AWD
Subaru Joins The Hybrid Family.
Subaru has confirmed its March 2020 launch into the hybrid arena, also revealing it has already achieved significant sales success with its new technology Forester and XV Hybrid e-Boxer All-Wheel Drive (AWD) variants. The innovative Sports Utility Vehicles (SUV) feature identical petrol-electric engines that add a new dimension and choice to Subaru’s range.
XV Hybrid offers over 14% improvement in fuel efficiency over equivalent petrol variants in the urban cycle and over 7% improvement in the combined cycle, while Forester offers improvement of over 9% (compared to 2.5-litre petrol variants) in the combined cycle and over 19% in the urban cycle (when tested in accordance with ADR81/02).
Forester is already Subaru’s best-seller in Australia and the Hybrid AWD variant will launch in February priced from $39,990 (Manufacturer’s List Price), while XV Hybrid, with an exclusive new colour option called Lagoon Blue Pearl, and this will start from $35,580 MLP.
One XV Hybrid AWD variant will be available and two Foresters: Hybrid L AWD and Hybrid S AWD.
Subaru Australia Managing Director, Colin Christie, said: “While we initially see both our e-Boxer mild hybrid system models as niche options in our range, we’ve already got significant interest from fleet customers and also Subaru fans who have long indicated pent-up demand for new technology engine options. “Of course all this new technology is underpinned by our customer must-haves: fun, safety, reliability and great engineering. And we’re confident that the wonderful retained value and whole-of-life cost benefits enjoyed by other new Subarus will also carry over to our hybrids.”
Both hybrid models feature e-Boxer power, which is a 2.0 litre horizontally opposed Boxer engine that’s linked via Motor Assist to a high voltage lithium ion battery, offering fuel economy benefits, particularly in congested city driving. The four cylinder 2.0 litre engine produces 110 Kilowatts of power at 6,000 rpm and 196 Newtonmetres of torque at 4,000 rpm and features the efficient intake/exhaust Active Valve Control System (AVCS).
The electric motor produces 12.3 kW of power and 66 Nm of torque, and is self-charging, via kinetic energy captured by regenerative braking and coasting. The direct injection petrol engine, Motor Assist and battery combination produce smooth, linear and responsive acceleration. The e-Boxer logic adjusts the power split between petrol and electric to match driving conditions.
It automatically changes between three modes: Motor Assist EV driving, Motor Assist electric (EV) + petrol engine driving, and petrol engine driving. From standstill or at low speed, the vehicle is powered by the electric motor only, for quiet, zero-emission driving. Depending upon vehicle and battery condition, it can operate in fully electric mode up to 40 km/h. When driving in fully electric mode (both forward and reverse), the Pedestrian Alert system emits a sound, to alert people in close proximity. The system operates when the vehicle speed is 24 km/h or less.
At medium speeds, combined power from both the electric and petrol engine produce responsive, linear and more fuel efficient acceleration. At high speed, the Boxer petrol engine exclusively powers the vehicle, while regenerative braking or coasting with foot off the accelerator, recharges the lithium ion battery. Depending upon driving style, the e-Boxer hybrid system can offer improved fuel consumption particularly in urban, stop-go traffic. It also eliminates the unnatural braking feel common to electric-only vehicles.
The e-Boxer hybrid system uses kinetic energy by converting it into electricity, delivered to the battery located in the sub cargo floor, together with the drive motor inverter and DC/DC converter. All are installed in a high-strength frame, with sound dampening and moisture-repelling qualities. The electric motor assist and battery pack are aligned longitudinally, with the motor located near the vehicle’s centre of gravity, while the battery and other components are above the rear axle, also contributing to low centre of gravity and optimising front/rear weight distribution.
An unobtrusive cooling system draws air from the cabin to help maintain the battery at operating temperature and to help ensure better longevity. In Forester Hybrid S, driver selectable SI-Drive, Subaru’s powertrain performance management system, allows the driver to tailor throttle characteristics by choosing between “Intelligent” and “Sport” modes, for flexible, convenient and enjoyable driving. Subaru’s smooth and efficient Lineartronic Continuously Variable Transmission (CVT) is mated to the e-Boxer system for ultra-smooth power delivery and torque.
Motor Assist enhances X-Mode off-road capability, through better low speed torque control. X-Mode makes it easier for drivers to safely navigate bad roads, slippery surfaces and steep hills, with just one switch. X-Mode’s status is indicated visually on the Multi-Function Display (MFD) screen. When X-Mode is engaged, at 40 km/h or less, status information is displayed on the MFD and instrument cluster, including Hill Descent Control and Vehicle Dynamics Control. X-Mode centralizes control of the engine, All-Wheel Drive, brakes and other critical components to help ensure safe driving even on poor surfaces. Hill Descent Control helps maintain a constant speed when the vehicle is traveling down hill.
As with the entire Subaru new vehicle range, the hybrid models are anticipated to gain a five-star rating for occupant safety. All Subaru hybrids purchased by private buyers for private use offer a five year unlimited kilometre warranty, plus an eight-year 160,000 km lithium ion battery warranty.
Subaru Hybrid Pricing: XV Hybrid AWD from $35,580 (MLP), Forester Hybrid L AWD from $39,990 (MLP), and Hybrid S AWD from $45,990 (MLP).
In other Subaru news, the brand announced it will not return to the Australian Rally Championship in 2020. After four years of participation under the Subaru do Motorsport banner, the brand has curtailed its domestic rally program while it refocuses its performance car marketing in other areas for the foreseeable future.
The team distinguished itself with a win in the 2016 Championship that made history with driver Molly Taylor becoming the youngest ever (at the time) and first female champion. The 2016-18 seasons were conducted in partnership with Les Walkden Rallying, while Orange Motorsport was the provider in 2019. Despite the end of the current program, Molly Taylor will be retained as a Subaru brand Ambassador and will participate in a variety of events including customer promotions, drive days, dealer network and staff functions.
Subaru returned to the championship in 2016 after a 10 year hiatus.
2019 Hyundai Santa Fe Highlander: Car Review.
This Car Review Is About: The 2019 specification or MY20 Hyundai Santa Fe Highlander. It’s the top of the range and comes with a great equipment list and is definitely a family friendly vehicle. It’s a three model range, with the Active and Elite being the entry and mid-range options.
Under The Bonnet Is: A recently reintroduced 3.5L V6 or 2.2L diesel available across the range. The Highlander tested comes with the grunty 2.2L diesel and 8 speed automatic. It’s an all wheel drive system complete with diff lock for moderate off-roading. Peak power is a decent 147kW, and torque a stump pulling 440Nm. However, it’s a lightswitch delivery for that twist, with it on tap from 1,750rpm through to 2,750rpm. It’s not a progressive delivery from below 1,750 at all, with a press of the pedal getting that familiar pause before launch. It’s that transition from nothing to go that isn’t gentle.
Economy is superb on the highway for such a big machine. Kerb weight is anywhere between 1,870kg to 1,995kg. Our highway figure saw a best of 6.7L/100km, with an overall final consumption of 7.9L/100km. Hyundai quotes 9.9L/100km for the urban, 7.5L/100km for the combined, and 6.6L/100km on the highway from the 71 litre tank. Towing is rated as 2,000kg and the engine is EURO5 compliant.
How Much Does It Cost?: Hyundai’s website, at the time of writing, indicates a starting price of $62,425 driveaway for the Highlander petrol, $65,575 for the diesel. The test car was clad in an unusual hue named Earthly Bronze and takes the price to a $66,600 region. The range itself starts from around $47,200. That includes a seven year warranty until December 31, 2019 for vehicles delivered before that date. There are option packs available such as the Trek and Tow pack (two different versions) that offer heavy duty spring kits, electronic brake controller, and body additions. There is a price of over $2K for these. The Metro pack is floor mats, a fabric material rear bumper protector and a dashmat. That tickles the wallet at just $286.
On The Outside It’s: Undergone a notable change at both ends. Hyundai has gone for a similar look across its SUV range with “eyebrow” LED driving lights sitting above lower set headlights. The Highlander’s are LED powered as well. A pair of halogen globes sit at each corner. The rear lights have been trimmed and look much more streamlined than the previous model. The profile is stylish, and moves away from a blocky, squarish, three box design. Wheels were 19 inches and of a 5×2 spiral design. Rubber is 235/55ContiSport Contact. There is chrome garnish around the windows and along the lower doors and rear bumper. The rear also has the indicator clusters set separately to the tail lights, and they’re low down in the corners. This is a design issue AWT doesn’t subscribe to as they’re not in the driver’s eyeline.
On The Inside It’s: A dark beige colour (almost a light cocoa brown actually) for the seats and a speckled grey above. The fronts eats are both heated and vented (phew), and the steering wheel is also heated. Only the driver’s window is one touch up/down, oddly. The touchscreen is standard Hyundai and has DAB/Bluetooth/apps for connectivity. The sound is slightly off in that the voice stage comes across as centred behind the driver. And that’s with the settings having the stage centred for between the front seats.
In the centre console are the switches for the 360 degree camera, diff lock, parking assistance and sensors. Ahead of that is the gear selector with Sports shift and a nook for the wireless charging and connectivity via USB and Aux plus a pair of 12V sockets. These sit at the base of a very stylish looking dash console and a cool looking arch design for the uppermost section that also houses a HUD. The driver’s display changes colour depending on which of the five drive modes, such as Eco or Sport, are selected.
There are switches high up on the shoulder of the front seat to allow fore and aft movement of the seats, the middle row is 60/40 tilt and fold, and in the review car, there was the cargo cover over the folded down third row. cargo itself is good, ranging from 547L to 1,625L. Rear seats have their own aircon control too. Handy given the full glass roof. There is plenty of vision thanks to a good sized glasshouse.
On The Road It’s: A mix of confidence inspiring and could have been better. The ride on and off-road is superb, with beautifully balanced damping at both ends, precise steering, easily controllable handling, and a let down in the torque delivery and braking.
Taken onto some mixed grade gravel roads, the all wheel drive Santa Fe Highlander displays adequate manners up to a point. It’s definitely able to hand a good mix of gravel and clay style roads, and with some mild rocky surfaces thrown in for good measure. The centre diff lock is for those that may like a bit of softer surface running such as beach sand or a few inches worth of dragging mud.
The steering across the board is weighted just right, but it’s the light switch bang kapow wham of torque delivery from a standstill that really became irksome. Hit the Start/Stop button, fire up, head to a stop sign. Push the go pedal and there’s the diesel intake and…BAM, the engine is a free-spinner but god almighty the instant delivery of all 440 torques is just so overdone. There is nothing wrong with a flat torque curve, as it is between 1,750 and 2,750 here, however throwing the full bag in straight away is too much.
Highway cruising has the engine ticking over at just under 1,700rpm which means when acceleration is required, the torque coming in isn’t so violent as it does its thing. Because the engine is a free spirit it spins around easily and makes moving the two tonne plus machine down the freeway a smooth and painfree event.
The brakes are at the other end. Pedal travel is soft, spongy, and lacking in real stopping force. It feels even at what would normally be a real sense of the stoppers stopping that more pressure is needed to get bite on the 320mm and 309mm discs. Coming up to traffic lights and stop signs just doesn’t have the Highlander’s brakes feeling as if the required pressure is working.
What About Safety?: Hyundai‘s loaded the Highlander with as much as a car can handle. Advanced Smart Parking Assist System (ASPAS) Blind-Spot Collision-Avoidance Assist – Rear (BCA-R) Driver Attention Warning (DAW) Forward Collision-Avoidance Assist (FCA) – City/Urban/Interurban/Pedestrian/Cyclist (camera & radar) High Beam Assist (HBA) Lane Keeping Assist – Line/Road-Edge (LKA-L/R) Rear Cross-Traffic Collision-Avoidance Assist (RCCA) Rear Occupant Alert (ROA) Rear Occupant Alert (ROA) – Advanced Safe Exit Assist (SEA) Smart Cruise Control (SCC) with Stop & Go Surround View Monitor (SVM) . Phew.
What About Warranty And Servicing?: There is a seven year warranty available for vehicles delivered before December 31, 2019. Servicing details can be checked for your car via Hyundai’s website.
At The End Of Drive. Hyundai’s Santa Fe is of the brand’s longer running nameplates. Its grown in size from a mid-sizer to a full sized family SUV. In Highlander spec it wants for nothing in trim and equipment levels, although the look inside is now fading in comparison to the Euro cars of a similar spec. It’s in the driving that the Santa Fe’s issues are exposed, with that wham bam torque delivery from a standing start and the “need more” from the brakes.
Sort those and the Santa Fe easily becomes an absolute standout in its class.
2020 Mitsubishi Outlander Exceed: Private Fleet Car Review.
This Car Review Is About: A lightly refreshed for 2020 Mitsubishi Outlander Exceed. There are no external changes although one would suspect a front end revamp to bring it even more into line with the edgier looks now seen on the rest of the family will come deep in 2020.
Under The Bonnet Is: The familiar petrol and CVT combination. The CVT is programmed but with only six “steps” as opposed to the more common seven or eight. The diesel engine is largely unavailable save for being inside the Exceed and LS AWD. Only the entry level ES has a manual option and it seems that the PHEV is due for an upgrade in early 2020.
At 2.4L in capacity it’s right in the ballpark for petrol engine’s in this type of vehicle. Peak power of 124kW and peak torque of 220Nm arrive at 6,000rpm and 4,200rpm respectively. Maximum towing is 1,600kg (braked).
Economy figures in a driving sense vary thanks to Mitsubishi’s on-the-fly measurements. Our final figure was a very good 6.3L/100km, with Mitsubishi saying 7.2L/100km for the combined. Our figure was on a highway run, with 8.5L/100km seeming the norm in suburbia. Tank size is 60L.
How Much Does It Cost?: At the time of writing, Mitsubishi are offering the petrol version at $45,790 drive-away. That includes 7 years warranty and 2 years free scheduled servicing. It’s also a substantial discount from the $43,290 plus government and dealer charges.
On The Outside It’s: Unchanged. The Outlander is the only vehicle left in the Mitsubishi fleet that doesn’t sport the jut-jawed and squared off at each end design, instead retaining the rounded and ovoid look of the past near decade, even with the shield grille look.
Rubber comes from Toyo’s A24 range and were 225/55/18 in configuration. The spare is a space saver. These sit on a 2,670mm wheelbase and allow for a balanced look in the front and rear overhang for the 4,695mm total length. Our test car came clad in metallic red and contrasts nicely with the black urethane wheel arches and side mouldings. Headlights are LED for high and low beam. Rear lights are full LED also except for the fog lights.
On The Inside It’s: Largely unchanged. The highlight here is the revamped interface for the 8.0 inch touchscreen. It’s not as un-user-friendly as the Eclipse Cross but still less so than that found in the Triton. DAB audio is standard but the speaker system let’s it down. There is a bass/midrange/treble equaliser in the settings, but finding the right balance was tricky. The bass was either too boomy or at a level that lacked punch. Vocals, the midrange, lacked cut-through. Android Auto, Apple CarPLay, and Bluetooth connectivity with voice activation are standard as is satnav.
Minor quibbles continued with the seats. Powered and leather they may be, but the material was flat in surface texture and lacked eyeball drawing appeal. And again the Australian need for venting in leather seats was overlooked, with heating but not cooling fitted. There was, though, a powered, not manual, lumbar adjustment, and this is great for longer driving stints.
The second row seats are 60/40 foldable, and third row the usual 50/50 split and accessed via the brilliantly simple pullstrap, providing a 1,608 litre cargo section when the powered tailgate was opened. Another minor quibble here; the rear door would self raise from either the key fob or from a driver’s located tab, but not when the exterior button itself was pressed. With the third row down, there’s a more than handy 478L available.
The Outlander Exceed supplied didn’t come with a HUD, a Head Up Display. It’s worth pointing out as the Eclipse Cross Exceed does. The S-AWC or Super All Wheel Control is standard here and has Active Yaw Control included.
Cabin ergonomics are largely ok however some tabs are well below the driver’s eyeline and down near the right knee. It’s worth considering relocating these purely on a safety basis. Rear seat passengers have two USB ports. All windows are one touch up and down, a seeming rarity in some cars and brands. What was noted is the update to the controls for the dual zone climate control. The Outlander has moved to a classier chromed and almost piano black look for the dials, and they’re now relocated and knurled in look.
Otherwise, the look and feel of the cabin is standard Mitsubishi. Visually it’s a mix of pleasing lines and a bone over black colour palette, with a sunroof providing the extra airiness and spaciousness for the passengers. There is also plenty of space thanks to 1,437mm shoulder room up front. the squarish front profile means 1,425mm is available for the second row. Head room is1,014mm for the front, and 944mm for the second row. Leg room front and second row is 1,039mm and 948mm.
On The Road It’s: Surprisingly sluggish from a standing start, even allowing for how a CVT drains performance from a normally zippy and peppy petrol engine. And at 1,525kg is no heavyweight and just starting to fringe on a light-heavyweight compared to its competition. Acceleration, what there is of it, is less than adequate with normal foot pressure and requires a solid shove to get anything resembling velocity. It’s truly unusual and one of the worst we’ve experienced in that respect. But flip the drive selector to Sport mode and there’s an instant change in character. It’s more of the zippier and peppier car expected, with far better acceleration and dynamics.
It also was very light in the steering with a lot of assistance. The ratio is variable with more front wheel movement becoming obvious as the tiller went left and right. It’s also easily affected by crosswinds and that came as a surprise too. The winds that plagued Sydney during the review period also showed how susceptible to cross-winds the Outlander was, with the broad and upright sides catching the wind and moving the SUV around. The suspension is the typical MacPherson strut, coil spring front and multi-link rear. Irrespective of the wind affected drive, it’s very easy to drive, it’s quiet, and the supple suspension is well sorted for varying road conditions. The brakes are good with just the right amount of bite per feeling of travel.
What About Safety?: It’s the supreme pizza here. Forward Collision Mitigation is standard, as is Adaptive Cruise Control. Lane Departure Warning, Blind Spot Alert, Lane Change Assist, and Rear Cross Traffic Alert are also here. Ultrasonic Misacceleration Mitigation System (UMS) is standard and more on the safety package can be found here.
What About Warranty And Servicing?: As mentioned, there is a seven year warranty and two year free scheduled servicing offer available. For specific details as they’re subject to change, please contact your Mitsubishi dealer.
At The End Of The Drive. The Outlander nameplate is coming up to two decades old in Australia. It started with a Lancer based small SUV about the size of the ASX. It morphed into a larger SUV with Lancer hints before changing again into the rounded body shape we see now.
It’s served as a capable addition to the Mitsubishi family and as their largest passenger oriented car, as in not also offering dedicated off-road capability such as the Triton based Pajero Sport, it holds its own. In this case the power delivery really lacked urgency, leaving us somewhat bemused as to the disappearance of what normally seems a decent driveline. The fact that Sport mode had to be selected to engender any sense of get up and go has left us pondering why.
On the upside is decent dynamics in the ride and handling, a superb safety package, and still attractive looks. Oh, and the drive-away price is enticing too. The Mitsubishi website can tell you more.
2020 Mitsubishi Triton GLX+: Private Fleet Car Review.
This Car Review Is About: The slightly updated Mitsubishi Triton four door cab chassis in GLX+ spec. There was a couple of updates for the range and specifically for the GLX+ it received a rear diff lock as standard (also for the GLS), plus the dual cab (as tested) was given a rear air circulator. The GLX+ model comes standard now with Easy-Select 4WD. A centre console mounted dial, as seen in other Tritons, allows easy switching between 2WD and 4WD modes and offers 2H, 4H and 4L transfer case settings.
Under The Bonnet Is: A 133kW, 430Nm 2.4L diesel. Peak torque arrives at 2,500 rpm but there’s mixed messages below that. There’s an indecent amount of lag before the torque curve suddenly leaps upwards. From 2,000rpm there’s a gunshot surge of torque, not a smooth progessive delivery, and it’s enough to chirp the rear rubber and that’s with the driveline’s electronic nanny activated. It also provides a towing capacity of 3,100kg.
How Much Does It Cost?: Mitsubishi’s RRP for the GLX+ four door cabin body starts at $40,990 for the manual diesel version with 4WD capability. The auto is $43,490. The Triton range itself kicks off with the 4X2 GLX Cab Chassis 2.4L Man Petrol $22,490 in a single cab body. The four door Crew Cabs start at $36,290 for the 4×2 GLX ADAS Pick Up 2.4L Auto Diesel. There is a three trim level Club Cab as well. Metallic paint is a $690 option. The manual was on sales at $37,990 drive-away at the time of writing (November 2019).
On The Outside It’s: Long and white. The redesign for the Triton range sharpened up each end, with the now signature “Shield” grille and inwards angled bumper side up front, a subtle change to the curve behind the second row doors, and a less curvy shape to the tail light cluster. It’s a look that seems to define the Triton as a “bloke’s ute”. That’s backed up by a solid looking set of tyres, The Bridgestone Dueler A/T rubber has a chunky tread block and stand at 245/70/18 with the alloys an efficient six spoke design. Driving lights and indicator lamps are in the far corners of the blocky front bumper.
The tray fitted is big too. It’s 1,520mm in internal length, 1,470mm in width, and 470mm in depth. cargo capacity is 950kg. At the other end are hard jet washers for the windscreen. This is an area where the finer mist style would be far more efficient.
On The Inside It’s: Functional and aesthetic in a minimalist sort of way. The aircon rear air circulator is perhaps the standout, as it’s a biggish dome shaped protrusion from the roof, with a set of slats facing the windscreen. The outlets are a pair of slimline vents and each have a flap to redirect the airflow. Up front is Mitsubishi’s standard and functional dual analogue dial and LCD screen setup. The centre console in the dash has a seven inch touchscreen and is better in usage than the screen in the Eclipse Cross. It’s the slightly older GUI and it’s safe to say it’s more user friendly. There is DAB, Bluetooth, a pair of USB ports and a HDMI port as well.
Seats were cloth in covering, manual in adjustment, and comfortable enough for normal day-to-day driving. It’s a charcoal and light grey colour mix, contrasting with the black and light shades in the lower and upper sections of the cabin. The tiller is height and reach adjustable as well, meaning getting the right driving position shouldn’t be an issue. There is a dull alloy look plastic on the steering wheel’s spokes, circling the airvents, and on the centre console around the gear selector.
Leg and shoulder room has never been an issue in the Triton and there’s plenty of space for people of all sizes. Shoulder room is 1,430mm, leg room a handy 1,020mm up front. 970mm is the measurement for rear seats. There is also a handy little icon that shows which seatbelts haven’t been connected when the car is ready to move away.
On The Road It’s: Not nearly as wayward as its underpinnings as a work ute would suggest. It’s decently comfortable, handles better than expected, and speed can be washed off with the front end scrubbing the tyres. The suspension is tight up front, a little less so for the rear, naturally, in order to cope with the expected load usage. The steering is heavy but manageably so, and there is little free-play from centre, meaning steering response is quick.
Unfortunately the very good handling and ride is hobbled by horrendous turbo lag and then a punch in the back. Twist the start key, fire up, engage Drive, and hit the go pedal. There’s a real and genuine wait for anything to happen as the turbo spools up, and the revs rise. Then kapow bam wham, it’s a far too instant launch as the numbers see two thousand. This really needs a smoother and more progressive torque delivery in order to make this a more driver friendly vehicle.
The brakes are well balanced, with enough feedback on the press of the pedal to get a sense of where the foot needs to be in order to haul up the two tonnes worth of metal. There’s enough to make sure than when going into corners and dabbing the brakes to use the front end scrub as well, that the combination become instinctive and driver friendly.
The Safety Package Is: Good but could be better, and work utes are getting better in an area they’ve lagged in. Forward Collision Mitigation Warning with Pedestrian Detection is standard on the GLX+ as is Lane Departure Warning. Lane Change Assist and Blind Spot Warning, plus Rear Cross Traffic Warning are missing.
And the Warranty Is: Listed as 7 years, 150,000 kilometres, and servicing is free for two years as of December 1, 2019. Four years road side assist is included.
At the End Of the Drive. For what it is, the Triton range are a sturdy, solid, and worthwhile investment. The GLX+ drives well enough but that turbo lag is a problem. Standard equipment and trim is good enough for its intended market as well. The Mitsubishi website is where you’ll find out more.
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