either end with far more confidence than I can.

You can turn electronic protection off if you so desire, but Ford put it there for a reason so use it. The seats keep you in place, and the electronic nannies stop you from making a goose of yourself, so enjoy!

CONCLUSION:-

Apart from a bigger screen for the rear camera and the addition of Assisted Parking, there isn’t anything I’d change and no other place I’d rather be.

Price: $38,290 (plus on-road costs)
Engine: 2.0-litre 4-cyl turbo
Transmission: 6-speed manual
Power: 184kW at 5500rpm
Torque: 340Nm at 2000-4500rpm (360Nm with Overboost)
0-100km/h: 6.5 seconds (claimed)
Fuel economy: 7.4L/100km (9.6L/100km on test)
CO2 emissions: 172g/km

Toyota 86: to Change or not to change, that is the question.

Posted by gaycarboys on 01/16/2013

Auto or manual, 86 or 86 GTS

This week’s review is more by way of answering a question than giving a dry old rundown on a particular car. You see, we received literally an email on the subject.

The questioner asked us about Toyota’s 86: “Should I get 86, or 86 GTS. Is it worth the extra money? And, should I get an auto or a manual. I’ve ripped all the hair off one of my brows in a fit of consternation”.

Well Ms K. we’ve left no stone unturned in a quest to furnish you with an opinion worth a dime.

Ms. K. says she wants an auto but hubby wants a manual. Firstly, it’s nice to know we are read by members of the straight fraternity and that they would contact us to ask questions. “I value the opinions of queens because they have great taste”, She adds.

Thanks for that vote of confidence Ms. K.

It is of course quite true that the Gays like a bit of bling, and that we love pretty things. I can see why you would want a little sporty coupe after enduring a family hatch for a few years. Here are the questions and answers.

1: 86 or 86GTS

86GTS every time. The wheels, keyless entry/start, premium sound, leather alcantara seats, satnav and auto climate control are a few of the upgrades for your $6,000 taking us to a hair’s breadth under $40,000. The drive is the same in both models. It’s the rear-wheels driving the coupe that brings such a welcome change to the experience. For many years experts have preferred the front wheels to do the steering and the back wheels doing the pushing. It’s the way things are meant to be.

When Toyota and Subaru put their corporate heads together, they must have drafted in those Japanese drifters as consultants because the 86 is born go sideways. Should you ever be fortunate enough to take her on a track day, you’ll be rewarded in spades with bucket loads of spirit. The rear end steps out after politely tapping the driver on the shoulder to ask permission. It’s beautifully controlled with impeccable manners. Remember, the 86 was tested on the Nürburgring, one of the world’s most famous tracks. It’s the very same one where the Nissan GT-R beat the track time of the Porsche 911.

The frisky back end feels like it’s drifting 80% of the time and leaves a satisfying chirp at every opportunity. It’s easy to drive and gorgeous to look at and is dynamite value. It’s 10k cheaper than a Golf GTi and infinitely better looking. In fact it’s better looking than any other sports car under 50K, so I defy you to find a better vehicle.

You really need to decide if the $6,000 premium is worth it over the base model though. I’d pay it in a heartbeat.

2: Auto or Manual:

I learned to drive in a manual but half of the cars I’ve owned have been Autos. In fact most of the cars I’ve driven have been auto. I’ve made my feelings known on DSG’s which in some cases aren’t quite there yet, but modern full-automatic transmissions are pretty good. The one in the 86 is not just good, it’s sublime. It is a 6speed version of the ISF’s 8 speed and comes compete with a smart set of aluminium paddles glued to the back of the steering wheel. They turn with the wheel which is a bit annoying but the shift is fast and seamless. Once upon a time auto trannies made the engine use much more fuel than the shift-em-yourself gears. The figures are now much closer so that concern has been consigned to the dustbin where they so rightly belong.

A quick look at sales figures reveals some interesting facts too. Autos out-sell manuals by a long way, as is the case for most countries in the developed world. For the 86, 2/3 of the cars ordered have been automatic even though many of those buying have only taken her for a quick trundle around the back blocks. Still, they found that plenty of time to gauge how silky the shifts are. The manual too is very good. The shifts are sharp and precise and the gate is close and short, with a clutch that is a true delight. Its light enough so as not to develop Popeye-like muscles in your legs, with enough feel to give you feedback from the gearbox. You can feel what’s going on through the sole of your foot. One strange thing we noticed an odd “bump” and corresponding feeling through the floor as the gears were shifted downwards through 2^nd into 1^st. Whether it’s the clutch, who can say, but it was annoying.

You never have to reach for a gear, it’s just exactly where you need it to be. It’s not too tall, not too short and set far enough forward so that no matter where you have the seat set, your hand easily falls in just the right sport. The feel of the engine, gearbox and clutch was tight and solid. There’s a sporty feel that “hot hatches” can’t match. The 86 was purpose built as a sports car not one cobbled together from bits from a spare parts bin, so was good from the beginning. Don’t forget it’s coupled to that sweet little flat four from Subaru. It has the Subaru rasp which sounds good the more it’s revved, and how it loves being given a bootful.

Both are easy to drive but I can see why the silk 6 speed auto is the choice of most.

Conclusion:-

The bum is still very happy to step out in either auto or manual. The performance figures are almost the same as are the fuel figures. Regardless which trim level you go for, the auto is the better option but even it is slightly better in the top model. That puts the sale price at $42,000 on-road and there simply is not a car at this price that you’ll have this much fun in. It is for this reason that the Toyota 86 and Subaru BRZ have been runaway successes. There are big waiting times on both and in my opinion worth every second of the weight. You see, your money buys you some you can’t put your finger on, but the passers-by can. They look, young and old, at the sleek lines. They listen intently as the raspy engine propels you forward, and it is then you must surely think to yourself “yes, very nice. Very nice indeed”.

It’s the auto 86 GTS in red every time.

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