Is it Time to Replace my Tyres?

Although it might be easy to look past the role that your tyres play in the well functioning operation of your car, the reality is that you should never diminish just how important it is that your tyres are in good condition.

After all, tyres serve as the sole point of contact between your car and whatever surface lies beneath, so it’s vital that they’re up to the ever-changing task. Nonetheless, many of us fall into the habit of disregarding our tyres, at least until it’s too late.

Given the amount of tyre options on the market, there is also difficulty when it comes to finding the right replacement. Before then, however, what are the things that you should be aware of.

How do I know when my tyres need replacement?

The best way to stay on top of tyre maintenance is through preventative care. Every few weeks you should inspect your tyres visually, looking for general wear, assessing the tread and also gauging the pressure in the tyre.

By law, the minimum legal tread depth is 1.5mm in Australia. Of course, waiting until it gets to that point is a dangerous choice, because in many ways you are still potentially compromising on your safety the closer that point nears.

Ideally, once the tread on your tyre gets below 2.5 or 3mm, you will want to start eyeing up a replacement for your wearing tyres. Wait any longer and the grooves on your tyres will start to flatten out, which is when a tyre starts to go bald. The consequences of this are a loss of traction, meaning longer braking distances.

There are various ways you can measure the tread depth without needing a precise ruler. First, keep an eye out for the rubber ‘nibs’ located on the space between the tread grooves. These are indicators that once worn down, will let you know it is time to be replacing your tyre.

If you have a 20c coin at hand, you can also use this as an approximate yardstick. Insert the coin in the tyre groove and look for how far it sits in the space. One handy thing to keep an eye on is the picture of the platypus on the face of the coin. If its bill doesn’t touch the tyre tread, you have less than 3mm tread depth and are fast approaching a replacement. On the other hand, if the coin sits snugly inside the tread groove, you’re good to go.

Beyond tread, however, tyres also have a lifespan as far as material composition. Tyres should generally not be kept more than five years as the rubber starts to experience degradation as far as its flexibility. If you look close enough, you’ll spot a four digit code on the sidewall of the tyre. This code tells you the week and year when the tyre was made, so if that was more than five years ago, you’re well overdue!

An Automated Way of Life

Instead of a person performing tasks like accelerating, braking, turning or changing lanes, an autonomous vehicle uses its sophisticated vehicle computer system to calculate, monitor and perform these everyday driving tasks itself.  Australian governments are working together to make sure that automated/autonomous vehicles can be legally and safely used when they are available for purchase in Australia.  Already today, some new cars have automated features such as self-parking, active cruise control or lane-keep assist.  These features assist the driver with driving, but a licensed human driver is still in control of the car.  Over the next few decades vehicles will likely become increasingly automated, and eventually a human will not need to drive a car at all.  Think of the road network of the future being a giant computer programme that is performing the road transport requirements for the people.

Whether we like it or not, the onset of automated vehicles is upon us.  In fact, in America, automatic road trains/trucks to get goods from one depot to the next is already reality.  Several companies, including Aurora, Daimler, and Embark Trucks, are competing for a slice of the future of self-driving freight trucks.  Waymo is also expanding its own self-driving trucking routes throughout the American Southwest and Texas, following previous tests in Arizona, California, Michigan, and Georgia. This long-haul automated trucking works well in America, and it could be key for Australian trucking companies in the near future.  While most of the current use has been on iron ore and coal mines, the roll-out of autonomous fleets in Australia is spreading.  Newmont, Australia recently announced plans to make the Boddington mine the world’s first open-pit gold mine with an autonomous haul truck fleet.

So maybe the order of automation roll-out might be trucks first along with public transport, and then private vehicles to follow?  The implementation of autonomous vehicles isn’t a cheap dream.  Understandably, the level of research and development, as costly as it is, is so important to ensure all road users remain safe in-and around an autonomous vehicle.  The sort of research and development needed for safety reasons costs loads of money, and this (as always), along with the requirement of actually keeping people safe while implementing the use of autonomous vehicles, are the real brakes on the realization of the dream for complete global autonomous vehicles.  But is that just the tip of the iceberg?

Autonomous vehicles obtain emerging technologies that can potentially disrupt cities, economies, infrastructure and the way we do life together.  Add those truths into the mix and we can see what a phenomenally expensive, chaotic and disruptive new technology this is, but the actuality of total autonomous transport could be astounding!  Not something that’s everyone’s cup of tea but definitely worthy of at least partial implementation.  Maybe that’s the way it is going to be introduced, subtly and gradually over time so people can get used to paying for it as well as using it.

How To Identify A Boy Racer Car

We might loudly proclaim that we hate them and that they’re annoying, but deep down inside any serious motorist, very well hidden indeed, is a wee bit of a boy racer. Just a little bit of one.  Otherwise, why would we be so drawn to high-performance vehicles with motors that roar and purr?

All the same, few of us over the age of 35 would really admit to being a boy racer, especially if we happen to be girls. We keep that part of us well hidden and only let it out in small doses occasionally.  We drive sensible family vehicles.  If we do get to the point where the budget allows us to plonk down our hard-earned cash on a high-performance vehicle, we prefer something that combines true performance with understated style. Others of us, of course, simply own the whole boy racer image and want a proper boy racer car that looks the part. Or, more precisely, the sort of vehicle that a boy racer car aims to imitate.

The true boy racer car isn’t quite the same as a high-performance machine. To really qualify as a boy racer car, one has to take a fairly sporty number that doesn’t cost the earth (Nissan Skylines and Subaru Imprezas used to be fairly popular but there are others) and then modify it like crazy. Not just any modifications, either. If you tinker with and tune the engine to boost its performance, what you can end up with is a “sleeper” – a vehicle that might look ordinary but isn’t. Boy racer modifications are all about attention-grabbing looks… and sounds. It’s about making heads turn, especially the heads of younger drivers. It’s the motoring equivalent of pouring on half a bottle of aftershave in an attempt to impress the ladies (note: we’re not going to be that impressed).

These vehicles are referred to in the US as “ricer cars”, which is a gender-neutral term. However, I have a suspicion that this may be a slight racial slur, as I have no idea what these cars have to do with rice, apart from the fact that the cars that usually get these modifications tend to be of Japanese origin, though not always. I’ve seen pictures of some BMWs, Fords and Holdens pimped up like crazy. So “boy racer car” is what I’m going to have to call them – I mention the term only so you can have fun Googling bad examples.

To be a true boy racer car, at least three of the following modifications ought to be present:

• Dramatically lowered suspension. This seems to be the only actual mechanical fine-tuning done to a boy racer car, as the aim is to improve the handling and make the ride a bit stiffer just like a real sports car. The rule seems to be that the lower it is, the cooler it is. Just don’t take it so low that you can’t clear the kerb or speed bump.
• After-market spoilers. If done well, a good after-market spoiler will give extra grip and improve the on-road performance. It’s a matter of aerodynamics. However, the stereotypical boy racer hasn’t quite got it into his (it’s usually his, rather than her) head that it’s not how big it is but how it’s applied that counts. What you’ll end up seeing on a boy racer car is a massive spoiler. Sigmund Freud wouldn’t be in the least bit surprised…
• Other body kit. If you can’t actually lower the suspension, make the car look lower by adding side and front skirts.
• Fancy paint jobs. Go-faster racing stripes and decals are just the start. The idea is to look something like a professional racing car but without actually having any sponsors. There seem to be two main schools of thought in the paint jobs of boy racer cars. One goes for the racing car look, with longitudinal stripes and chequered flags. The other type goes for bright custom colours, often neon green, purple, hot pink and similar gaudy shades.
• Aftermarket alloys. OK, this one isn’t unique to boy racer cars and it is possible to put on alloys that look tasteful and add a bit of personality. However, if the alloy wheel is enormous and/or brightly coloured, it’s definitely getting into boy racer territory.
• Tinted windows. Not just subtle tinted windows or tinting that comes from the factory so that you aren’t dazzled with glare on a bright sunny day. We’re talking about stick-on tinting from your local automotive supplies shop so dark that you can barely see who’s in the car.
• Bonnet blowers. While these have a serious purpose if the vehicle in question has been given an engine upgrade and needs to be cooled more efficiently, in a true boy racer car, it’s for looks. Again, the mentality seems to be that the bigger the better. Never mind that something that big is going to interfere with the aerodynamics.
• Loud exhausts. Nothing says “performance” like an exhaust that roars and screams like an animal. This feature is found on classier vehicles as well. Jaguar designers, for example, are known to carefully tune the note of the exhaust so that it evokes the perfect visceral response. Boy racer cars, however, don’t have quite the same type of finesse and just go for decibels.
• Even louder stereos. If they can’t go fast enough around town to bring the noise of the exhaust into play, then the stereo is the way to catch people’s attention from at least a block away or two. The stereos have enough bass to make the ground shake and the vehicle vibrate visibly to the point where onlookers wonder if it will make the ridiculously big spoiler held on with superglue fall off.

If you think I’ve missed any of the key characteristics, then add your suggestions in the comments below!

2020 Nissan Juke ST: Private Fleet Car Review.

This Car Review Is About: A substantially changed Nissan Juke. It’s the second model Australia has seen and the first wasn’t received with open arms due to its controversial styling. It’s still not pretty but in the greater context, it is a far better looking vehicle. There are four trim levels: ST (tested), ST+, ST-L, and the top of the range Ti.How Much Does It Cost?: Nissan’s website lists the range as starting from $30,490 drive-away for the ST. The range tops out at $39,490 drive-away.

Under The Bonnet Is: A three cylinder petrol engine with a turbo. Thankfully. Peak torque of 180Nm comes in at 2,400rpm and that’s barely enough to spin the seven speed dual clutch transmission. peak power is double figures at 84kW. In comparison Kia’s Picanto GT-Line has 172Nm but that’s available from 1,500rpm to 4,000rpm. The fuel tank is a decent 46.0L and economy, says Nissan, is 5.8L/100km on the combined cycle and given we’ve been seeing 6.8L/100km on our 70/30 urban/highway sprint, that seems spot on. Dry weight is 1,251kg.On The Outside It’s: A distinctively different vehicle for the second time round compared to version 1. The profile has a similar stance, with a steeply raked rear window line and hidden rear door handles, but it’s the front that has copped the biggest makeover. The distinctive mid-set headlights have been revised to reduce their prominence, and the formerly high-set driving lights that rode the fender’s ridge have been brought down to engage the top of the V grille for a far better integrated look. The rear loses the ovoid and bloated V shaped lights and now have a slimmer, more integrated, look. They’re sharper, have restyled interior designs, and go closer to matching the restyled front.On The Inside It’s: A comfortable place to be for an entry level vehicle. It’s a key start, for, umm, starters, with manual seats and no heating or venting naturally. They do have a surprising amount of lateral support and have adjustable lumbar support too. There is no DAB audio via the 8.0 inch touchscreen which again doesn’t default from the warning screen at all. It does have Android Auto and Apple CarPlay.The aircon is a bit off, as the lowest fan speed is sometimes too much in flowing air, and sometimes the coolest setting of the rotary dial is warm air, even when using the slightly redundant non-recirculating air tab. By slightly redundant, one tab to have recirculate on or off should suffice. The centre vents are three, a little unusual in count, and sit in a nicely hued grey plastic. This extends to the storage locker free centre console, which does, at least, house a pair of cup holders. At the dashboard end is a USB and 12V port pairing.

For the driver there is a colour info screen, accessed via tabs on the tiller’s left spoke. It’s friendly to both use and look at. Either side are standard looking analogue dials. It’s the same for the central dash controls; radio and aircon are dials and aside from the airflow, work as they should.Cargo space is decent enough with a lowish lip and a floor that’s under the lip itself. This isn’t terribly common for the class of vehicle as most have either a floor close to the load lip or level with it, so here it’s a pleasant change to be able to drop things down.

It’s the same with the seating and room. There’s good head, shoulder, and leg room for pretty much anyone that doesn’t play football or basketball. Leaving aside the lack of a centre console bin, there was rarely any sense of the front passengers rubbing elbows, and the rear pews, suitable for two people really, delivered no sounds of protest in regards to feeling cramped.On The Road It’s: Jeckyll and Hyde. The engine and DCT combination is abysmal. The DCT is problematic at best, with gaps that the Grand Canyon would think are huge when it comes to swapping between park, Drive, reverse. The time to re-engage is measured by calendars, not seconds. the problem is exacerbated by the time it takes for any torque to arrive on the scene when the accelerator is pressed at a Stop sign, for example. A driver could say “Beetlejuice Beetlejuice Beetlejuice” quicker than it takes for forward momentum to commence.

Once the Juke is underway and there is that characteristic three cylinder thrum, a wonderfully benign chassis is displayed. There’s a proper heft to the steering, good communication from the front wheels, almost agreeable braking feedback as well. It’s almost as if there were two different personalities for the Juke… The chassis dynamics aren’t the best in class but there isn’t a lot to dislike either. It’s decently composed in normal driving situations, with only the bigger and closer irregularities making the Juke feel uncertain on all four corners. Bump thump on speed reducers were noticeable more for the upper end of the suspension feeling softer otherwise the ride quality is of a pleasing enough level.

The best way to get the Juke rolling is with a egg-sensitive squeeze of the throttle. This tends to clamp the clutches together in a smoother manner and allows the progression of the go-pedal to engage the engine in a quicker manner. Coming into traffic from an intersection is where this method worked best, as once the car had some forward movement a harder press saw revs climb and take hold of those 180 torques. Rolling acceleration was much the same. There are two paddle son the steering column and these made a marginal improvement to how the driveline did its thing.The brakes are drum and disc, however the benefit of the Juke’s comparatively light-weight mass overcomes the ancient design of the drums. There was noticeable hints of the system feeling overwhelmed at times, with the ABS on the verge of intruding before deciding to sit back down.

A minor niggle was the Auto Stop/Start. On pickup, a fault light was displayed and using the tab to engage & disengage the feature did not remove it. However, later in the day, the system appeared to have reset as it didn’t show again.

What About Safety?: Juke in ST trim has six airbags, plus what Nissan term “Intelligent Emergency Braking” with Pedestrian and Cyclist detection. That’s elsewhere known as Autonomous Emergency Braking….Forward Collision Alert, reverse camera, Lane Departure and Blind Spot warnings are standard, as is Rear Cross Traffic Alert and rear parking sensors.

What About Warranty And Service?: Nissan offer all vehicle five years worth of 24/7 roadside assistance. That’s a good sweetener to start with. Then five years and unlimited kilometres carry the nice further. servicing costs will vary depending on vehicle however Nissan’s website has a link to allow owners to enter their VIN (Vehicle Identification Number) to provide a more concise pricing idea for the six capped price services.

At The End Of The Drive. The Juke ST suffers mostly from an under-torque delivering engine and a gearbox better suited elsewhere. Our final economy figure was still 6.8L/100km and we couldn’t help but feel that a more conventional transmission or, lawd help us, a CVT, would be better suited for the tiny 1.0L. Aside form that, it’s a decently enjoyable drive, with good handling and ride. It’s roomy enough inside for four and has the features the “younger people” would enjoy with the apps for connectivity.

Check out the Juke ST from Nissan for yourself here.