Driving in Australia
Speed Limiters Will be Heading Down Under
Those driving trucks will already be all too familiar with speed limiters, but it looks like the rest of us could well be confronted by the same prospect. You see, the European Union earlier this year sought to introduce new legislation that would make it mandatory for new cars to come with a series of safety aids previously deemed optional.
Some of these measures would be no surprise to Australian drivers. The likes of autonomous emergency braking and lane departure warning are slowly becoming more commonplace in the latest vehicles. Other features however, would be raising a few eyebrows.
Take alcohol interlock installations for example. Many Aussies would view these as much a punitive measure and infringement of our rights, than a precautionary safety aid – even though it could go some way to reduce alcohol related road trauma. And then you have speed limiters. While in theory the premise that speed kills has been discussed extensively, there is argument in some quarters that this type of intervention might not have the desired impact.
What’s happening
Changes are not expected to unfold for some time, however the leading indicator will be the European market. With legislation set to come into effect in May 2022 – and 2024 for vehicles already on sale – it provides manufacturers and motorists with ample time to facilitate the changes.
The Europeans aren’t going it alone mind you. They’re actually taking heed of the suggestions being put forward by the United Nations, which is surprisingly taking a lead in this area by putting forward a proposal for such technology.
By now you’re probably thinking, so what, Australia has its own road rules and governance initiatives in place. That may be the case, but we are part of a working group helping the UN tackle this ‘issue’. Let’s also not forget that shared testing practices are common between jurisdictions, as is the case with ANCAP and EuroNCAP. This extends to the mandatory inclusion of AEB and lane-departure warning for a 5-star safety score.
Behind the scenes, what you may not also be aware of is an initiative that ANCAP has been undertaking for some time. They have been engaging in telemetry to assess the accuracy of speedometers in new cars. The thing is, one barrier standing in their way is provisions in the law permitting manufacturers to calibrate speedometers as much as 10 per cent higher than your actual driving speed. On top of this, speed sign recognition and GPS precision are hardly foolproof.
Aside from the concerning implications this sort of technology could have during overtaking conditions, particularly in rural areas, and the regulatory overreach that will aggravate many road users, something else is clear. Speed is a definite factor in accidents, but we already have a variety of initiatives to tackle this. Even if we become compelled to follow in the EU’s footsteps, as it appears will be the case, we’re certainly nowhere near ready.
Are Skinny Lanes the Solution to Congestion on our Roads?
There’s no escaping it, our roads are congested across the country. It’s a nightmare for all of us. After all, nobody takes joy being stuck in traffic. It extends our commute and leaves us with less time for the things we actually want to do. We should be wondering, what’s being done about it?
Sure, we have tolls. There are also proposals for congestion charges to reduce demand for road use, or otherwise share the road in more efficient ways like giving priority to car-pool vehicles. Governments are also investing billions in infrastructure, much of which is dedicated to roads and highways. However, does that all go far enough? Is there another simpler solution sitting right under our noses?
One of the more radical ideas floating around in the news this past week was ‘skinny’ lanes. That’s right, it is exactly what it sounds like. The idea being, our road network remains largely the same. But in place of laying down new bitumen, space would be squeezed from existing lanes to create a new, narrow lane designed specifically for motorbikes and / or smaller cars.
Contrary to what you might be thinking, the idea isn’t one that was hashed out by two high school students. Nor was it conceived with the inspiration of a couple Friday night beverages. In fact, this has come straight out of the well-known and highly regarded think tank, the Grattan Institute.
Is it really feasible?
On paper, it sounds novel to expand capacity on our roads, without actually expanding physical capacity. The urban planning side seemingly checks out. From a financial perspective, it’s definitely a cheaper proposition than building new roads. Plus, roads wouldn’t need to be closed anywhere near as long as they would if extensive construction were to be required to upgrade roads and interchanges.
But there is one important thing being overlooked here. Australians are increasingly shifting away from smaller cars to mid-size vehicles. Some experts point to these larger vehicles being at fault for the congestion, although that really is debatable. Small cars still represent a huge portion of fleet, but if we do not remain cognisant of the clear trend, then we could be jumping to a ‘solution’ that won’t align with the way we are actually using our roads.
One could argue that such an initiative has the potential to shape car selection among new car buyers. There is some merit to this argument, but at the same time, that is also what has been said for electric vehicles – we all know their adoption has been underwhelming at best. Then you also have the issue of giving exclusive priority to certain road users, when at the end of the day we all still pay car registration to be afforded the same access on public roads.
Comparisons are inevitable with European markets, where narrow lanes and smaller cars correspond with fewer road fatalities. What is missed in those examples is the greater access they have to public transport, in addition to the compact size of their cities. On the other hand, our commute extends much further, both geographically and by purpose.
As novel as the idea may be, it’s clear it is one that needs a rethink. What do you think of proposed skinny lanes to reduce congestion?
4 Essential Driving Apps
As Australians come to depend on their mobile phones for just about everything we do, developers have sought to capitalise on that trend by extending it to our daily mobility and driving. With apps covering the spectrum from navigation to parking, safety, entertainment and saving money – there is usually a solution for whatever you are searching.
While restrictions obviously prevent us from using our phones behind the wheel – and definitely don’t do this – we still have so many ingenious apps to choose from. But which ones deliver the most bang for your buck? Here we take a look at 4 essential driving apps.
Waze (iOS/Android/Windows)
Recently in the news for what some might classify as controversial reasons, Waze is a free, community based GPS and maps app. Peer-to-peer information sharing has led to a surge in its use and value. The purpose of the app is to allow road users to advise one another of hazards, delays or impediments on the road.
Of course, it was only a matter of time before users would start sharing information on mobile police locations. Nonetheless, Waze allows you to plan your trip according to real time information. When you have so many eyes out there doing the planning for you, that’s as good as any computer simulation can achieve.
PlugShare (iOS/Android/Windows)
This is a niche app dedicated to electric vehicle owners, or at least those who intend to venture down that path in the not too distant future. It is another peer-to-peer community app, albeit instead of just sharing data, here you are also sharing access to the electric grid network.
That’s right, not only can you see the charging network across the country, but you can view the location of users who have offered their own power supply to keep you going on the road. The search filter allows you to hone your focus to any specific needs you might need, including charging network, charger type, whether it is a free or paid charging station, and much more.
Fuel Map Australia (iOS/Android)
Making it three from three, Fuel Map Australia (formerly FuelMap) is a “crowd-sourced database of petrol stations and fuel prices from all across Australia”. It allows any user to add and edit the location of fuel maps wherever you’re located, as well as add pricing details as well. With filters allowing users to sort by pricing, you’ll have few issues finding the cheapest fuel in your neighbourhood to save yourself a pretty penny. As a bonus, you can also monitor your fuel economy and log purchases.
Google Trips (iOS/Android)
A tech list would not be complete without the addition of Google, so it’s little surprise we round out this selection with its Trips app. Perfect for the travel-oriented driver, or weekend adventurer, the real benefit here is the integration of plans and itineraries. You can track your destinations and identify tourist attractions nearby, as well as sights, activities and entertainment options as well. Even better, if you have reservations lined up in your calendar, they’ll flow through seamlessly.
Make sure you install these apps on your phone before you head out onto the road.
2019 Lexus LS 500h: Car Review.
This Car Review Is About: The Luxury Sedan in the luxury arm of the Toyota family called Lexus. Named the LS 500h, with the h standing for hybrid, it’s a long, long, car that’s packed full of tech, niceties, and a couple of quirks.
What Does It Cost?: $196,125. That’s before options, government charges, and delivery charges at the dealership level. It’s a fair bit of coin and places the LS 500h firmly in the same area as the Audi A8 and entry level BMW 7 Series. However, the Lexus website indicates a driveaway price of not much more than $203,500 for the LS 500h in Luxury trim. Add in the Sports Luxury package and that’s up to $209,400. From here there are enhancement packs that include items such as handcut Kiriko glass and hand-pleated black leather.
Under The Bonnet Is: A ten ratio, super slick, automatic that is bolted to a battery pack and 3.5L V6. Peak power is quoted as 264kW. The non-hybrid version has 310kW and 600Nm from a twin turbo V6. Economy is quoted as 6.6L/100km. Emissions are 150g/km. We reached an average of 9.7?100km on a 70/30 suburban/highway cycle.
On the Outside It’s: Dominated by that air intake that’s made of 5,000 individual pieces. Lexus handcraft the spindle grille and in their own words: “The design process behind the grille would be considered extravagant if the result were anything less than visionary.” Indeed. The 5,235mm length starts with that, and that huge grille sees full LED illumination either side, both in headlights and the separate driving/indicator lights.
At just 1,450mm in total height, the LS looks longer than that length measurement suggests. Such are the proportions that the driver is placed at the halfway point of the car. Subtle lines highlight the gentle upswing of the rear window line before a surprisingly small bootspace of 440L finishes with LED tail lights. Both front and rear indicators follow the Audi-eque style of flashing longitudinally in sequence, rather than all at once. Rubber is Bridgestone’s Turanza and at 245/45 front and rear on 20 inch diameter chromed alloys, it makes for an impressive footprint.
On The Inside It’s: An impressive place. There are: Heated and vented front seats with three memory positions. Heated and massage capable rear seats. Blu-ray player and screens for the rear seats. 23 speakers of DAB quality sound from Mark Levinson. 12 airbags. Quad zone airconditioning. A passenger side section of the dash that lights up internally. Mood lighting. Rear and side window sunshades, which sees the rear lower on engaging Reverse… And that damnable touch interface on the centre console. It’s time to bench it and go for something ergonomically and user friendly. There’s also no wireless charge pad…The centre console houses some operating buttons and one is for the height adjustable air suspension.
Back to that touchpad. Even allowing for touch and sensitivity setting changes, it’s not intuitive in usage. The cursor on the 12.3 inch display screen never seems to correctly line up with the icon being sought, some options are a swipe as opposed to a click like a mouse, and the menu system itself doesn’t always make for user friendly interpretation.
The seating position for each pew is simply operated. The driver’s seat moves when power is switched off to provide lift and space for easier exit from the car. The rear seats have multiple modes for top of back, lumbar, and lower back massaging. It makes for interesting passage for the rear seat passengers, especially those that are in late primary and early high school. Because there is a screen each, their comfort level is higher than a single roof mounted screen. However, their centre fold out console which has a touchscreen for aircon and audio, allows the rear seat passengers to control audio for the front seats too…a separate audio source for headphone wearers would be more suitable.
For the driver there is a classy looking binnacle and dash. Leather material surrounds the area and is stitched. The screen is full colour and changes in look depending on which drive mode is selected via the toggle dial on top left. Normal mechanical analogue gauges on either side show fuel and temperature. There is a HUD as well. This shows a broad variety of info but the display is limited to being adjustable for brightness and height only.
Design wise, the dash showcases and mirrors the grille. Sine wave lines stretch from side to side, and in front of the passenger is a translucent panel that is lit internally to match the lines. The stitching in the seats in the test car also matches the stitching and dash, making for a cohesive appearance. What’s also cohesive is the feel of the centre console storage lid. Buttons on either side allow the lid to be opened in either direction. It’s a small yet eminently usable feature.
Out On The Road It’s: A mix of power, grace, sportiness, and hmmm. It will launch, and hard, from a standing start. It will handle back country roads, of rutted surfaces and sweeping corners, as easily as it does smooth highways and suburban roads. It can be driven with verve and a nod towards sports as equally well as it can be driven gently and politely. The hmm is the reaction time from the air suspension.
As much as the LS 500h can waft along, hit anything of a height of five centimetres or more at certain speeds, and rather that “pillow” over the top, there’s a solid bang instead. It’s a small jolt, to be sure, but a jolt nonetheless. It isn’t a common occurrence either, as the car isn’t intended to be driven in such environments to invite those intrusions.
We took the LS 500h on a drive loop from the Blue Mountains to Kiama via the Hume Highway, the Mount Keira road near Wollongong, then back via the Jamberoo Road through to Robertson, home of the The Giant Potato, then back roads north through to Mittagong and along the Hume again. It’s a superb and relaxed cruiser on the freeway, with plenty of noise insulation keeping the extraneous noises to a minimum.
Sink the slipper and the V6 roars into life. There’s an odd note to it, but in a good way, with a hint of V8 to the tone. Acceleration is indecent for a big car, and the power steering assistance is calibrated to provide instant response to the slightest touch. Drive itself is engaged via a rocker switch selector, with Park engaged via a push button.
Get into the winding roads heading down to Wollongong and out from Kiama, and the chassis sits flat, allowing the steering and drivetrain to perfectly combine for a drive experience best described as exhilarating. The Lexus can be pushed hard, harder than expected, with a surefooted and confident approach. Range Road, just to the south east of Bowral, the home of the Don Bradman museum, showcases the ability of the chassis, with varying road conditions meeting sweeping turns before sharp corners that test the brakes and handling. Apart from the aforementioned bang from the suspension occasionally, the LS 500h shone brightly.
What About Safety?: A four position camera system allows for 360 degree viewing and the high definition display screen makes for crystal sharp viewing. Depending of trim level there are ten or twelve airbags. The LED headlights are adaptive in direction and the rear lights flash under emergency braking. Naturally Rear Cross Traffic Alert and Blind Spot Monitoring are standard, as is Autonomous Emergency Braking and Pedestrian Detection. Radar Cruise Control with distance adjustment is perfect for the highways and freeways. The bonnet is pedestrian friendly, with an emergency pop up system if the sensors read an impact. There is also Front Cross Traffic Assist, alongside Lane Keep Assist and Roadsign Detection. The Front Cross Traffic Assist is very handy in areas such as the Kiama lighthouse carpark.
And The Warranty Is?: Still just four years or 100,000 kilometres. On a service booking, Lexus may provide a loan car or organise a pickup & return for a home or business address. More info on owner benefits can be found here.
At The End Of the Drive. The question is simple. Is $203K worth the ask? This car will appeal to a wealthy and retired audience, or perhaps a niche chauffeur service. There is no doubt at all that the car can be driven in a hard and sporting manner just as easily as its more likely purpose. The trackpad interface is only a small part of the experience, yet it’s a series of papercuts that overcomes any supposed advantage. The economy could be better too, but again the intended market wouldn’t worry about fuel costs. As an example of technology in an automotive sense, it wins here.
Have a look at the details here.
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