automotive design
Mazda3 Hatch And Sedan Go Uncluttered For 2019.
Mazda has gone deep into its Kodo: Soul of Motion design language for its forthcoming Next-Gen Mazda3. For sedan and hatch, Mazda3 has been given a complete reskin and separately. There are just two panels that are shared between them. A standout in the hatch design is the striking and solid C pillar that wraps around from the lowest section of the rear bumper to form a seamless curve through to the A pillar.
The sedan is a beautifully sculpted exhibition of smooth, flowing, almost waterfall like, sheetmetal in contrast and perhaps does a better job of defining Kodo. Low slung, it empahasises muscular haunches and wide, sporty profile.
Mazda have given the hatch a little extra to help it stand out further. It’s coated in a unique body colour offering called Polymetal Grey Metallic. This gives glossy smoothness over the hard appearance of metal.
Mazda calls the connection between car and driver Jinba-Ittai. It’s a “less is more” mantra from the Japanese company, with a simple and elegantly laid out cabin that “centres” the driver.
The instrument cluster has three meters, and along with the angle of the steering wheel and aircon vents, create a symmetry for the driver’s location. The redesigned dash also repositions the climate control panel, passenger vents, and ancilliary controls for a better, more efficient, usage pattern.
Information pertinent to driving is now more clearly displayed, thanks to a redesign of Mazda’s Human Machine Interface (HMI). Now standard equipment, the newly added TFT LCD meter, windscreen projected Active Driving Display and the larger 8.8-inch infotainment display are streamlined in their presentation of information and fonts are unified, effectively reducing driver distraction by ease of comprehension.
Mazda call their entertainment system Mazda Connect, and it’s been improved for faster performance, and smoother, more human friendly, operation. Android Auto and Apple CarPlay have been added as standard equipment.
More human centric focus has been put upon the centre console, with a redesign making for more room, and by placing the gear selector forward and higher, that becomes a more natural “fall to hand” item. Sounds comes from either an eight speaker or Bose twelve speaker system.
Mazda went hard on improving the ambience of the Mazda3, with a new process for the laying of gloss black lacquer for the gear selector surround adding extra depth, and even a new weave for the cloth, plus a new styling for the leather seats.
Safety goes to a new level with Front Cross Traffic Alert, a driver monitoring camera, Mazda Radar Cruise Control, Smart Brake Support, Lane Keep Assist, and Lane Departure Warning, plus a driver’s knee airbag as standard. Higher tensile strength steel is used in the chassis manufacturing, with an increase of 27% of what’s called 980MPa steel.
Ride quality will improved from a rejigged suspension. Overall weight has been reduced, with a lighter sprung mass meaning sharper response in handling. Improved MacPherson struts and a new torsion beam rear add to the package.
The 2.0L and 2.5L engines have been massaged, with optimised intake ports and piston shape, split fuel injection, a coolant control valve and cylinder deactivation for the 2.5L to deliver higher levels of dynamic performance, fuel economy and environmental friendliness.
The 2.0L engine offers 114kW at 6,000rpm and 200Nm of torque at 4,000rpm. The 2.5L has a maximum power output of 139kW at 6,000rpm and 252Nm of torque at 4,000rpm. The Skyactiv-X system features a world first. It’s the usage of a new combustion method. It’s called Spark Controlled Compression Ignition (SPCCI) and which gives the superior initial response and powerful torque of a diesel engine, combined with the faithful linear response to rapid accelerator pedal action and free-revving performance of a petrol engine.
Available in the second quarter of 2019 the pricing starts from $24,990 for the G20 Pure with manual transmission. The top-grade G25 Astina now starts at $36,990 for the manual variant. The Polymetal Grey Metallic is an option at $495. Contact your Mazda dealer for more information.
HiAce Goes Out Of The Box.
Toyota’s venerable HiAce light commercial van has gone from a smooth, ovoid, mid sized van to a boxy and bigger version. Although not in the same capacity range as a Sprinter from Mercedes-Benz of a Trafic from Renault, its more compact size has allowed thousands of people to become a courier delivery driver, a taxi, or a people mover.
Due for a mid 2019 release, the latest version has had one very noticeable design change. Gone is the long standing blunt nose, finally replaced with a semi-bonneted design. This has the end effect of engineers providing a stiffer chassis that offers an improvement in straight line performance and stability. Manoeuvrability from a range of more pliant suspensions is an extra bonus with new MacPherson struts being part of the uprated suspension system. The rear has newly designed leaf springs, with an increase of length of 200 mm adding an extra 30 mm of travel for a more compliant ride.
Seating will range from a two seater version on a long wheelbase (LWB) and super long wheel base (SLWB), a five seater LWB van, and a super long wheelbase (SLWB) 12 seater commuter van.
Motorvation has changed as well. There will be two new engines – a 2.8-litre four-cylinder turbocharged diesel or a 3.5-litre naturally aspirated petrol poweplant, both available with six-speed manual or automatic transmissions. Confirmation of power, torque, and consumption will be made available closer to the release date.
A hallmark of the HiAce has been its cargo carrying ability and has been maintained at a maximum of 6.2 cubic metres for the lLWB wheel base and 9.3 cubic metres for the SLWB thanks to the redesign that offers clever packaging which increases internal width by 215mm and height by 5mm without altering overall exterior width. The SLWB two-seat van is capable of accommodating Australian standard pallets (1165mm x 1165mm) through its wider sliding side doors. Inside will be a range of mounting points to help secure cargo.
Sean Hanley, Toyota Australia’s vice president of sales & marketing, says: “Importantly, we anticipate even better whole-of-life costs with excellent reliability and resale value along with minimal downtime and affordable maintenance. The semi-bonnet design makes it significantly easier and quicker to replace parts such as the oil and air filters, battery, and coolant. In addition to being highly capable right off the showroom floor, all-new HiAce has been designed to offer immense flexibility through conversions and customisation to meet varied business and personal needs.”
The expected safety rating is five stars, thanks again to the redesigned chassis, and with up to nine airbags being fitted depending on version. Pre-collision warning with cyclist and pedestrian detection, autonomous emergency braking, and reversing camera are complemented by a digital rear view camera that can be fitted as an option.
Extra design features make the new HiAce just that little bit more human friendly too. The doors have a lower edge and sit over a wider step for easier access. The window glass is larger for better vision and a lower beltline means better side vision.
Pricing for the 2019 Toyota HiAce is yet to be confirmed.
Private Fleet Car Review: 2019 Renault Megane RS 280 Cup Chassis
This Car Review Is About:
A vehicle with good looks, a fluid drivetrain, and a manual gearbox, a real rarity in cars nowadays. The 2019 Renault Megane RS 280 is a potent weapon, and with some extras becomes the Cup Chassis spec. It’s classified as a small car yet should be listed in the sports car category. And it’s well priced too, at $44,990 plus on roads and the Cup Chassis package of $1490. The dual clutch transmission doesn’t offer the Cup Chassis and is priced from $47,490 plus on roads.
Under The Bonnet Is:
A free-spinning 1.8L petrol engine complete with a silent turbo. Silent, as in there is no waste-gate noise. What there is aurally is a muted thrum from the twin pipes located centrally at the rear. Peak power is 205kW or, 280 horsepower, hence the name. Peak torque of 390Nm is available from 2400rpm and is available through to 4800 rpm. An easy 80% of that peak is available from 1500rpm. Consumption of 95RON, the minimum RON requirement, is rated as 7.4L/100km on the combined cycle. Around town it’s 9.5L/100km and a wonderful 6.2L/100km on the highway. These figures are for the slick shifting, short throw, manual transmission.
On The Inside Is:
Reasonable leg space for most people with a 2669mm wheelbase, but the limited shoulder room of 1418mm can result in the occasional arm bump. There’s black cloth covered, manually operated, seats front and rear, with the RS logo boldly sewn into the front seat head rests. Leather and alcantara coverings are an $1100 option. All windows are one touch up or down, and boot space is decent for the size of the car at 434L. There’s faux carbon fibre trim on the doors and fairly average looking plastics on the upper and centre dash. To add a splash of sports and colour, the pedals are aluminuim plates. There is a pair of USB ports, an SD slot, and a 12V socket for the front seats, a solitary 12V in the rear.
There is plenty to like on a tech level, and certainly for anyone that is technically minded. The experience starts with having the credit card sized key fob on the body. Walk up to the car and the wing mirrors fold out. A slight touch of the door handle unlocks the car, and then there’s the pounding heartbeat and graphics to welcome the driver inside.
Hands free park assist is on board, as is blind spot monitoring, and adaptive cruise control. AEB or Autonomous Emergency Braking is standard as well. The car’s electronics system holds some true delights that are accessible via the vertically aligned 8.7 inch touchscreen. Apart from the standard look of audio and navigation, swiping left or right brings up extra information. There are graphs that show the travel of torque, and power, with a line showing the actual rev point relative to the production of both. There are readings for turbo pressure, throttle position, torque, and the angle of the rear steering. Yep, the Megane RS 280 has adjustable rear steering, which will pivot against or in unison with the front wheels at up to six degrees depending on velocity. At speeds up to 60 kmh it’s 2.7 degrees against and above that will parallel the front wheels.
There are five drive modes, accessed via the RS button on the centre dash. This brings up Neutral, Comfort, Race, Sport, and Personal. Selecting these imbues the RS with different personalities, such as changing the exhaust note, the ride quality, and the interior lighting. Naturally the LCD screen for the driver changes as well.
But for all of its techno nous, the audio system is a weak link, a very weak link. The speakers themselves which includes a nifty bass tube, are from Bose and they’re brilliant but are paired with a digital tuner that is simply the worst for sensitivity AWT has encountered. In areas where signal strength is known to be strong, the tuner would flip between on and off like a faulty light switch, making listening to DAB a more than frustrating experience. It makes the $500 ask for the system somewhat questionable until the sensitivity issue can be remedied.
The Outside Has:
A delightfully curvy shape. In truth, finding a hard line is near impossible. From the front, from the side, from the rear, the Megane’s body style is pert, rounded, and puts a field of circles to shame. The rear especially can be singled out for a strong resemblance to a certain soldier’s helmet from a famous sci-fi film franchise. 
Up front there’s Pure Vision LED lighting. That’s in both the triple set driving lights and the headlights that sit above and beside an F1 inspired blade. The iridescent amber indicators are set vertically and could illuminate the moon’s surface. Black painted “Interlagos” alloys look fantastic against the Orange Tonic paint ($800 option) as found on the test vehicle, and have super grippy 245/35 rubber from Michelin. Brembo provide the superb stoppers, and wheel arch vents bookend the thin black plastic strips that contrast and add a little extra aero.
Exhaust noise, as muted as it is, emanates from a pair of pipes that are centrally located inside an impressive looking rear diffuser, and have a decent measure of heat shielding. The manually operated tail gate opens up to provide access to no spare tyre at all. There is a compressor, some goop, and that’s it. They sit in a niche alongside the bass tube that adds some seriously enjoyable bottom end to the audio system.
On The Road It’s:
A suitably impressive piece of engineering. The powerplant is tractable to a fault, with performance across the rev range that combines with the genuinely excellent manual gear selector and clutch. Out test period coincided with a drive to Dubbo and perhaps an out of the comfort zone test for a vehicle more suited to the suburbs and track days.
The Cup Chassis pack adds the aforementioned wheels and brakes, plus a Torsen front diff, and revised suspension. Inside the dampers are extra dampers, effectively an absorber for the absorber. And along with the noticeable change in ride quality when Sport or Race are selected, the rough tarmac heading west made for an interesting test track.
To utilise the Megane RS 280 properly is to understand what synergy means. From a standing start and banging the gears upwards to sixth, or to press down on the go pedal at highway speeds and see the old ton appear (allegedly) in a few breaths is to feel what a truly well sorted engine package can deliver. Crack on, and the metric ton appears in 5.8 seconds. It all happens because everything works so well together. The steering is instinctive, as is the ride and handling. And using the drive modes makes a real difference in an unexpected way.
Unusually but not unexpectedly, there is torque steer if booting hard from a standing start. However that Torsen front diff quickly dials that out, keeping the sweet looking front end on the straight and narrow. The clutch and gear selector are perfectly paired to complement the engine’s free revving nature. The clutch is smooth, well pressured, and the actual gear pick up point is ideally placed towards the top of the pedal’s travel. Selecting the six forward gears is via a beautifully weighted and sprung lever, with a lift up lock-out to engage reverse.
Normal driving conditions have the Megane RS 280 quietly doing its thing. Light the candle, engage Sport or Race, and the rough, pockmarked, tarmac past Bathurst changes from a minor annoyance in Neutral to a flatter, more enjoyable ride quality. Think of corrugations spaced apart enough for the wheels to rise and fall over them, then suddenly close up to the point that the car feels as if it’s riding over the peaks alone. Throttle response is sharper as well, and is perhaps more noticeable from a standing start.
With the final drive seeing peak torque at highway rated velocities, it also means that a simple flex of the right ankle has the Megane breathe in and hustle on with alacrity. The already communicative steering gains an extra level of vocabulary when changed to Sport and Race. There’s a weightier feel in the turns, imbuing the driver with a sense of real connectivity to the front end. Combined with the 4Control rear steering adjustment, corners become flatter and straighter.
One extra nifty piece of tech came from the GPS and satnav system. Between the towns of Wellington and Orange is a set of average speed speed cameras, and the GPS flashes up on the screen to advise what the average speed of the car is. Some judicious driving and watching the indicated average speed change, and that’s a good thing.
The Warranty Is:
Three years for any sports oriented model down from the standard five. Service the Megane RS 280 Cup Chassis at a Renault dealership and there’s up to four years of roadside assist plus up to three years capped priced servicing.
At The End Of The Drive.
Renault has competition on both sides of the price point. But having a six speed manual nowadays makes the Megane RS 280 a standout for those that like to be engaged and involved in the driving experience. The Orange Tonic paint is an eyecatcher, and unfortunately attracts tryhards like pollen to a bee.
As a driving experience, it’s not unlike slipping into a tailor made suit and shoes, as everything just feels….right. But the lack of aural caressing, and the lousy DAB tuner, as part of the overall experience, dull the sparkle. But not enough to get out of the 2019 Renault Megane RS 280 Cup Chassis without a grin of pure pleasure.
A good start in finding out more is to click here.
Private Fleet Car Review: 2019 Lexus LC 500
This Car Review Is About:
The 2019 Lexus LC 500. It’s a big, luxury oriented, coupe with stand out styling, a brawny 5.0L V8, and a fair bit of heft. There’s heft to the price too: $189,629 plus on road costs as of February 2019.
Under The Bonnet Is:
A V8 of five litres capacity. It’s the same one as found in the GS F, which produces 351kW and 530 Nm. Consumption on the combined cycle is rated as 11.6L/100km. There’s a ten speed auto that hooks up to the rear wheels via a Torsen limited slip diff, and if you’re a touch green around the gills, a hybrid version is available. Transmission changes are made via paddle shifts on the steering column, and the gear selector is atypical in that it’s a rocker movement towards the right, forward for reverse, back for Drive, and Park is a P button. Back to the left where M is listed gives Manual control.
On The Inside Is:
A stupidly small amount of room. It’s a BIG looking car, with 4770mm overall length, a wheelbase of 2870mm, and 1630mm track. The driver sits just aft of the mid point and has plenty of leg room forward. So does the passenger. But it’s here that the good news ends. The rear seats are great for a suitcase or a bag or two of shopping. With the front seats in a suitable position up front, the gap between rear of seat and squab is minimal. Minimal. The up side is that the powered seats self adjust for fore & aft movement when the lever to flip them forward for rear seat access is pulled up.
The seats themselves are low set, meaning anyone with muscle issues may struggle to lever themselves up and out. And with a low roof height, raising the seats may compromise the noggin of taller drivers.
Then there’s the passenger section. It’s quite aligned with a single seat fighter jet in concept, with a tub and grab handles on either side. Then there’s the dash. The passenger gets little to look at directly ahead apart from a sheet of faux carbon fibre style material, and Lexus have left the LC 500 with the multi-fold design. The air-con vents are squirreled away in a niche line with just a single vent in direct centre. Sometimes it felt as if the air flow isn’t happening.
Up top and centre is the Lexus display screen. It’s wide, in full colour high definition, and operated via a track pad (no mouse) in the centre console. In full daylight it’s still clearly visible. Unfortunately, in a well meant effort to add extra visual splash, there is a aluminuim strip just below it and sitting on top of the centre airvent. It catches sunlight really well, and spreads it around the cabin really well. That includes straight back into the driver’s eyes.
Drive mode selectors have been relocated from here and are on dials on the left and right of the driver binnacle. The binnacle houses a full colour LCD screen that has a sliding circle that activates different looks to the screen. Yes, it might be somewhat gimmicky but it also allows a driver to choose some or all info at will. A super clear HUD is also fitted and again, it’s excellent in its instinctiveness.
The rear seat, what there is of it, is largely hampered by the exterior design. And there’s some interior fitment that is part of it. Lexus have moved the battery to under a boot floor cover to help with weight distribution. But the slope of the rear window line means head room is compromised, and the boot itself is two overnight bags in capacity.
There is a very good range of interior trim colour combinations, with a total of eight coverings and shades available. They’re all a great place to sit and listen to the excellent Mark Levinson audio system which is DAB compatible, plus allows DVD playback. Speaker count? 13, sir.
The Outside Is:
Eyecatching. The low height, 1345mm from tyre bottom to carbon fibre roof top, makes the car look lithe, svelte, and a set of coke bottle hips add a measure of sensuality to the lines. A slim, broad, front houses a beautifully sculpted triangular design that has LED headlights, driving lights, and indicators in a vertical strip. Huge 21 inch polished alloys are clad in 245/45 rubber from Michelin, bookending that pinched in waist and airvents to reduce wheel well pressure.
The boot really is tiny, at something like 195L of capacity. There also doesn’t appear to be an external button to open it either, with the key fob and interior tabs the seemingly only method. The bootlid also holds the wing, activated via a centre console mounted tab. Rear lights are wrapped in a chrome housing and their sharp edged look complements the nose. Exhaust pipes are buried in an elegant looking rear valance.
The test car came in White Nova, a semi pearlescent shade. There are ten (yes, ten) other colours such as Zinnia Yellow and Garnet to choose from. All colours do a great job of highlighting the LC’s distinctive lines, and complement the somewhat restrained look the spindle grille has. Yes, you read that right. The grille is not the stand out part of the car’s look.
On The Road It’s:
Hobbled by its heft. Although looking like a relative lightweight, thanks to its low height and slim lines, there’s over 1900kg hiding under the skin. And with the engine producing peak torque at over 4000rpm, acceleration is quick, changes are quick, but everything feels dulled off slightly. It lacks the rawness, the sharpness, the knife edged attitude of the GS F, and in reality it’s more of a Grand Tourer in nature. It doesn’t provoke the same visceral response that the GS F provided. The Torsen differential is noticeable, too, in slow speed tight corners as found in Sydney’s north shore, and there’s a rear end skip on certain long sweepers that have road expansion joints built in, momentarily unsettling the LC’s broad rear end. Launch hard in a straight line and there’s a squirm from the rear as the meaty rubber grabs hold.
Actual ride quality is tending towards the jiggly side when driving in the normal mode. Although there is an active suspension on board, it really doesn’t come into play until Sport/Sport+ is engaged. Suddenly the road feels smoother, handling sharpens up, and the engine note seems more brusque, with an added bite. And it is perhaps the engine that is, in an audible sense, the highlight of the whole package. Press the start button and there’s a quick whirr before a guttural growl comes from the pipes. It’s a higher pitch in tone compared to the more subterranean note from the GS F on idle, and there’s a real edge of anger to it when seriously under way. And thankfully there’s a real sense of the fire and brimstone being thrown around thanks to the snarl, and the crackle & pop of the engine on upshifts and backing off the throttle.
The transmission is a gem however not always seamless in changes. When easing the LC around the exhaust note is comparatively subdued, but get in on the freeway and stand on the go pedal to fully appreciate the ferocity of the engine and sound. It does take some time, relatively speaking, for the urge the engine has to kick in, but when it does overtaking numbers are stellar. And so is the exhaust; it doesn’t caress the ears, it grabs them and pounds the angry notes down into them. That’s thanks to what Lexus call “sound control valves” that open and close on demand to offer the changing soundscape. That’s aided and abetted by an Active Noise Control system that cancels out extraneous noise, not unlike noise cancelling headphones.
And The Safety Factor Is:
Naturally very, very high. The brakes, like the whole LC, don’t have the instantaneous response from breathing upon the pedal that the GS F has, but there’s no doubting the stopping power regardless. Six pistons up front and four at the rear haul up the LC confidently every time. Partnered with the full suite of active and passive safety systems, such as Lane Keep Assist, Radar Cruise Control, Autonomous Emergency Braking, and a pedestrian safety bonnet, it’s well up there on the safety ladder.
The Warranty Is:
Four years or 100,000 kilometres, with the additional benefit of Lexus Drive Care. That covers items such as a up to $150 one way taxi fares, a courier service for small parcels, even personal and clothing costs up to $250. Contact Lexus for servicing costs, though.
At The End Of The Drive.
After an engaging week with the LC 500, we came away with the strong feeling that it’s a definite GT, a Grand Tourer. It’s a relaxed and comfortable highway & freeway machine, but suffers in comparison in tight inner city and suburbia. The aural appeal is huge on start up, but the limited room inside and in the boot really count it out of being anything other than a single or couple’s car. For a more multi-purpose and/or family oriented performance car from Lexus, the GS F fits the bill far better.
Get a start on comparing your desires for grand touring inside the 2019 Lexus LC 500 here.
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