2018 Kia Rio SLi: Car Review.

Kia‘s evergreen slightly bigger than small car, the Rio, has had a mild revamp inside and out for 2018. LED DRLs, digital radio, a reprofiled front bar are the obvious changes. And priced from $22,990 RRP plus $520 for premium paint, it’s not a bank buster either.It’s the solid, trusty, dependable 1.4L MPI petrol engine we’ve come to know and….love is far too strong a word. Like sounds fair. There’s 74kW of peak power and 133Nm of torque at 4000 rpm. On their own, they’re reasonable numbers from a non forced induction 1.4L. However there’s also the same four speed auto that continues to hold back the Rio. Surely by now there’d be something in the Kia/Hyundai parts bin to change to a five or preferably six speed auto. The fall-off between gears is just that little bit too much for a car in the late part of the 21st century’s second decade. In shorter words, it’s time to modernise.Although the engine itself is a willing revver, spinning easily through the range in Neutral, third and fourth showcase just how much they hold the 1.4L back, and also just how much more economy could be wrung out of it. Kia’s figures say 6.2L per 100 km from the 45L tank on regular ULP. With 110 km/h seeing 3000rpm on the tacho, those extra mid range cogs would could see the ratio in the final drive changed and drop the revs to a potentially more usable and frugal number, especially given the kerb weight of 1162kg for the auto. The auto will also tow up to 800 kilograms.That said it’s a lovely little driver with slightly heavy steering, a somewhat softish road ride which may have been down to the 195/55/16 Kumho rubber, however it’s stable enough in its handling. Freeway conditions have the petite 4065mm using its 2580mm wheelbase absorbing most of the irregularities and the well damped McPherson strut front is more than capable of dealing with anything that causes bump steer. But neither is it a sports car, and the slowish steering rack reflects that.The interior sees the information and entertainment seven inch touchscreen move from an integrated into the dash location to a standalone unit mounted high in the dash itself, much like the new Stinger. Charging for phones etc comes courtesy of a pair of 12V sockets up front, a USB port, and one for the rear seat passengers. There’s a sunroof , UV protected glass for the front passengers, alloy sports pedals, cloth covered seats with a higher grade material (man made leather with perforations) than the S and Si, and what Kia calls a “super vision instrument cluster”. Nup, neither do I.Dash plastics and trim are a blended mix of soft touch plastics and a gunmetal hue to the dashboard strips. If anything, it misses out on the current design ethos of a sweeping arch that brings the door trims into the dash as one curve. Bottle holders number four, one in each door, the touchscreen in the Si and SLi has DAB and satnav as standard, plus both Android Auto and Apple CarPlay are standard across the three trim levels. Bluetooth is, of course, standard and there’s address book and media streaming capability.There’s plenty of room inside, with Kia’s typically efficient packaging providing space for four comfortably, enough front leg room for people up to six feet tall, however the rear seat leg room becomes tight when the seats are pushed back.Outside it’s a redesign for the front and rear, with the tail light cluster bringing in the neon light look. The front has a solid bar framed in chrome in the Schreyer nose grille, reprofiled headlights with circulat LED driving lights, globes in the lower corners, and the roofline has been flattened for a sharper look. The hatch door is more upright and allows access to a 325L or 980L cargo space with the rear 60/40 split fold seats down. The SLI has 16 inch wheels, with the S and Si rolling on 15s. The test car was clad in Signal Red, with Clear White, Silky Silver, Platinum Graphite, Aurora Black Pearl, Smoke Blue, and Mighty Yellow available.There’s Kia’s standard seven year warranty which is bolstered by a high standard of safety across the range. Hill Start Assist, reverse parking guidelines, and six airbags are standard but there’s no autonomous emergency braking or a driver’s kneebag. Kia also supply a space saver spare, not a full sizer.

At The End Of The Drive.
The Rio really is a car with pootential but that four speed auto is an anchor. With other manufacturers using a CVT or changing to a turbocharged three cylinder with a broader range of torque, the Rio, as good a car as it is, is in danger of being left behind. The update outside and in do refresh the Rio into a handsome looker however a savvy driver will overlook this. Details of Kia’s updated Rio are here: 2018 Kia Rio range


2018 Holden Equinox LTZ-V: Car Review

As Holden transitions from a builder to an importer, an important part of the plan to do so successfully is to increase and improve its model range. The new Commodore is being rolled out, the new Astra sedan and hatch is in showrooms and the long serving Captiva is slowly being wound back as the new nameplate for the mid sized SUV takes over. Here is the 2018 Holden Equinox LTZ-V.The five model range starts with the LS. With the  manual it kicks off the range at $27990 RRP (plus ORC). It’s $2000 for the auto. The LS+ is a $3000 premium over the LS and the first of the LT range at $36990. The LTZ/LTZ-V are $39990 and $46290 respectively. The AWD option on the LTZ is an extra $4300 however it’s standard on the LTZ-V and selected via a button in the front centre console.It’s a choice of two engines available. Both have a turbo and are a 1.5L or 2.0L capacity. A diesel is due later in 2018. The 1.5L will be found in the LS and LS+ with the 2.0L servicing the LT range. The LTs come with a nine speed auto as standard with the LS getting a six speed manual and auto.The auto has no paddle shifters nor side movement for manual changing. The selector in the LTZ-V has a + and – rocker switch on the top of the rather long throw selector. Holden say the Equinox should see the ton in around seven seconds. It’s slick and smooth under most driving situations however was caught out sometimes from start, with hesitant, jerking, unsure decisions initially.

The 2.0L produces 188kW and 353 torques  with that peak torque on tap between 2500 – 4500 rpm. The 1.5L isn’t far off with 127kW and 275Nm. The preferred tipple of the 2.0L is 95RON. Combined fuel consumption is quoted as 8.4L/100km from the 59L tank in the LTZ-V. It’s 55L in the others. Economy finished at 9.0L/100 km in the near 1700 kilo plus cargo machine..The LTZ-V gets plenty of high level tech and comes well loaded with standard equipment. However there’s really not that much to differentiate between it and the other LT models. A full length glass roof is one obvious difference. Driver friendly Advanced Park Assist in the LTZ and V is another. Auto levelling LED headlamps, LED tail lights, remote engine start (all LT models) and chrome roofrails complete that. The roof itself is moved via two tabs and they don’t have the same edge feel to know when you’ve got hold of them.The interior of the LTZ-V is a nice place with Heating AND venting for both leather front seats. They look a little slabby but aren’t noticeable in lacking support. Surprisingly, gratefully, they’re there for the rear leather clad seats too with rear seat passengers getting a pair of USB ports, a 12V socket, rear air vents and a 230V socket. It’s of a different configuration than the Aussie 240V sockets so a converter for anything like a portable fridge will be needed.Full colour LCD screens greet the driver and passengers in the LTZ-V and light up in vivid blue. It’s a dash mounted eight inch touchscreen with Holden’s MyLink system on board for apps and entertainment, including a Bose speaker system to complement the DAB audio and Apple CarPlay/Android Auto. The layout is clean and usage is largely intuitive. The sound itself is as expected from Bose and the sensitivity of the DAB tuner is better than that found in Kia’s Stinger. The upper dash is also Euro influenced, with the sweeping arc that runs from door to door and stitched soft material look and feel. There’s even a notch in the front console for wireless smartphone charging for compatible handsets.

The smaller screen for the driver has info made available via the rubberised arrows on the right hand spoke of the heated steering well. It’s not as easy to navigate as the same found in say a Mitsubishi or Kia but does the job well enough.All four windows are auto down, however just the driver gets auto up, which in a top of the range vehicle is an odd decision. The tail gate is power operated and can be opened and closed from afar via the remote plus there’s a tailgate height dial in the driver’s door near the bottle holder. Foot operating openin is available however is intended for use when your hands are full. There’s 848L or cargo space, a hidden storage locker between the main floor and space saving spare, and increases to 1796L with the rear seats folded.

Safety levels are high across the range with Autonomous Braking from the LS+ upwards, Lane Keep Assist and Lane Departure Warning. Following Distance Indicator and Forward Collision Alert with Head Up Alert (flashing red lights) and a vibrating seat cushion that gets input from the parking sensors is there as well. There’s no driver’s kneebag however. It’s this level of tech and features that has a slightly confused feel for AWT about the range structure.Outside it’s a mix of corporate GM and hints at the Astra sedan as being the base sheetmetal, especially at the rear. The noticeable Vee shaped nose and grille structure leads to a bonnet with deep scallops either side, a crease line from the top of the front wheel arch which joins the door handles front and rear to the tail lights. There’s a difference at the rear windowline, much like Ford’s Territory, in that the thicker part of the rear window is the C pillar, where the rear door meets the end of the car, rather than above the tail lights.

It’s a good sized vehicle too at 4640 mm in length and 2725 mm in wheelbase. That allows for a very good 1040 mm and 1008 mm leg room front and rear. Shoulder room front and rear is also good with 1452 mm and 1410 mm. The tailgate opens up from a handy 740 mm above ground level.Ride and handling from the McPherson strut front and four link independent rear is on the slightly taut side. It was never harsh but noticeable in that smaller bumps transmitted more into the cabin. The steering has a weighty feel, with minimal understeer at speed, but somehow the steering translates into a wider than expected turning circle which makes parking and three point turns not as easy as expected. It’ll shift lanes well enough though and do so with minimal fuss.

Being a predominantly front wheel drive car there were also occasional chirps from the front tyres when launched. Corners at speed were despatched with indifference, straight line stability is spot on, and that taut suspension pays for itself when dealing with the varying surfaces of the roads travelled, with dips, wallows, undulations, almost unfelt.The rolling stock is a decent size, with 19 inch alloys wrapped in 235/50 Ventus Prime rubber from Hankook. Although city oriented they did a credible job getting through and over enough rock, sand, gravel, and mud to show some off road cred. With AWD selected, the gear selector moved into L, and Hill Descent mode engaged, the LTZ-V, although not a dedicated off roader, managed some parts of AWT’s test track with only a few moments of will it/won’t it.Warranty is starting to lag, with just three years or 100,000 kilometres on offer. There is however a choice of extended warranty, for 12/24/36 months. There’s also free roadside assist for the first year with another two for free if you get your car serviced by Holden.

At The End Of The Drive.
Holden is still in a period of shaking down what it will deliver to Australian car buyers. With the LT and LS+ to be reviewed separately, the Holden Equinox LTZ-V has made a solid enough impression. It’s the similarity of features in the LT level that may not though have many people opting for the V spec with the glass roof and AWD systems as standard. With over $7000 difference between the two these two features on their own may be seen as unnecessary enough for many to not spend that extra.

There’s no doubt though that the 2.0L engine, the transmission, and the general fit and finish is high enough to wipe away any lingering doubts. Certainly, compared to a Japanese brand that will be also reviewed separately, it’s far ahead of what that car has and in LT form will more than likely have both the features and price point that will meed customer expectations.
Here’s where to find more: 2018 Holden Equinox

2018 Kia Stinger Si V6 and GT-Line Turbo Four: Car Review

There’s been few cars released into the automotive market that have divided opinions as much as the new 2018  Kia Stinger. Available in three trim levels and with a choice of two engines mated to the single transmission offered, an eight speed auto, the Stinger spent a fortnight with A Wheel Thing, in V6 twin turbo Si and top of the range GT-Line turbo four.The Si sits in the middle of the V6 range and is priced at $55990 plus on roads and options. The GT-Line with the turbo four is the same price and came clad in a gorgeous $695 option Snow White Pearl paint. There’s the standard seven year warranty and capped price servicing over the seven years, with the V6 being a total of $221 over the turbo 4.The V6 is the driver’s pick and backing up the four straight after sees it suffer in comparison. The 3.3L capacity V6 has a peak power figure of 272 kW at 6000 rpm and a monstrous 510 Nm of torque from 1300 to 4500. The four in comparison is 182 kW at 6200 rpm, and maxes out a torque figure of 353 Nm between 1400 to 4000 rpm. Although the V6 has a tare weight of 1780 kilos versus the four’s 1693 kg, it gets away cleaner and quicker, overtakes quicker, and will comfortably beat the four to the ton. Surprisingly, the required fuel is standard ULP and comes from a 60L tank.

Consumption is quoted for the V6 as 10.2L/14.9L/7.5L per hundred for the combined/urban/highway. The four isn’t much better, at 8.8L/12.7L/6.5L. AWT’s final figure for the six was 11.6L/100 km and for the four a slightly more reasonable 9.3L. These figures are slightly disturbing, in all honesty, as they’re more or less line-ball with the V8 engine seen in Holden’s VF Commodore and over the slightly bigger naturally aspirated 3.6L V6.There is a trade-off for that consumption and in the case of the V6 it’s the extraordinary driveability it offers. Off the line, and bear in mind it does offer Launch Control, it’ll see the 100 kmh mark in a quoted 4.9 seconds. There’s absolutely no doubt in that claim apart from a possibility it’s conservative. On a 48 hour trip to Dubbo in the central west of New South Wales, those 510 torques were so very useable in overtaking, with times to get up and pass and doing so safely compressed thanks to that torque.By having such an amount available through so many revs makes general, every day, driving unbelievably easy, with such a docile nature it’ll happily potter around the suburbs as easily as it will stretch its legs out in the country. The throttle setup is responsive to a thought, and there’s a real sense of urgency in how it all happens. There’s a bi-modal exhaust and this cracks a valve in the rear pipes allowing a genuine crackle and snarl from over 2500. Otherwise it’s a vacuum cleaner like woofle that can become wearying very quickly.The four, as mentioned, suffers in comparison, lacking the outright flexibility the bigger engine has. Note: “in comparison”. On its own the 2.0L turbo four, as found in the Optima GT and the sibling Sonata from Hyundai, is a belter. Paired against the big brother 330 it is slightly slower, slightly less able, slightly less quick to get going from a good prod of the go pedal as it waits for the turbo to spool up. Overseas markets do get a diesel and this is potentially the engine that Kia should replace the petrol four with. As long, as long, as it offers comparable performance to the V6.

The eight speed auto in both cars is a simple joy to use. All of the words that mean slick and smooth can be used here. Changes are largely unfelt, rarely does the backside feel anything other than forward motion as the ratios change. And naturally there’s different drive modes. Comfort is the default with Eco, Sports, Custom (GT-Line) and Smart the others and accessed via a dial in the console. However, somewhat confusingly, you can access a menu via the seven or eight inch (trim level dependent) touchscreen and set the steering to Sports, engine/transmission to Sport, and suspension to Sport yet have the driver’s display show Comfort from the dial setting.In Sport, the transmission doesn’t change any more cleanly but will hold revs longer and feels as if the shift points themselves change. There’s no manual shift mode as such; what this means is that the gear selector doesn’t have a side push or buttons to do a manual change. There are paddle shifts and once used doesn’t stay in manual mode but reverts quickly back to auto. What this means for the driver is simple piece of mind and not having to worry which mode the transmission is still in.Roadholding and handling from both was nigh on nearly impeccable. BUT, and it’s an odd one, the V6’s mechanical limited slip differential rear had more of a propensity for skipping sideways even on flat and relatively settled surfaces. A slight bump, a ripple, and the rear would move just enough to alert you of it. The Stinger has a big footprint though, with a 2905mm wheelbase inside the 4830mm overall length.Track front and rear also helps at over 1650mm minimum, as do the offset tyres of 225/40 & 255/35 on 19s for the Si and GT-Line six and GT-Line four. The others have 225/45/18s. And it’s McPherson struts front matching the Aussie tuned multilink rear that provide the superb roadholding the Stinger exhibits. The steering is precise, well weighted, en pointe, and tells you exactly how the road is feeling.There’s Launch Control on board as well and it’s a fairly simple matter to engage. Traction control gets turned off, the car must be in Sports mode, AND the computer must be happy with the engine temperature. It’ll also limit the amounts of attempts. Brakes in the V6 come courtesy of Brembo, however seats of the pants says the brakes in the four cylinder equipped Stinger are just as able.Design wise the Stinger foreshadows and continues a coupe like look for a five door sedan or four door hatchback. It’s a long, flat, E-Type-ish bonnet that has two faux vents. Apart from aesthetic reasons they’re pointless. Why? Because there’s vents in the front bumber into the wheelwell and from the rear of the wheelwell that exits from vents in the front doors. The roofline tapers back in a gentle curve before terminating in a rear that’s a cross between an Audi A5 and Maserati. The rear lights themselves are Maserati and LED lit front and rear in the GT-Line. Inside there’s plenty of legroom in the rear, a slightly compromised cargo space at 406L due to the hatchback style, a power gate for the GT-Line, and a stylishly trimmed interior. Plastics, for the most part, look high quality, and the overall presence echoes something from Europe, perhaps Jaguar, in this case. The central upper dash mounted seven inch touchscreen that looks as if it rises and falls, ala Audi, for example. It’s mostly intuitive, clean to read and use, but sensitivity needs to be upped as sometimes two or three taps were required to activate a menu. There’s DAB radio and here there’s a minor hiccup.With other brands tested with a DAB tuner, in comparison the one used in the Stinger also lacked the sensitivity found in others, with dropouts in more areas in comparison. There’s Android Auto and Apple CarPlay, plus voice recognition, with the middle and top range Stingers having nine or fifteen speakers with under front seat subwoofers. Harman Kardon is the feature brand in the GT-Line. As an overall presentation is pretty damned good, yet there’s still a sense of, in the top of the range GT-Line especially, that it lacks a knockout punch, and doesn’t seem to visually say this is a premium vehicle.The menu system on the touchscreen includes safety options such as voice warning for school zones, merging lanes and such like. Although an eminently worthwhile feature it became tiresome very quickly. Thankfully the voice presentation can be deactivated. Extra safety comes in the form of a forward camera and 360 degree camera depending on the model. The 360 degree version superimposes a Stinger top down view into the picture on one side of the screen and shows whichever camera view selected in the other. It’s super clear and immensely handy for parking. Another Euro feature is the rocker and Park button design for the gear selector. Foot on brake, press a tab on the selector, rock forward for Reverse or back for Drive. Inexplicably, the GT-Line had more issues correctly selecting Reverse or Drive.Only the driver’s seat is electrically powered however both front seats are vented but only in the GT-Line (for the Australian market, this is a must) and heated. A slight redesign has these operated via simple console mounted rocker switch that lights blue for venting, red for heating. Across the range they’re supportive, comfortable, and do the job well enough, along with the ride quality, that you can do a good country drive and feel reasonably good at the break. The GT-Line also features two position memory seating and a pad for smartphone wireless charging for compatible smartphones. It’s a leather clad tiller and the GT-Line gets a flat bottomed one but the material felt cheap, as did the buttons under the three central airvents in comparison to the good looking interior design.Even the base model is well equipped for safety; there’s seven airbags for all models, front seatbelt pretensioning, pedestrian friendly AHLS or Active Hood Lift System before moving to Lane Keeping Assist and Advanced Smart Cruise Control (with forward collision alert and autonomous braking) in the V6 Si. The GT-Line gets Blind Spot Detection, Rear Cross Traffic Alert, High Beam Assist, and Dynamic Bending Headlights.Naturally there’s Kia’s class leading seven year warranty and the fixed priced servicing. The turbo four is cheaper from start to finish, with a gap of just three dollars for the first, two for the second, before the third service opens it to fifty. The final service sits at $785 for the V6 and $696 for the four.

At The End Of The Drive.
The easiest way to consider this is that, as a first attempt, Kia have just about nailed it. Just about. It’s a big car, seats four beautifully, rides as good as one should expect, goes like a scared rabbit in the V6 and a not quite so scared rabbit in the turbo four, is well equipped, and is utterly competitive for the features on price. Its biggest sticking point is one that’s completely inescapable and has already caused derision and division. It’s this: KIA.

Far too many people have locked themselves into the thought process that says Korea can’t built a competitor for the outgoing Commodore or the fading from memory Falcon. Ironically, as many have pointed out, detractors will have typed their sneering comments on a Korean built phone or have a Korean built TV. It’s also not unexpected that those slinging arrows from afar won’t avail themselves of the opportunity to test drive. More fool them.

However, for a first attempt, like any first attempt, there’s room for improvement. A lift in presence to say more how the car should be perceived is one, and fuel efficiency needing a VAST improvement is another. The last one is something both Kia’s marketing gurus and Australia’s luddites need to work on. That’s that a Kia CAN be this damned good. The 2018 Kia Stinger is that damned good car.

Car Review: 2018 Kia Sorento Si

A Wheel Thing and Kia continue their long and proud association with the 2018 Kia Sorento Si seven seater spending a few days in the garage before two weeks of Stinger. The car provided has a RRP of $42990 plus metallic paint (Metal Stream) at $595 for a total price of $43585.There’s been some minor changes, both visible and non, compared to the previous model. The petrol engine has increased in size to 3.5L, up from 3.3L. Peak power of 206 kW is seen at 6500 rpm, and peak torque of 336 Nm comes in at 5000 rpm. This means the 4800 mm long, 1932 kg Si, capable of towing 2000 kilograms, has fuel consumption figures of 14.2L per 100 km of standard unleaded from the 71 litre tank around town. Get out on the highway and that drops by nearly half to 7.6L/100 km for the 2WD Si. A new eight speed auto is to thank for that and, quite simply, the combination of turbine smooth engine and silky sweet auto is superb.The Si is the entry level model of a four model Sorento range and comes well loaded with standard and safety equipment. Hold on:  A digital and analogue dash features across the range, as does an eight inch touchscreen (up an inch on the previous model) with DAB audio, satnav, safety audio settings for driving, Android Auto and Apple CarPlay with voice control, multi-function steering wheel controls, three 12V and two USB sockets, six airbags including side curtain, Driver Attention Alert, Advanced Smart Cruise Control, and metallic look interior trim. That last one is an issue in the Australian climate as heat soak lends itself to burned fingertips. There’s six cup holders (two per seat row), four bottle holders (one in each door pocket), and a cargo blind is standard as well.The interior itself has received a mild freshen up, with new look plastics, a redesign to the look for the steering wheel and its controls, even the touchscreen and surrounds have been mildly massaged. It’s clean and elegant to both look at and touch. What’s missing from the inside is privacy glass for the rear seat passengers. Although the Si’s seats are cloth there’s no heating or venting until the GT-Line level. However dual zone climate control is standard from the Si up. It’s manual seat adjustment for the Si and Sport, with the SLi gaining power seats and two position lumbar support. The GT-Line goes to four way adjustment and thigh support.Leg room is always good for the front seats and good enough for most in the centre. The folding rear seats are compromised by design for leg room but wouldn’t be used, one would suspect, for anything other than city style journeying.  As always though Kia’s bent towards simplicity when needed is seen here with simple pull straps employed to raise and lower the third row seats. When they and the mid row seats are folded, there’s a huge 1662L of cargo space available.Outside the Sorento has also been given a light massage. The tail lights have been changed in look as has the front bumper, with a smooth scallop underneath the restyled headlights. A slimmer look to the headlight structure which incorporates the LED driving lights and a restyling to the bumper’s design bring a fresher look to the exterior overall. The rubber is from Nexen, being 235/65/17, and is also the smallest tyre/wheel combination of the four.Although they’re a high sidewall, there’s still plenty of chirping from the front even from what could be called a medium throttle application. That speaks more about the tyres themselves than the engine, given the high revs needed for peak torque. Ride quality, as a result, is somewhat spongy, soft, with a reasonable rebound from the front end over some rather large speedbumps. The rear seems somewhat more tied down in comparison.

The chassis itself is beautiful. Taken through a downhill rural road that has a mix of sweeping curves, tightening radius corners, and a couple of straights long enough to wind up before braking, it holds on and changes direction with minimal weight transfer. Even on the somewhat spongy Nexen rubber, there’s little to no doubt that you can throw the Sorento Si around and come out the other side.The Drive modes are accessible via a tab in the centre console and have AWT wondering why they’re still offered. In all of AWT’s exposure to such they’ve been barely and rarely used and moreso to find out if they made a difference to the actual feel of driving. There’s Comfort/Eco/Sport/Smart, with the last an adaptive system to road and driving conditions. Sport holds gear longer and loads up the steering, Eco is designed (and more suitable for) long distance driving as would Comfort suit as well.As mentioned, the engine and transmission are utterly harmonious in their partnership. Light throttle application has the big machine underway easily and with no perceptible change of ratio. Light the candle and the Sorento will scamper away with alacrity. There’s no vibration in the driveline and absolutely no sense of strain or stress. Jaguar’s V12 was known for its smoothness and this combination would be on a par.

On an uphill run, where traffic ahead slows forward progress and then clears, a moderate shove of the go pedal has a momentary hesitation, a deep inhale, before launching forward with surprising speed.

As always there’s Kia’s seven year warranty, seven year roadside assistance package, and capped price servicing for seven years or every 15,000 kilometres.At The End Of The Drive.
The Kia Sorento Si is for those that want an SUV to move people but don’t want a people mover. The fact that it’s not an off-road oriented car, due to its 2WD and no transfer case, means it’s likely to be used for ferrying the kids to and from school and to sports activities on the weekend. And this highlights the Achilles heel of the Sorento Si with a petrol engine. Economy was never been a strong point of the 3.3L and an urban figure over over 14.0L per 100 km doesn’t aid the cause. AWT finished close to 11.0L/100km which is more reasonable but still largely unacceptable.

But if fuel consumption is something not to be fussed about, and a large, comfortable, well equipped, good handling and driving SUV is what appeals, this is one that ticks far too many boxes to be ignored. Here’s where you can find more: 2018 Kia Sorento information


2018 Suzuki Swift Sport Readies For Release.

It’s been hotly anticipated since Suzuki updated its iconic Swift range for 2017 and now it’s here. The 2018 Suzuki Swift Sport, complete with 1.4L turbocharged petrol engine and six speed manual or auto, is sharply priced at $25490 or $27490.

The BOOSTERJET engine produces 103 kilowatts and 230 Nm of torque, with a quoted fuel consumption of 6.1L/100 km for a combined cycle thanks partly to a weight reduction of eighty kilos compared to the previous model. The auto will come with paddle shifts.

Ride and handling is improved, with a lower and wider stance in the chassis. The Sport will roll on 17 inch polished alloys and will turn night time to day time with LED head lights. There’s also LED daytime running lights, twin chrome tipped exhausts, and a sports body kit comprising rear diffuser, side skirts, and black honeycomb grille.

Inside there’s Apple CarPlay, Android Auto, Suzuki’s user friendly seven inch touchscreen with satnav, climate control, Bluetooth and USB sounds connectivity, keyless Start/Stop, and red stitched semi-bucket seats.

The chassis has new safety engineering with TECT, Total Effective Control Technology for greater energy dissipation in the event of an impact. A five star safety rating comes courtesy of six airbags (no driver’s kneebag), stability control, autonomous emergency braking, lane departure warning, and adaptive cruise control.

Outside there’s a choice of five colour choices: Pure White Pearl, Champion Yellow, Super Black Pearl, Mineral Grey and Speedy Blue.

There’s Capped Price Servicing for five years and should a customer ensure their Swift Sport is serviced under that plan, the warranty gets extended from three to five years.

The 2018 Suzuki Swift Sport is available for test drive and orders from your local Suzuki dealership.

Korea Goals At Detroit Motor Show

If it’s January it’s Northern American car show time and Detroit stands at front and centre as one of the biggest. It’s a time where the car makers showcase what’s new and the two from Korea have been no different. Kia shows off a new Cerato and Hyundai unveils an updated Veloster.

Cerato has received a substantial exterior update and wowee it’s a good looker. It’s sharper, edgier, sports a slimmer grille design and exudes sophistication in bucketloads. In profile it echoes the Stinger, with a longish bonnet and shortish tail proportionally, joined by a deep scallop in the doors. There’s further design cues from the bigger car, with the bonnet sporting a pair of eye-catching creases sitting over the restyled grille and assertive looking lower valance. There’s now two air intakes on either side and house relocated indicators. Headlights with a choice of LED or projection lamps will be available.The rear has been restyled as well, with LED lights as standard, while the indicators and reverse lamps are separate and located below them. Extra visual appeal has been added with a horizontal bar, similar to that seen on the Sportage, joining the lamp clusters.

Overall length has been increased by over eighty millimetres, taking it to 4640mm. This allows extra leg room and cargo space. Headroom goes up to 1440mm with width just shy of 1800mm. Interior changes start with a redesigned console housing an eight inch touchscreen with Android Auto and Apple CarPlay. Wireless smartphone charging will be made available and Harman Kardon have stepped up to offer a 320 watt sound system. Airvents are inspired by the aeronautic industry and interior finish is increased with softer materials. Seat frame strength has been increased without gaining weight plus denser foam for better support has been fitted.

Underneath the Cerato has extra “hot stamped” components and a higher percentage (54%) high tensile strength steel. The chassis is sixteen percent stiffer as a result, which also aids ride and handling. Suspension changes and upgrades to the brakes have been enabled to provide better feedback.

The engine features an Atkinson cycle and a cooling system for the Exhaust Gas Recycling to help with power and emissions. Kia have also developed their first in-house CVT as well. Combined fuel economy, as a result, drops to 6.7L/100km.

Safety goes up a notch with the inclusion of Blind Spot Collision Warning, Lane Keeping Assist, Forward Collision Avoidance and Smart Cruise Control.

The new Cerato is due for Australia towards the end of 2018 and full specs and pricing will be made available then.

Hyundai’s evergreen example of quirkiness, the Veloster, has been transformed thanks to a massive reworking to the exterior. With style cues shared with the i30’s update, the Veloster retains its unique 2+1 door configuration yet looks fresh and new. It looks lower, flatter, sharper as well, with a longer bonnet balanced by a more emphasised rear quarter curve. The overall look is more purposeful and muscular.The grille is enlarged and enhanced, with LED headlights to be available along with LED driving lights. LED tail lights will also be available. Wheels are 18 inches in diameter and do a better job of filling in the wheel arches. The rear air diffuser is more pronounced and is bracketed by exhaust tips with a “phatter” look.The previously V shaped motif style in the interior is gone, replaced by a classier look and feel yet retains the driver’s cockpit ethic. With the Turbo model a difference in colours highlights the driver’s section further.Engine wise, the 2.0L petrol engine also gets the Atkinson Cycle, with peak power and torque sitting on 110kW and 179Nm, albeit at a high 4500 rpm. Transmission will be either a six speed manual or six speed auto. The Turbo engine is a smaller yet more potent beast, with a 1.6L capacity delivering 159kW and a flat torque figure of 264Nm from 1500 to 4500 rpm plus an overboost that raises torque by 10Nm. The six speed manual will be offered alongside a seven speed dual clutch auto with both transmissions designed in-house. There’s even a new audio feedback system that pipes intake and exhaust sounds to the cabin in an effort to further enhance the driving experience.

Torque Vectoring Control will be standard on Veloster and will partner with a revised steering ratio and calibration for better handling. Along with 18 inch alloys and Michelin Pilot Sport rubber the Veloster should take all a driver can throw at it and more.

Safety will come from a similar equipment list to the Cerato, with Forward Collision Assist, Blind Spot Warning, Driver Attention Warning, and Rear Cross Traffic Warning. A rear view camera with guidelines will be standard across the range. There’s six airbags as standard which means the driver’s kneebag will not be on board.Entertainment comes from the Apple CarPlay and Android Auto enabled touchscreen with international spec models receiving satellite radio and HD audio upgrades. A Head Up display may be available for the Aussie market also as will wireless charging. Again, pricing and specifications will be made available closer to release.

2018 Holden Commodore Pricing Released….And It’s Good!

Since Holden announced it would be ceasing car manufacturing in Australia, there was plenty of speculation about what would replace the locally developed and engineered Commodore. That answer was given and finally, in 2018, the fully imported Commodore will be released for the Australian market. Holden has today (December 12, 2017) provided pricing details and nope, they’re nowhere near as bad as some naysayers touted, nor are the spec levels anything to be ashamed of. There’s still a Sportwagon, too.

Tech will come in the form of such things as DAB (Digital Audio Broadcast), Apple CarPlay, Android Auto, Forward Collision Alert, Side Blind Zone Alert, the aforementioned 2.0-L turbo four and the adaptive all wheel drive for the V6 models, and more.

Pricing will start at a recommended retail price of $33,690, which is $1800 lower than the preceding equivalent model. That will have the 2.0-L turbo four and even better is the drive-away pricing that will be available. $35990 drive-away is what will be presented and that’s just $65 shy of $4000 cheaper.

Holden will keep the Calais and Calais V names, and these will get the V6, all wheel drive, combination as standard, along with heating AND cooling for the front seats, a massage function, wireless phone charging and leather wrapped tiller as standard.Although the evocative SS badging has been rested, with hints of a potential return, the sporty side for Commodore goes Euro, by getting the VXR badging. They’ll also get the AWD/V6, plus Brembo brakes up front, plus continuous damping technology in the suspension. Holden’s engineers have continued to take part in fine tuning that for the wide brown land market, with something like 150,000 kilometres worth of testing so far.
With thanks to Holden, here’s the good oil on the pricing and the model range.


Liftback (sedan)
LT 2.0-litre turbo * $33,690
Calais 2.0-litre turbo * $40,990
Calais-V V6 AWD $51,990
RS 2.0-litre turbo $37,290
RS V6 AWD $40,790
RS-V V6 AWD $46,990
VXR V6 AWD $55,990

LT 2.0-litre turbo * $35,890
RS 2.0-litre turbo $39,490
RS-V V6 AWD $49,190

Tourer (high-ride)
Calais Tourer V6 AWD $45,990
Calais-V Tourer V6 AWD $53,990

* diesel available – $3,000 premium


Liftback (sedan)
LT 2.0-litre turbo $35,990
RS 2.0-litre turbo $38,990
RS V6 AWD $42,490

Tourer (high-ride)
Calais Tourer V6 AWD $47,990


LT: Liftback and Sportwagon

2.0-litre turbo engine
9-speed automatic transmission
17-inch alloy wheels
Auto headlamps with LED Daytime Runnings Lights
LED tail lights
Passive Entry and Push-button Start
Remote Start
Holden Eye Forward Facing Camera
Autonomous Emergency Braking
Lane Keep Assist
Lane Departure Warning
Following Distance Indicator
Forward Collision Alert with Head-Up Warning
Advanced Park Assist (semi-automatic parking)
Rear View Camera. Front and Rear Park Assist
Rain Sensing Wipers
Holden MyLink Infotainment System with 7-inch high-resolution colour touch-screen display
Apple CarPlay® and Android® Auto phone projection
Full iPod® integration including Siri Eyes Free
Cruise Control
Leather Steering Wheel
8-way Power Driver Seat
60/40 split-folding rear seats
Spacesaver spare wheel
Diesel engine option

RS features over LT: Liftback and Sportwagon

18-inch alloy wheels
Sports body kit
Sports front seats
Side Blind Zone Alert
Rear Cross Traffic Alert
Leather sport steering wheel
Rear lip spoiler
Handsfree power tailgate (Sportwagon only)

RS-V features over RS: Liftback and Sportwagon

3.6-litre V6 AWD engine
9-speed automatic transmission
Adaptive AWD with electric LSD
Hi Per Strut Suspension
Rear Sports Fascia
Wireless phone charging
Ambient Lighting
Holden MyLink Infotainment System with 8-inch high-resolution colour touch-screen display
Apple CarPlay® and Android® Auto phone projection
Full iPod® integration including Siri Eyes Free
Embedded Satellite Navigation
8-inch colour cluster screen
Colour Head-up display
Leather appointed seat trim
Heated front seats
Sports steering wheel with paddles
Alloy pedals

VXR features over RS-V: Liftback only

20-inch alloy wheels
Selectable mode Continuous Damping Control (CDC) suspension
Brembo brakes (front)
Electric Sunroof
VXR floor mats & sill plates
Adaptive LED Matrix Headlights
360-degree camera
Adaptive cruise control
Performance leather sports seats
Ventilated front seats
Heated rear seats
Driver & Passenger seat power side bolsters
BOSE premium audio

Calais features over LT: Liftback and Tourer

18-inch alloy wheels
Leather appointed seat trim
Heated front seats
Wireless phone charging
Side Blind Zone Alert
Rear Cross Traffic Alert
Holden MyLink Infotainment System with 8-inch high-resolution colour touch-screen display
Apple CarPlay® and Android® Auto phone projection
Full iPod® integration including Siri Eyes Free
Embedded Satellite Navigation
4.2-inch colour cluster screen
3.6-litre V6 AWD engine (Tourer only)
Adaptive AWD with electric LSD (Tourer only)
High-ride suspension (Tourer only)
Handsfree power tailgate (Tourer only)

Calais-V features over Calais: Liftback and Tourer

3.6-litre V6 AWD engine
9-speed automatic transmission
Adaptive AWD with electric LSD
20-inch alloy wheels
Rear lip spoiler
Adaptive LED Matrix head lights
Electric sunroof (Liftback only)
Panoramic sunroof (Tourer only)
8-inch colour cluster screen
Colour Head-up display
360-degree camera
BOSE premium audio
Driver seat power side bolsters
Massage driver seat
Ventilated front seats
Heated rear seats
Sports steering wheel with paddles