ALL-NEW LEXUS IS 300h TO LEAVE DIESEL RIVALS BEHIND

Posted by gaycarboys on 03/07/2013

Lexus’ all-new IS 300h to achieve highest Green Vehicle Guide rating in class
IS 300h to emit just 113g of CO₂ per km and use just 4.9 litres per 100km
IS 300h to deliver combined output of 164kW

Lexus’ all-new IS 300h will sit atop its rivals with the highest Green Vehicle Guide rating^ and the lowest CO₂ emissions of all its luxury sedan rivals, including diesels, when it is released later this year.
The first ever hybrid in the IS range, IS 300h will produce just 113 grams of CO₂ per kilometre and consume just 4.9 litres of fuel per 100km^* (combined cycle) with a combined power output of 164kW from its petrol-electric drivetrain.
These figures are unmatched by all rival petrol, diesel or forthcoming hybrid vehicles in the segment.
In Europe, the IS 300h Eco model will be capable of delivering fuel consumption figures as low as 4.3 litres per 100km and sub-100g of CO₂ emissions per kilometre.
The IS 300h is the first rear-wheel drive Lexus to have the new, highly efficient Atkinson Cycle 2.5-litre petrol electric/hybrid powertrain, which features a D-4S fuel injection system, dual VVT-i and Exhaust Gas Recirculation system.
The engine drives the rear wheels through an electronic continuously variable transmission (CVT) and propels the IS 300h from 0-100km/h in 8.5 seconds.
The hybrid battery is also positioned beneath the luggage deck board – a Lexus first – which contributes to sportier driving thanks to a lower centre of gravity and enhanced body rigidity.
The new position also allows for another Lexus first – a hybrid sedan with a 60:40 rear fold seat.
This packaging also ensures the IS 300h provides luggage capacity on par with that of petrol engine IS models.
Lexus Australia chief executive Sean Hanley said the new IS 300h offered a compelling balance of performance and efficiency.
“The highly advanced drivetrain of the new IS 300h will reward drivers with excellent performance without penalising them with high fuel consumption and emissions figures,” Mr Hanley said.
“No other vehicle in the class delivers a CO₂ figure as low as 113 grams.”
The IS 300h will be available in Luxury and F Sport grades, with the latter featuring exclusive suspension tuning and Electric Power Steering paired with Adaptive Variable Suspension.
The F Sport model will also include bespoke interior and exterior design elements.
Both IS 300h models will allow the driver to modify vehicle and powertrain behaviour by switching between five different drive modes via Drive Mode Select.
These include EV (petrol engine switched off), ECO (optimal fuel efficiency), Normal, SPORT (more aggressive throttle and transmission response settings) and F Sport unique SPORT+ (additionally adaptive suspension and steering tuning).
The all-new Lexus IS range will be launched in Australia later this year.

IS 300h engine specifications (figures based on pre-production model)
Engine type	2AR-FSE
Cylinders and arrangement	4 cylinders, in-line
Valve mechanism	16-valve DOHC with Dual VVT-i
Bore x stroke (mm)	90.0 x 98.0
Displacement (cm³)	2,494
Compression ratio	13.0:1
Fuel injection system	EFI, D-4S with direct and port injection
Emission certification**	EURO 5+ (WVTA countries and ECO grade in non-WVTA countries) Euro 5 (other grades in non-WVTA countries)
Fuel type	Petrol
Combined max output (petrol electric) kW	164
Max power (petrol only) kW/rpm (electric only) kW	133 / 6,000 105
Max torque (petrol only) Nm/rpm (electric only) Nm	221 / 4,200-5,400 300

TOYOTA RACING REVEALS 2013 LE MANS TS030 HYBRID CHALLENGER

Posted by gaycarboys on 02/20/2013

Toyota Racing has unveiled the revised TS030 Hybrid car which will spearhead the team’s quest for victory in the Le Mans 24 Hours and the FIA World Endurance Championship (WEC) this season.
Following a successful roll-out earlier this month, Toyota Racing begins the first full test of the 2013-specification TS030 Hybrid at Paul Ricard in southern France today.
After an impressive debut in the WEC in 2012, including three victories in just six races, the team returns with an ambition to win both the Le Mans 24 Hours and the WEC title.
Alex Wurz, Nicolas Lapierre and Kazuki Nakajima team up again in the #7 TS030 Hybrid. The #8 will compete outside of Le Mans for the first time, with Anthony Davidson, Stéphane Sarrazin and Sébastien Buemi driving.

The team will again utilise the Toyota Hybrid System – Racing powertrain, developed exclusively for motorsport by Toyota’s motorsport division in Higashifuji.
A unique super capacitor-based hybrid system delivers 300hp (224kW) of boost automatically, on top of the 530hp (395kW) generated by a 3.4-litre normally aspirated V8 petrol engine.
Ahead of a completely new development for 2014 due to regulation changes, Toyota’s motorsport division in Higashifuji has fine-tuned this year’s powertrain to improve power, efficiency, management of component usage and reliability.

The race-winning TS030 Hybrid chassis has also been modified for the upcoming season, with increased performance, reliability and serviceability the priorities.
Toyota Motorsport GmbH (TMG), which designs, builds and operates the TS030 Hybrid, has used its extensive R&D testing facilities and experienced engineers to deliver the next evolution.
A revised aerodynamic package, including an updated monocoque, will deliver improved performance while minimising the impact of updated regulations in 2013 which increase the minimum weight for manufacturer LMP1 cars by 15kg.
The complete WEC schedule is: Silverstone, UK (14 April); Spa-Francorchamps, Belgium (4 May); Le Mans, France (22 June); Sao Paulo, Brazil (1 September); Austin, US (22 September); Fuji, Japan (20 October); Shanghai, China (10 November); Bahrain (30 November).

Holden Volt Day 3: Still no duel used.

Posted by gaycarboys on 12/13/2012

The aim this week is to use the Volt as a primary mode of transport as it might be used by the average couple. This will demonstrate how the electric car does in the real world and so far it has done very well.

It conveyed us to a luxury top-end Danish audio maker, Bang and Olufsen, for the release of two new products. There were a few who noticed and asked after the Volt. Most people don’t know what it is yet so the early interest is encouraging. We came away full as state school port racks but I was being chauffeured by a responsible adult so all was well.

I usually seek the opinions of friends and neighbours especially on brand new models. It helps to have different views which either confirm or challenge the thinking . So far the feedback has been all good. All who have tasted Volt have spoken well of her.

Most days the Volt has stayed on charge to ensure as much range as possible. A buyer with a private garage would have a charging unit at home to make things simpler. You would only need to make a few movements in order to get the charge going.

My only problem was the morning failed to have the car fully charged. Whether someone had interfered with the process is unknown but it was connected and working at the time we entered the car park. We’ll keep an eye on this over the next few days.

The panel fit is a bit how’s-your-father in places including the centre on the dash near the windscreen. This panel houses the charging light and headlight sensor. The ends of the panel do not quite match up at either end. The exterior has similar issues but none is such as would prevent you from buying the car.

The drive is still as amazing as on day one. The whisper quite acceleration is as dramatic as it is silent. I love it!

LEXUS CONCEPT TO ELECTRIFY 2012 MOTOR SHOW WITH WORLD FIRST DEBUT Lexus LF-Gh

Posted by gaycarboys on 08/27/2012

Lexus will push the boundaries of performance, style and technology at the 2012 Australian International Motor Show when it takes the covers off a hybrid coupe concept vehicle.
Renowned and respected around the world for its advanced engineering and ideas, Lexus will provide a glimpse into its design future with this luxury sports coupe displaying a striking balance of new and traditional designs.
“The designers and engineers at Lexus continue to think outside the box with their cutting-edge concept vehicles,” said Russ Tyrie, Event Director.

“The LF-Gh concept on display at Melbourne last year was a prime example of this, yet Lexus will raise the already-high bar yet again, with their global reveal in Sydney.

Honda’s CRZ HYBRID vs Peugeot’s RCZ: Answers to questions you didn’t ask!

Posted by gaycarboys on 08/20/2012

In a spasm of sisterly generosity, we decided to get our two favourite sports cars together for a hot date. The motives were not just a collection of random ideas of a nebulous and essentially irrelevant nature, but rather deep and primal need to answer a question which has been on the lip of everyone’s tips: What is better value, a Hybrid sports car or a French coupe with a BMW engine?

The answer isn’t an easy one to reach because the question isn’t a straightforward one and each has its own charm. Neither is overwhelmed with power and torque, and both are as cute as hell.

OUTSIDE:

Honda CRZ HYBRID and Peugeot RCZ both have cutting edge looks that will age well. The RCZ looks fabulously modern in a slightly retro kind of way. and our first CRZ test got us excited because the word Hybrid never appears alongside the word “sport. No matter who you are, something inside all of us is deeply moved by a note of approval by a fellow motorist. It doesn’t hurt if the note of approval comes from from a super-hot motorist either. On the last occasion in our RCZ, a buff, bare-chested boy of Lebanese appearance glanced nonchalantly from the window of his fully-pimped tradies’ ute He had a huge smile and was waving a hand the size of a dinner plate. All he said was “NNNIIIIIICCCCEEEE”, and then I remembered I was in the Peugeot and that he probably wasn’t talking about me. It elicited an unusually long sigh and I couldn’t help but feel a little downhearted yet excited.

To refresh your memories: the RCZ has the powerful aggressive look of a crouching lion caught in mid-hunt. The rear quarter is reminiscent of the muscular hind legs of a big cat with a death grip on a huge alloy rim on which an unseen hand smeared the merest hint of rubber. The front is long and sleek with huge cat-like eyes and a yawning mouth. The rear sees a boot of almost equal length to the bonnet sporting a sexy set of LED tail lights. Each wheel has a bulging arch connect by a low swooping roof of brushed stainless steel and glass encasing the occupants safely inside. Although the exterior features dozens of stunning elements each more fabulous than the last, the feature attracting most comment is the double-bubble roof. I first saw the 308 RCZ Concept years ago and was convinced the roof would be the first thing the bean counters would consign to history. Instead the double bubble looks even more stunning that I could ever have imagined

Some think the upward sweep in the window line at the rear of the door looks odd, but I disagree. It neatly defines the cabin and frames the front seats. As a whole, the design is sharp and fresh and more importantly well age well. As long as the electrics hold out the RCZ will make an excellent second hand proposition. Like Mazda’s MX5, the RCZ should be considered a classic.

The CRZ HYBRID continues a long line of sporty Hondas while keeping true to their established designed language without being strangled by it. There are cues from many models in the range but this car is one that is definitely greater than the sum of its parts. For example, the rear end reminds me of the insight, another Honda Hybrid. In fact you might even imagine it’s what the ’91 CR-X might look like in 2012.

Civic CRZ

CRZ Hybrid

Peugeot RCZ

The CRZ HYBRID is a wedge with an edge. It’s designed to make people look at it. Honda has a long line of sporty coupes in its history and all were right for the time. Does the CRZ HYBRID continue in that vein, or is it a pastiche which has been there, done that? Yes it does but in a modern way, not a half-baked pastiche being offered as a pale imitation of halcyon days long passed. CRZ metalwork looks the part even more so considering batteries and electric engine which lie just beneath. The Luxury model has a fixed full glass roof but my first love is the lower spec Sports Manual. They look the same if you ignore the roof. It’s worth mentioning that the roof line and high-set tail end are meant to aid the fuel-saving hybrid system. The pictures don’t do it justice though as the wedge is far more pronounced in the metal. It’s a sharp looking package in the flesh but you only get an idea of how low it is when you see it parked next to a compact family hatch. Even a brand new family hatch looks a little sad in comparison.

The rear end is deeply sculptured with a high-tech look to the light clusters. There is a bar which forms a sharp edge right at the rear of the hatch, or is it the rear of the roof? You be the judge. The only annoying thing is, from the driver’s seat, the bar is in the centre of the field of view in the rear-view mirror. You get used to it but invariably you want to see who is in the car behind and the face is obliterated by the bar. You can imagine how annoying that could be right?

Both cars are beautifully chiselled but in dramatically different, but equally pleasing ways. Although the look is markedly different they have much in common beyond the coupe doors and 2 plus 2 seating

THE INSIDE: Here too the differences are clear. From the minute you enter with cabin, the Peugeot has a luxurious feel and eschews the drab and dreary being forced on most buyers. The metal highlights and soft leather leave an impression of quality. The dash, doors and console are covered in leather-look alike stitched into place just like a high-end Euro-snob but at a lower price. The cabin looks crafted rather than constructed and that’s not an easy look to get right. Like the CRZ HYBRID, the RCZ has back seats for midgets only. I prefer to stow a few shopping bags there so they can be caressed between light changes. As with most cars, the addition of a Satnav module brings other goodies associated with the large LCD unit and that is the reason most order one. Either way the console is clearly laid out with distinct zones for each set of controls. Some of the same controls such as the audio, phone and vehicle info are repeated in stalk mounted buttons behind the steering wheel. As you will all know by now, I consider this to be Peugeot’s Achilles heel. Itis being phased out in favour the more conventional wheel mounted buttons Although buttons can clutter, their position facing the driver makes them easily read and understood. The stalk fetish means you either have to read the user guide or continually contort your neck to try and see behind the steering wheel. It’s just plain daft and is very difficult to use. This is hardly very practical when in city traffic and you want to change the radio station. Rusted-on Peugeot-philes will claim these are easy once you get used to them, but no-one should have to get used to something so awful. The new 508 has a front mounted layout making it a vast improvement. Perhaps the RCZ’s midlife update will consign the stalk controls to distant memory, who can say. I fear that with Peugeot’s current cost cutting, this might just be a distant dream.

Peugeot RCZ interior

Honda CRZ (Luxury CVT shown)

The seating has good lateral support and although very comfortable, is on the verge of being too firm. Regardless of the firmness they proved perfect on a recent day-trip to Canberra. Because the Peugeot simply begs to be tossed around you quickly learn to appreciate the body hugging design.

Peugeot went all out on the excellent sound system which has a rich deep tone. It’s easy to use and a joy to listen to. We tried all types of music and all delivered a high-end performance. We did have a little trouble with our bluetooth streaming but by far the most annoying aspect is how you search your iPhone when connected via USB. With your iPhone plugged in, most systems will allow to you to choose how you search and play your music. The RCZ insists that you set the parameters in the vehicle configurations menu. In other words you set how you want to search, whether it be by artist or playlist or album before you can actually start listening. If you change your mind and would like to search by artist instead of playlist, you have to go back in to the configurations and change the setting. It’s bonkers but very French. It didn’t always auto-connect to the iPhone on start-up either.

The interior design can only be described as superb.

The CRZ HYBRID on the other hand had a very young and funky vibe to it. The CRZ HYBRID feels much less luxurious but is more edgy than the RCZ but the top model is 417,000 cheaper than the Peugeot. It’s clearly aimed at a younger buyer. Although the cabin feels well-made and cleverly designed, it feels more “plasticy” than the Peugeot. The metal accents are more often than not merely metalised plastic. I’ve pointed out many times that this rarely lasts and looks dreadful after a few years when it gets scratched and scarred. The real metal equivalent will also get scratched but won’t have the black plastic just under the surface looking tacky and cheap.

As in the RCZ, the seats are well designed with excellent lateral support to hold you firmly in place during spirited driving. After a few hours in the saddle, the firmness didn’t become tiring so is a good prospect for a longer journey. The dash looks to have been designed by a Gen-Y gamer. It has shades of playstation and Xbox with playful lighting all of which you’ll either love or hate. Perhaps the fresh young look won’t appeal to eceryone but who cares. Importantly the controls all fall easily to hand which means they are easy to use. If you enjoy a more spirited drive, select the “sport” mode every time you start your engine. It changes the steering and engine response and brings the whole car to life. It also make somes of the dash lighting change red which is rather fun.

The rear seats are for decoration only unless you are blackmailed into collecting a couple of chums from the airport. We managed to squeeze a very unhappy friend into it on our first drive earlier in the year, but it’s not a place you’d choose to spend much time. If they complain too much tell them to take a taxi instead after all it’s no skin off your nose. Honda’s fabulous Satnav with Suna is only available in the Luxury model. Annoyingly, the luxury only comes with a CVT auto, one of my pet hates. The Sports model has the pov stereo unit which has no audio streaming via bluetooth. Sometimes the marketing departments deserve to be bitchslapped. My perfect CRZ HYBRID would be the Luxury with a manual transmission. The leather, manual gearbox and superb Satnav would be a fabulous combo, but we could drop the gimmicky glass roof without losing too much sleep. Like most panoramic glass roofs, it has an interior shade which can be closed in bright light, but the roof doesn’t open like a regular sunroof making it a useless and expensive toy. If you of a delicate complexion you’ll no doubt keep the roof closed in daylight hours. The Satnav is the same fabulous unit Honda has in the Odyssey and other models. It is easily used without having to consult the user guide every 3 minutes. As I mentioned, the Satnav only comes with the CVT so if you want to change gears yourself, you’ll need to invest in a windscreen mount for your iPhone equipped with Navigon or TomTom to fill the gap. It’s an odd choice for Honda but perhaps one that will be rectified later. Often it takes car makers a little while to respond to their buying public.

I found the cabin both comfy and cosy without being cramped and claustrophobic. Sure it isn’t as luxurious as the Peugeot but it’s every bit as much fun. There is a real sense the CRZ HYBRID being the right vehicle at the right time just like other Honda sports cars..

The Drive:

We played in each car for a full week and felt rather like kids in a candy shop. All up, there are 5 variants, 3 in the Peugeot RCZ and 2 in Hondas CRZ HYBRID. I have a preference in each, for the RCZ it would be the 147KW manual turbo petrol and the Honda CRZ HYBRID is the Sports Manual. Although I love a manual, an auto transmission is best for the city. Since I dislike CVT’s so much the Luxury CRZ HYBRID is out for me despite the loss of the Satnav and the absence of leather. The Pug has a similar problem in so far as the superb 6sp auto is only available in the 115KW motor. If you want the extra chilli of the 147KW model you’ll need a manual licence. Again I feel compelled to say both marketing departments need bitchslapping. Honda needs to offer that truly magnificent 6sp manual in the Luxury CRZ HYBRID, and Peugeot need to have an auto option in the fabulous 147KW turbo petrol. Better still both cars cost a lot of money so the Satnav should be standard with a reverse camera thrown in for good measure.

The CRZ HYBRID we had this week was the Sport Manual. The 91KW hybrid is claimed to have a combined fuel figure of 4.7L/1ooK but we never got better than 6 L/100k. We realised early in the peace that the published fuel figures were done in a hermetically sealed lab by men in white coats with machines that go “bing”. The real world rarely achieves those results, besides Sports Mode will bring a guaranteed smile to even the most hardened handbag of a face.

Regulars will know I insist on the cabin being kept at arctic temperatures at all times which the Honda air has no trouble with.

In tight corners the car tends to a bit of understeer but the onboard electronic nannies prevent a catastrophically flick to oversteer. I drove an older model Porsche once that tried to kill me in just such a way. My driving skills fall distinctly short of stuntman standard and spinning backward off a roundabout into a bush would be very unpleasant. In several tight corners I failed to wash of sufficient speed and could feel the Honda scrambling to make me look a better driver than I actually am.

The electric steering is a delight. Once upon a time such steering was devoid of any road feel but a combination of clever weighting, and the driver overcoming a certain amount of unfair prejudice, has revealed super sharp steering that is joyous in its ability and willingness. The merest sensation of pressure on the wheel prompts an almost psychic change of direction in the little Honda. What’s more, the handling hasn’t compromised the ride like hot hatches of old that caused teeth to shatter on all but baby-bum smooth tarmac. The CRZ HYBRID has a ride which feels a fair and proper trade-off for such snappy sports-car characteristics. In short, forget the eco-driving and think of her as a sports car and bobs-your-uncle. The hill assist was most welcome even though the gearbox/clutch combo is a delight to use.

Peugeot RCZ rear and boot

Honda CRZ rear and boot

The RCZ is fabulous from start to finish especially if you get your mitts on the superb 147KW manual. Our last drive however was in the 115KW auto but it in no way disgraces itself. The ride and handling is similar in all models. It’s true that the power and torque vary hugely, all present a magnificent experience. In “sports” mode the auto holds gears longer which is essential in the tough capital city traffic snarls. My only complaint is during the switch from left to right hand drive, the buttons for “sports” and “snow” on the wrong wide of the gear shifter and are difficult to see and even harder to use. Like most cars with a sports option, you must select it each time you start the car and select drive. It would be rather more helpful if you could set is as a preference along with the radio, mirror and seat positions depending on which key is used for entry. The Peugeot fairly bristles with clever gadgets such as auto wipers and lights, an active rear spoiler with manual override and bluetooth and USB connectivity. Also worthy of mention is the active bonnet which fires a couple of charges to lift it clear of the engine block in the unfortunate event of a collision with a pedestrian too stupid to get out of your way. My only complaint is the Bluetooth can be a bit pernickety and may need a firm hand, and the air conditioning can be hit and miss. Some Peugeots have Arctic settings whereas other examples of the same model are just not as cold. At first I thought it was my imagination but I’ve driven too many of them for it to be a coincidence.

The Hill Assist is handy in the manual and something that all cars should have standard. Something that also should be standard is a rear reversing camera. Although the view backwards is excellent, the length of the boot deck is deceptive and I’ve no doubt there are times when the front and rear parking beepers won’t be quite enough. One thing I discovered which didn’t seem to be covered in the user guide is the fact that the mirrors dip depending on which way you have left the electric adjustment selector. It’s genius. Let me explain, many cars with electric front seats have memory for at least two drivers. Part of that setup may include provision for one or both of the external door mirrors to dip down when reverse is selected. It keeps you from scuffing your hideously expensive alloy wheels or mounting the curb in an unceremonious arrival at your lunch date café. You can set the mirrors by selecting either mirror, shifting into reverse, then moving the mirror to where you want it to go. You then press the seat memory button and either 1 or 2 which then remembers your seat and mirror positions. When you shift out of reverse, your mirror returns to the normal driving position. Most of us move the mirror selector to the middle so we don’t unintentionally change the positions. What Peugeot don’t tell you is that if you do that the mirrors don’t dip. It sounds odd at first until your realise that you don’t always need them to dip in reverse. Whether by design or by accident, moving the mirror selector left, right or centre dictates which mirror dips or if neither dips. I can’t think of another brand who does this and some allow no customisation at all.

Like all Peugeots the mirrors fold flat against the door when you lock the car and head indoors for a well earned drinkie.

The ride and steering are both excellent as per the CRZ HYBRID. There is more power at your disposal in the RCZ and it which does equate to more fun especially in those tight mountain passes. The RCZ is a nose ahead of the CRZ and handles as though as though on rails. Only the most enthusiastic cornering will tempt the tyres to let out squeals of mercy but even then she will not let go. Keeping the revs up will ensure the turbo petrol 1.6 is singing. This makes sure the power is on hand at all times. The diesel isn’t quite as rewarding but then those who buy diesels know they are not going to get the same performance as they would in a non-oil burner. Both turbo-petrol engines are the same as those in the BMW’s Mini Cooper and Mini Cooper S.

Conclusion:-

Peugeot has priced all the RCZ models at the same level at around $62,000 drive away. The Auto 115KW and manual 147KW engines are turbo petrol but you can ask for a 120KW turbo diesel if you insist on feeling like you’re being green. The CRZ HYBRID is $39,000 for the sport manual, $41,300 for Sport Auto and $44,900 for the Luxury which only comes in CVT auto.

It is here where once again I want to prostrate myself at the feet of the Peugeot and Honda gods and beg for auto and manual gearboxes in all models. It’s folly to try and dictate what a buyer can have. Surely marketers are meant to get as much product into as many hands as possible. The CRZ is the only manual HYBRID on the market and it is very good but that is no reason to assume thoe buyers don’t want the Luxury trim level. That kind of reasoning makes no sense. Similarly there are lazy city slickers who would want the fabulous 6 speed auto option in the 147KW RCZ and would not consider a manual. Buyers are not stupid so let them choose what they want.

See the full RCZ review here

See the full CRZ HYBRID review here

To my surprise we could not recommend one car over the other. Each had their strong points and both had their own forgivable foibles. The decision to buy a car is an emotional one and we rarely buy solely on looks, figures, money or recommendations. Suffice to say both the Peugeot RCZ and Honda CRZ HYBRID make you look good. The prices mean they probably won’t appeal to a most Gen-Y-ers, but either is a good option for someone over the age of 30. Most of we GAYers have no kids so who cares about back seat room right? As long as there is room for a handsome passenger all is right with the world. It’s all you need for a great weekend away.

So, it seems the two cars are not so different after all.

BMW ActiveHybrids Deliver Electric Performance to Australia

Posted by gaycarboys on 08/13/2012

Next-Generation Hybrid Technology
Trio of ActiveHybrid models to be launched
ActiveHybrid 5 available from October, priced from $122,900
Precursor to BMW i

Lower emissions, more driving pleasure; BMWs EfficientDynamics development strategy, which pioneered many of the fuel-saving technologies now commonplace on the road today, has taken the next step towards emmission free motoring with the Australian introduction of BMW ActiveHybrid technology.

The latest ActiveHybrid drivetrain technology joins a host of already familiar and cutting edge EfficientDynamics features in three models, the ActiveHybrid 3, 5 and 7 Series make-up BMW’s initial ActiveHybrid line-up, led by the arrival of the ActiveHybrid 5 in October, priced from $122,900.

BMW Group Australia Managing Director, Phil Horton said the BMW ActiveHybrid models showcase the very latest fuel saving technology without sacrificing the power and driving dynamics synonymous with “the Ultimate Driving Machine”.

“The EfficientDynamics strategy is the foundation of everything we do and the ActiveHybrid models represent the next step towards zero emission motoring,” said Mr Horton.

“The arrival of these new ActiveHybrid models, starting with the ActiveHybrid 5, demonstrates BMW’s commitment to, and progress towards the future of sustainable mobility” said Mr Horton.

At the heart of each BMW ActiveHybrid model is the brand’s multi award winning 3.0 litre straight six-cylinder engine with TwinPower Turbo technology, renowned for its free-revving capability, pulling power and fuel efficiency.

Sitting between the engine and the transmission is a 40 kW electric motor that is supplied with energy by a compact, high-performance lithium-ion battery neatly integrated into the luggage area.

Power from the two drive systems is transferred to the rear wheels by the eight-speed automatic gearbox. The ActiveHybrid 5 petrol engine develops 225 kW and 400 Nm of torque however in combination with the 40 kW electric motor, the power is boosted to 250 kW and 450 Nm, propelling the ActiveHybrid 5 from 0-100 km/h in 5.9 seconds.

In addition to its full-hybrid construction, which enables purely electric emission-free driving at lower speeds, the BMW ActiveHybrid technology provides more than a ten percent improvement in average fuel economy in the combine cycle EU test.

The combination of EfficientDynamics features and the ActiveHybrid technology enable fuel consumption for the ActiveHybrid 5 of between 6.4 and 7.0 litres per 100 kilometres and CO2 emissions of just 149 – 163 g/km, depending on the wheel and tyre combination fitted.

In order to fully exploit the potential of the BMW ActiveHybrid technology, the intelligent energy management of the power electronics uses a host of innovative functions to ensure the drive system runs efficiently. Charging of the high-performance battery primarily takes place during coasting or braking, the electric motor performing the role of a generator feeding energy into the high-voltage battery. By contrast, under acceleration the electric motor takes on a boost function. Here, it assists the petrol engine by generating an ultra-dynamic burst of power, lending the sedan’s sporty driving experience an even sharper edge.

Additionally, while coasting at speeds of up to 160 km/h in ECO PRO mode, the combustion engine can be switched off and fully decoupled. This coasting mode combines comfortable driving with optimum utilisation of the kinetic energy already generated. To avoid periods with the engine running at idle – at junctions or in traffic tailbacks, for example – the BMW ActiveHybrid 5 is equipped with a hybrid start-stop function.

Similarly equipped to the 535i, the ActiveHybrid 5 shares most of the standard specification features such as Bi-Xenon headlights, Bluetooth Mobile phone preperation, Head Up display, Internet function and Professional Navigation. It is differentiated from the 535i however, by also having a 4-zone climate control system with stationary air conditioning as part of the standard kit.

The BMW ActiveHybrid 5 is the only model in the BMW 5 Series line-up to be available in the exterior paint shade Liquid Blue metallic.”ActiveHybrid 5″ lettering on the C-pillars, galvanised slats in the BMW kidney grille, matt chrome exhaust tailpipes and 18-inch Streamline light-alloy wheels displaying exceptional aerodynamic efficiency all help to distinguish the ActiveHybrid 5 from the other models in the range.

Addtional interior features that help it stand out visually from all other 5 Series variants include “ActiveHybrid 5″ lettering on the door sills, an aluminium model designation plate on the centre console, a bespoke engine cover and the visible “ActiveHybrid Power Unit” inscription on the special casing for the high-performance battery accommodated in the luggage area.

The ActiveHybrid 5 goes on sale in Australia in October and will be joined by the ActiveHybrid 3 towards the end on the year. The range will then be bolstered with the ActiveHybrid 7 Series in the first quarter of 2013.

Pricing information#:

	Incl. GST Incl. LCT
BMW ActiveHybrid 5	$122,900

Honda CR-Z Wins 2012 Design Award

Posted by gaycarboys on 07/24/2012

The Honda CR-Z has added another trophy to its cabinet, winning a 2012 Design Award in the Automotive and Transport category of the prestigious Australian International Design Awards.

At a ceremony in Sydney on Friday 20 July, Honda Australia’s Managing Director and CEO, Mr. Satoshi Matsuzawa and Principal Adviser, Mr. Lindsay Smalley accepted the award on behalf of Honda Australia.

“The Australian International Design Awards are a respected and prestigious award within the design industry. It is a great honour to receive an award of this calibre for the CR-Z.

“The CR-Z is truly in a class of its own, with styling that turns heads, advanced fuel efficiency and a drive that is fun, exciting and engaging. We are very proud to add another important and prominent award to our trophy cabinet,” Mr. Smalley said.

The 2012 Design Award joins a long list of awards received by the CR-Z; Australia’s Wheels Magazine Car of the Year 2011 and Green Car of the Year in the ‘Sports’ category, Japan Car of the Year 2010-11 and U.K. Top Gear Magazine’s Green Car of the Year.

Capturing Honda’s joyful spirit, the CR-Z leads the way to the future of motoring, responding to an increase in environmental awareness and changes in the world economy. “The CR-Z is an example of how Honda is realising its vision for an exciting, cleaner future without compromising on the joy of driving,” Mr. Smalley said.

Honda was the world’s first car manufacturer to announce voluntary global targets for the reduction of carbon dioxide emissions and has been implementing proactive measures in sustainability for over five decades.

Honda is the world’s biggest engine manufacturer, a leader in automotive research and development and consistently rated a top performer in customer satisfaction. There are more than 400,000 Hondas on the road in Australia and millions of happy customers worldwide.

Mitsubishi Motors @ 2012 Paris Motor Show New Outlander Plug-in Hybrid EV World Premiere

Posted by gaycarboys on 06/20/2012

MMC announced today that later this year at the 2012 Paris Motor Show* (“Mondial de l’Automobile*), Mitsubishi Motors will continue its roll out of ambitious, global and green new product generation, with a series of significant premieres.

The highlight of this offensive will be the world introduction of the all-new Outlander Plug-in Hybrid EV.

New Frontier

Neither a mere adaptation of an existing Internal Combustion Engine (ICE) – powered vehicle, nor a dedicated Plug-in Hybrid technology showcase, the New Outlander Plug-in Hybrid EV (or “PHEV”) will share its architecture with the soon-to-be-introduced New Outlander’s ICE versions – an engineering feat in itself.

As such, it will be the first mainstream car from a major manufacturer envisaged from the outset with built-in provisions for either ICE or PHEV powertrains.

Plug-in Hybrid EV

Adding to its credentials, the New Outlander PHEV will further distinguish itself:

Mitsubishi Motors’ first Plug-in Hybrid car, it will be an EV-based vehicle, relying on MMC’s extensive EV and electronic know-how, supplemented by a petrol engine when needed – a solution more suited to global markets than Diesel.

Making the best use of Mitsubishi’s renowned 4-Wheel-Drive expertise, it will also be the first permanent 4WD electric car in series production.

Long haul

The New Outlander PHEV unique drivetrain combination of front electric motor + rear electric motor + front traction/generator petrol engine will translate into a choice of three driving modes:

Pure (Twin Motor 4WD EV)
Series (Twin Motor 4WD – EV supported by generator)
Parallel (ICE engine supported by Twin Motor 4WD).

When fitted to the New Outlander, the Mitsubishi Plug-in Hybrid system will allow for a long haul range and very low emissions similar to that of the Concept PX-MiEV II show car, i.e. a driving distance of over 800 km and a CO2 target below 50 g/km.

Whilst the New Outlander ICE will start its commercial career in Western & Easter Europe in the fall of 2012, the Outlander Plug-in Hybrid EV will be retailed in Europe during the course of 2013.

Complementing this New Outlander family, Mitsubishi Motors will stage further premieres at the Paris Motor Show, aimed at a European audience and to be detailed at a later stage.

*Sept. 27th – Oct. 14th (www.mondial-automobile.com)

New Civic: Honda raids the compact class

Posted by gaycarboys on 06/06/2012

There is a bit of a buzz around at Honda because they have just released the cheeky trio of civic sedans. They are purt and perky and intentionally playful. For me, this was a chance for Honda to go all out and dazzle us with as much razzmatazz as they could muster. The say it’s modelled after the fabulously successful Accord Euro and it certainly rives like one. Civic could use a few more gadgets and the auto lights and wipers should be standard across the range but other than that it’s really rather good. The leather interior of the Sport is the pic of the crop and is much nicer than the cloth used the VTiL and Hybrid. The compact segment is positively stuff with worthy competition wanting you to spend your money on their products. That means there are lots and lots of gorgeous things car makers can chuck into a car to give is a spot of polish.

Likes: great motor with smooth auto, hybrid option, neat well designed interior, decent value for money, great ride with good handling

Dislikes: rear lights, boot only opens from key fob or a lever in cabin, plastic surrounding infotainment module feels a bit cheap, NO satnav on Japanese built models (Thai models here soon will have satnav option), no diesel engine, cloth interiors not as nice as the leather.

Outside:

All 3 models look much the same but for alloys and trim, and in the case of the hybrid a smart blue stripe in the grill. Also on the Hybrid, it’s alloys are not very pretty. They are far too chunky for my liking but I have a feeling this is to cover the fact that the rear brakes have drums.

The look is distinctly Honda with that Japanese compact neatness about it. The wedge shape leaves a large scalloped rear end with enormous taillights that swoop around and up onto the side of the car. To me, there is something not quite right about the wraparound effect. From straight on the back end is very C Class Merc but as you move around to the side the look is a trifle awkward. Perhaps, like many other examples of design, we get used to it and it becomes the new “black”.

The front of the wedge has a large friendly grill smiling back at you. In case you forgot who made it, there is an “H” the size of Tasmania right in the centre.

As for the appeal of the looks, that’s a matter for the individual to decide. It’s conservative unlike its shiny new hatchback sibling which is sharp and sporty. It still has the feel and look of quality. It’s up against Ford’s Focus and VW’s Golf so there is much stiff competition and much at stake in a crowded marketplace.

Over all, it’s smart, neat and compact and does everything it says on the box.

Inside:-

The Sports has posh leather seats and a smattering of metal trim here and there. The fabric on the hybrid and VTIL I wasn’t so fussed on. It looked a little old fashioned to me. In this case I’d choose the leather option which gives the whole cabin and air of refinement and luxury. It’s not quite the same story for the hyrbrid and VTIL whose cloth interiors don’t have the same air about it. The fabric selection doesn’t make the cabin feel special and that’s a shame considering the hybrid is around the same price as Toyota’s Prius, against which all hybrids are judged. For that price I expect things to be tickettyboo.

The infotainment system is nice and simple. The audio decent sound and thankfully is very easy to operate. The straightforward controls have been clearly laid out which drivers in this segment are looking for. You don’t want to take a million years to come to terms with how to tune a radio station or pair your Ipod. The only function I had strife with was pairing my mobile. If other mobiles are paired, the system only gives you the option to connect and existing phone. When the system asks you if you want to connect a phone YES/NO you have to select rather bizarrely select NO. You’re then asked if you want to pair a new phone. Most cars give you a simple menu with PAIR/CONNECT/DISCONNECT/AUDIO as options. For the first time in many moons I had to refer to the manual and, would you believe, there instruction was for the first phone only, where you are asked to pair in the first instance. The book doesn’t explain that if a phone is already paired and you wish to add a phone, you must press no when asked to connect. The man at Honda couldn’t pair a second phone either. An easy fix would be an amendment to the user guide or a software update for the car. Over all, lovely to use.

The instruments have the same 2 layer effect we saw in the Civic type R which looks sharp and works well too. OK, it is still a bit “boy racer meets PSP console” and the lights are oh-so-bright, but you can always ignore the bling if it annoys you too much. The 2 LCDs and central gauges supply all driver info which you’re able to select as you desire. The steering wheel buttons control some basic functions including phone, radio, cruise control and driver’s info. It keeps things in easy reach. It’s all pretty standard these day but I was glad to see the top model gets auto lights and wipers because the opposition crams loads of goodies in the compact models. It takes more than just decent looks and handling to attract buyers, you need to have state of the art sound and vision and lots of things that go BING. I’ve known some people to have decided on which car to buy based solely on the CD player. They, like me, haven’t used a CD of any kind for a very long time but it didn’t stop them from buying the car which had one. There is no rhyme or reason to what motivates some folk and it’s much easier simply to report rather than analyse.

The Drive:-

The Steering is a little heavier than the Euro but other than that it feels very much like a Euro. The ride is superb for a small car with handling like its bigger sister. Although it’s fairly quiet, a bit of extra sound proofing would kill them.

The Auto is particularly smooth but like most modern cars needs to be driven in “sports” mode to get the most out of your driving experience. Normal driving mode will use less fuel by getting to as high a gear as possible in as short a time as possible. It might well be fab for the environment but dumbs down the performance no end. It drives me utterly balmy that we have all become so obsessed with fuel consumption. This brings me neatly to the fuel consumption figures which are impressive. A spot of normal city driving in the larger engine Civic Sport got around 11ish with 7 ish for the combined cycle. On the highway we got a fairly impressive 5 L/100 because the 114KW petrol engine gets along and feels quite nippy. You know we never ever get the claimed figures which are assessed in a lab by men in white coats. It’s done like that to accurately compare one car with another but most of us incorrectly assume we’ll get those figures ourselves. You won’t so don’t try.

After all it’s how the car feels that really counts so the ability to react quickly whether it’s the steering, acceleration or braking is what makes a good car feel great. Civic does tick these boxes. It’s a step up from the previous model and the gap between Civic and Accord Euro has narrowed. A driver who can’t quite stretch to buying a Euro won’t feel like they are buying a compromise. Just on that note, you might wonder why I often compare cars to a Euro and the answer is a simple one. Euro has been a mark of style, handling, class which makes a good yardstick. Civic feels like a slightly smaller, paired down, junior version of Euro which can only be a good thing.

We did the usual country run in each model including the hybrid and can report not a whole lot of difference between them. Of course Civic isn’t as razor-sharp as the fabulous CR-Z which is much smaller, much sportier and much more expensive. It’s about compromise between decent handling and decent comfort so to a degree some of the corning firmness is given over to the ability to ride over bumps without slipping a disc or chipping a tooth. The drive is one of the most engaging drives in the compact segment showing where the Accord Euro DNA to be found. It isn’t something you can out your finger on, but there is feistiness about her that you only really enjoy when you give her some beans. In sport mode, the auto really comes to life and you almost feel like you’ve gained an extra dozen KW. The electric steering noted for a lack of feel, has been given a bit of life which allows the driver to get a sense of where the road is. There is less of a sense of isolation which most of us find particularly unsettling. There is also enough poke in all but the hybrids to give the steering a pull to the left when you stick the boot in at the lights. Be prepared for it a goodly bit of torque steer.

Parking was easy but reverse sensors are an option that I believe should be included as standard in this price range across all models. In my view, they should be mandatory on all cars front and back unless there is a camera. The last thing you want in a car with a high rear end is to back over your something you can’t see. How many children are run down in driveways? It wouldn’t cost a lot and makes life so much easier. If the opposition has it you must include it too, or risk being left behind and even the uber-cheap Koreans shove parking sensors in the package at no cost to add perceived value.

The stability system, ABS, EBD and a full compliment of airbags are all present but the bottom model misses out on auto wipers and auto headlights with only the hybrid getting hillstart assist. I was a little shocked that once again the Hybrid gets drum brakes round back. No one can tell me why this is and Insight has the same setup. You’ll remember I commented that in a 21^st century car by a premium maker, drum brakes are unforgivable. One quick witted observer thought it might be something to do with the IMA hybrid system but if this is so why does CR-Z use the same IMA hybrid system but has solid disc brakes on the rear. No, I’m afraid it sounds like Messrs Honda Honda and Honda might be trying to save a little money in a place that doesn’t deserve it. Like renovating a house, spend most of your money where people can see it and with a smart set of alloys you’ll see the brakes. Mind you the alloys on the Civic hybrid have a large solid central section with only smallish holes around the perimeter. It was the first thing I noticed, and it’s clearly designed so you can’t see through them. If you could you’d see a rear brake direct from the 1930’s.

To Sum Up:-

Civic is a well-mannered, well designed and well put together car. Apart from a couple awkward bits, it’s also a very attractive car. Although the diesel option is missing, one can get a hybrid so the eco angle is also covered. It’s a nice balance between class, price and performance. I’d recommend Civic to friends and you can’t say fairer than that.

Price from $23,490 (VTiL manual) to $39135 (hybrid CVT)

FULL SPECS CAN BE FOUND HERE AT THE HONDA AUSTRALIA WEBSITE

CR-Z manual: The sportier brother of the saucy and sexy CR-Z Luxury

Posted by gaycarboys on 05/09/2012

We recently had the luxury version of Honda’s shiny new hybrid sports car, the CR-Z and we liked it. Its handling was sharp with steering that actual road feel to spite its electric steering. The nice Honda people said that if we liked the CVT version, we’d go potty for the manual CR-Z.

It has to be said that we’ve heard it all before. We’ve been left at the altar, downcast and depressed, when our promised ride utterly failed to live up to expectations. Our hot chilly was a slightly sad lettuce leaf in a flimsy frock, but not this time.

When I collect a car, I spend a little time adjusting the seats and audio system and pairing the phone. I give the outside a once over and cast an eye over the controls and instruments. We noticed the manual “sports” CR-Z has no leather, no Satnav, no glass roof and no CVT but it otherwise the same car, or is it? After selecting the “sports” button which turns the LEDs on the dash a fiery red, I shifted into 1^st and set off. This little button creates an electronic alchemy which transforms a good experience into one that you would gladly sell you mother for, although most might want to do that anyway.

This time we thought we would see if a gay couple can live with one small, sporty hybrid as their only car. Did you hear what I said? I mentioned sporty and hybrid in the same sentence and my head didn’t implode, and the world kept spinning, and the sky didn’t fall in. I can hold my hand on my heart (‘cos that’s where my wallet is) and say that I am genuinely surprised at just what a pleasure the manual was to drive. We packed the poor thing absolutely full of stuff but it coped.

To start with, the figures don’t add up. The puny 91KW output and 9 second 0-100 seems a little low end and slightly last millennium, but not a bit of it. There will no doubt be a legion of boy racers pooh-poohing as we speak bemoaning the loss of a few seconds to 100 kph. You see, they drive like knobs, and to quote Cynthia from “The Adventures of Priscilla Queen of the Desert”, “have little ding-a-lings”. They simply must use vast amounts of petrol getting to 100 a pointless few seconds faster than their friends. I am always pointing out that the legal speed limit in this country is 110 and that really is as fast as you can go. Does it really matter if you get to the limit a couple of ticks quicker than your chum who pays $500 a week petrol bill? So although the output is modest my today’s standards, it gets you off the mark quickly. On the highway you need to plan your overtaking because there just isn’t the oomph of a turbo or the torque of a V6, thus is the curse of a small 4pot.

There is something the figures don’t tell you and that is just how much fun CR-Z really is to drive. It all sounds a bit dreary doesn’t it, but if I didn’t know better I’d swear the numbers were written by a tester who had just returned from a liquid lunch and got his models confused. It “feels” much faster than the 9 secs to 100 but maybe that’s simply because your bumis so close to the road. The fab manual gearbox is unique in the eco-world of hybrid vehicles as all of the others have CVT transmissions of one kind or another, and most are as exciting as curried egg sandwiches. It’s taken a couple of blokes around at Honda to figure out the stop/start/hybrid/manual gearbox configuration. It’s clearly not an easy thing to do or everyone would be falling over themselves to produce one. Despite the bling on the dash and the ultra-modern silhouette, the CR-Z reminds me of sports cars of the past and it fills me with fond memories and I come over all halcyon-like.

Everything about the CVT Luxury model is also true of the sport. Essentially it’s the same the one we prepared earlier so have a butchers at that review before you read on…

I was positively bereft to find my Satnav/infotainment system missing. The Luxury has the fabulous system which we also find in the Odyssey, and I reckon is only second only to Holden IQ for ease of use. I know I usually don’t recommend the built-in systems because of their cost VS benefit, but in this case it’s the missing part of a well laid-out dashboard. Because you read our previous review we’ll keep to the differences. The Sports comes only in manual, whereas the Luxury also has the CVT auto as an option! If you don’t have a manual license you’ll miss out on the most fun you can have standing up because the 6sp shift-em-yourself gears are a pleasure to use. Most sports cars develop a personality disorder when you shift cogs. You either need the strength of Atlas to press the clutch in, or the dexterity of Houdini to manipulate the gear knob, or both. This clutch/gearbox combo is slick, light and precise. I do not want to have to concentrate on knobs when I’m driving, I just want to be able to enjoy myself.

As per the CVT model, the “sports” mode is the button to press. It does something mysterious under the bonnet resulting in more nimble steering and snappier engine response. It does the economy no good, which combined is meant to be around 5L/100k but in sports mode is more like 7l/100k but you can’t have it both ways. Presumably the 5l/100k is measured by a granny using eco-mode driving at 20 but who wants to drive that way. No one could really complain about snappy performance and sub 7 economies. Despite all that the drive was as sharp as the CVT and twice as much fun. Again we did the run down to Scarborough to give the sweet chassis good workout in the mountain bends. The manual felt like a completely different car. Dropping a gear and whizzing through the corners makes you aware of just how well it handles. Somewhere you sense that you are carting around a substantial battery pack but it doesn’t make you want to throw yourself into a gin and tonic by any means. There has been much done to give the CR-Z road feel which electronics has slowly robbed us of. CR-Z returns to the driver a sense of where the road is and the feeling that you know the road even if you have never been there before. Moreover, it makes and average driver feel like Nico Rosberg, and I for one am in favour of feeling like Nico Rosberg for obvious reasons.

Bumps are soaked up well even in hard cornering without that dreadful feeling of riding on a small pile of stones which shake your fillings loose. There is no hiding the firmness of the ride but it’s supple at the same time, no ruined kidneys here. For the most part the ride was smooth enough to cope easily with a marathon trip up the Pacific Highway despite the ubiquitous road works and endless potholes. The chassis seems to have a sweet spot like an expensive tennis racquet or a willow cricket bat. When you discover it, it gives the CR-Z a feeling of being an extension of the driver with a soul-mate-like ability of being able to read his mind. Getting around corners is done by nothing more than a flick of the wrist. It’s magic.

The Sport doesn’t have the glass, but since it’s something I’d never pay extra for and would rather not have, it isn’t something I would miss. Besides, the summer sun is unkind on all but the most robust of skins. The idea of sizzling like a footy-frank on a barbie plate leaves doesn’t make me dizzy with glee.

I’m only going to say a very few small words about the boot space, which does fit “two small bags”

So let’s wrap up with a few final thoughts:

Hybrids, all hybrids, are far too expensive in Australia. The same will be true of Holden’s plug-in Volt EV. They do what they say on the box and use far less fuel especially around town. If the government was serious about reducing CO2 they would take the 9 billion they give to the fossil fuel industry and give it to people to buy electric/hybrid cars powered by solar PVC’s on their homes. Perhaps a few of the chaps at Holden, Honda and Toyota should pop in to the lodge for a cuppa and a quiet word with Julia. They could point out the wisdom of supporting “green” being better than business-as-usual coal and oil. Other countries give buyers of fuel efficient car rebates, free rego and other goodies, but not here. Spend more money buying a hybrid or diesel and you’re on your own. There are few other sporty hybrids and electric vehicles out there but none is this side of 50k so in a way the CR-Z is in a class of its own which could work for or against it.

Would I own one? Yes.

Check out the specs here.

Gay carboys

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