Private Fleet Car Review: 2015 Ford Kuga Titanium Diesel.

A Wheel Thing was penciled in to drive the petrol version however a slight scheduling rearrangement had us in the diesel instead. A long country drive to the mid south coast of NSW proved an ideal test.

Powersource.
There’s a range of engines available for the small midsizer SUV, including 1.5L EcoBoost engines. The diesel fitted to the Titanium is a 2.0L unit, with a redline starting at 4500 revs, max torque of 400 Nm from 2000 rpm through to 2500 and maximum kilowattage of 132 at 3500 revs.

The transmission is a simple to use auto, with six forward ratios and a lever seen in other brands. It’s slick, smooth and the Sports mode is redundant, as the torque available is more than enough for any style of driving.

The manual change is done via a rocker switch on the top right of the lever, with the lever itself (too easily) pushed into the final slot rearward, leaving the driver somewhat nonplussed as to why revs have climbed but the gear change hasn’t happened. The now more user friendly sideways motion to select Sports should be employed here.

The Suit.
Based, as it is, on Ford’s massively successful Focus range, there’s a clear resemblance to the donor design. Naturally there’s extra ride height atop the 19 inch alloys and Continental tyres, with front and rear designs inspired by the Focus sheetmetal. It’s not hugely different to the preceding model but enough to look newer.

The front bumper has two deeply inset sheets of plastic, almost looking like radiators, with a V creaseline starting low down before running full length and taking the eye to the jewel style tail light set.
The electronic tailgate has a false bottom, with a plastic attachment that appears as if it’s meant to stay attached when the tailgate lifts up. The rear is tidy, overall, the front is a bit “busy” with the amount of visual interference there.

In profile, the Kuga has a pronounced wedge shape, with that crease line from the front running parallel to one on the lower doors, with both flanked by broad shouldered wheel arches and the windows terminating in a definite triangle piece atop the rear lights. It’s got a measure of masculinity about it and is appealing to both men and women.

The dimensions help with its presence: 4524 x 1838 x 1701 mm and the Kuga sits on a 2690 mm wheelbase; clearance is just under 20 mm while approach and departure angles are 21.2 and 27.7 degrees.

Rubber is Euro spec Continentals, 235/45 on a 19 inch alloy.

On The Inside.
It’s a virtual carbon copy of the Focus, bar the airline style tray tables on the rear of the driver and passenger front seats. There’s comfortable seating for five, a reasonable 406L of cargo space with the seats up (a lick over 1600L with rear seats folded), the deplorable console layout for the radio etc (the Titanium does come with, joy of joys, a DAB tuner!) and some easy to read selectable info on both the driver’s and console screens.

Interior room is well used: a considerable 1421 mm of shoulder room for the front seat passengers, 1398 mm for the rear and with leg room at 934 mm for the rear seat, there’s certainly no feeling of being hemmed in. Fabrics and plastics are of a high quality, with a soft touch feel to the trim. Safety is taken care of via airbags aplenty, including thorax and pelvis, there’s Hill Start Assist, Trailer Sway Control, 3 12V sockets and more.
For those that like a bit of space, there’s a glass roof as well.

On The Road.
The “Control Blade” rear suspension, along with the McPherson strut front provides superlative handling across almost all road surfaces, with minimal noise intrusion. It’s got a quick steering rack which makes parking a doddle, as are lane changes. Suspension setup is firm to start, with just enough initial give to not allow too many bumps in.

Acceleration is responsive to the lightest touch when on boost, but is a touch toey from idle to “on”, where it’s like a lightswitch, with something….something….then BANG! as the torque suddenly manifests. Although the spec sheet says the Titanium is an all wheel drive car, there’s moments of very noticeable torque steer as the gears change under heavy acceleration.

Braking is beautifully balanced, with a wonderfully modulated pressure point as you squeeze down and there’s a hint of touch; down further and there’s a linear expression of slowing as you do. It’s confident and confidence inspiring.

The Kuga Titanium also has radar assisted crash avoidance technology, which also doubles as a cruise control activated system; it reads the car in front and will slow or accelerate as required, with a preset speed logged in to the cruise control system. That same radar setup will alert you to a vehicle slowing suddenly in front and will flash lights and sound an alarm.

The Kuga Titanium has a kerb weight of 1782 kilograms, it’s noticeable in the fuel economy. Drinking from a 60 litre tank, Ford quotes 5.6L per 100 kilometres (combined); on a trip to Bega, the famed cheesemaking area of NSW, the dial barely moved from 7.7L per 100 km. Admittedly that was with a bit of luggage and two adults plus two kids, but it was somewhat disconcerting to see the dial sitting a just a quarter full at Cooma.

The distance from home to there? Just 404 kilometres…The return journey saw cruise control used from the southern end of Lake George, just north of Canberra to Campbelltown; economy improved marginally, to 6.6L/100 kms. It’s some way off, on a highway cycle, the claimed combined cycle from Ford. Towing is 1500 kg, braked.

The Wrap.
Although, ostensibly, an all wheel drive capable vehicle, it wasn’t taken off road during the week as tarmac is where 99.999 ad infinitum % of these kind of vehicle will live. It’s roomy enough for a family, comfortable enough, user friendly enough bar the centre console layout and it’s certainly a handsome enough looker.
It rides and handles and goes well enough, however the diesel engine economy seemed to be the sticking point.

The range starts from $31K, with the Titanium a not inconsiderable price of near as dammit $51500 without options and metallic paint…it’s a fair ask, compared to its competitors.
For details and pricing, head to http://www.ford.com.au/suv/2015-kuga/specifications/spec-options

For A Wheel Thing TV: https://www.youtube.com/watch?v=3pVVo3c4tHY&feature=em-upload_owner
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Has the BTCC just stolen the show?

Image Credit: BTCC.net

The British Touring Car Championship blasted back onto the scene at Brands Hatch for the opening round of the 2015 season. As the dust clears on what can only be described as a sensation return to form, the time has come for some evaluation. With other world series underway, how has the BTCC fared? The world of motorsport is ultimately for the collective enjoyment of the drivers, teams and fans. And after what I had the pleasure of witnessing on Easter Weekend, I am starting to believe. Has the BTCC stolen the show?

From the outset, not that it really needs stating, I must mention that as a passionate fan of the BTCC this may just be a little biased. But I am a firm believer that everything is subjective, as objectivity does not exist. But that’s another story. Having followed the series from my childhood years in the 90s I have been a first hand witness to the changes and evolution undergone by the series. From the days of astronomical budgets and worldwide glory, to the years of lacking driving standards, I have been there for all of it. Since the introduction of the NGTC regulations, the championship began to take a sudden turn for the better, with a staggering 31 car grid last year. How could that be topped? Was it possible? As I made my way home from the opening round at Brands Hatch, the answer was all too clear. Not only has the BTCC managed to outdo its dizzying heights of 2014, but it might have killed it all stone dead and just stolen the show all together.

I realise that this is a bold statement to make but when the evidence is there it is hard to deny. My first point comes from a few months back where the BTCC was voted by Autosport as one of the greatest touring car series in the world, only falling behind DTM. On that note, I do find it ironic that the BTCC was voted one of the worlds best, far above the WTCC which you would have assumed would be the top touring series. But more on that later. All of this took place in the close season, before the BTCC had taken to the track for the first round at Brands Hatch. Having been there for every moment of the first BTCC race weekend of the year, I can categorically say that things have changed. And what an amazing change it is.

This is not staged, that is how close the finish was. Image Credit: BTCC.net

Just look at the intense criticism launched at Bernie Ecclestone and F1 recently; teams threatening to leave and dwindling attendance figures. The world is being sent into a laborious pit of predictability with the consistent Mercedes domination, broken on occasion by the plucky Ferrari of Vettel. I could even use almost the same description for the state of the WTCC, except there is no breaking Citroen domination. They are everywhere, and there is no stopping them. So while the FIA continues its relentless offensive on the state of world motorsports, the BTCC stands firm.

Even before the racing began, let us not forget that the championship has been blessed by not one, but two teams that are raising money and awareness for charities. Infiniti with Support Our Paras alongside the #RacingForHeroes (as part of Power Maxed Racing who are an official partner of Help for Heroes) represent a true first in motorsport, and a step forward in the effect motorsport can have in wider society. In both cases, not only are these teams supporting their individual charities, but they are both aim to give our injured veterans a chance to work as part of a race team. You read all the time in the news the sad stories of ex-soldiers who are struggling to make a living, so it is so inspiring and almost revolutionary for the BTCC to be having such concepts as this. Hopefully from their example, the rest of the motorsport world can follow.

The BTCC / TOCA format is the biggest and most successful in Europe and every year it goes from strength to strength. From the 3-race format of the BTCC which makes perfect viewing for both on-track and television audiences (especially at a time when people want instantly accessible action, and not longer endurance viewing), to the outstanding support package, the overall weekend feel is one you will get nowhere else. The rejuvenated Clio Cup and Carrera Cup UK saw non-stop action throughout the weekend. The Porsches last year were often when people would lose interest, but there was no way I was going to take my eyes off the action for even a single second this year. The two Ginetta championships showcase both young talent and those hoping to transition into GT racing, and the skills are undeniable. Finally, the introduction of the MSA Formula for 2015 proved to be a never ending thrill ride alongside the touring cars. Most fitting was the moment that Ricky Collard won his first race, just before his dad Rob Collard went out and won the first BTCC round of the year.

A truly multi-generational win for a multi-talented family in a multi-faceted race series.

In case you were worrying, I have not yet forgotten the racing itself from Brands Hatch. As they say, it is better to save the best for last. Throughout the mid 00’s, it was often the case that there would be the one dominant team or driver that would consistently fill the top places. Even in the last few years, the winner may not have been so clear cut but it was usually a combination of WSR, Honda and MG in the top places, often even the same for the reverse grid too. The impressive pace of Tingram and Morgan can only get better over time, and they are slowly but surely climbing up the order. Furthermore, fan favourite Austin and team mate Abbott have been showing that they are a team to be taken seriously in the Exocet Audi A4s. Well, if of course we forget the whole ball-gate scandal.

The BTCC still has drama a plenty in 2015. Image Credit: BTCC.net

The results from Brands Hatch reflect the unpredictability that will make this years championship beyond exciting. Let us not forget that the gaps between first and second across the three races were 0.4, 0.04 and 0.1. If that is not close racing I don’t know what is. Long gone are the days where they might be a run away winner who wraps the race up by the first corner. If the success of the first rounds could be summed up in one single moment, then the battle between Shedden and Priaulx for victory in the second race is that moment. If you are going to make a return to the BTCC after going off and triple conquering the world championship, then securing pole for the first race and engaging in one of the most entertaining battles of the weekend for the win is definitely how to do it. Many doubted Priaulx’s abilities upon his return, but it is safe to say that they have been silenced.

On the other end of the spectrum, the Jack Sears contenders are showing that rookies can show the establishment what’s what. Josh Cook especially managed an overall 3rd in first practice, and spent the rest of the weekend battling with some big names like Rob Collard, team mate Dave Newsham and Rob Austin. I foresee the battle between Cook and Bushell (in the AmD Ford) throughout the year will be fierce and spectacular. They may not be a new team, but the new look BMR boys have taken the BTCC field by storm already. Interestingly, it is Aron Smith who is fast becoming the man to watch for the 2015 title, over the two double champions Plato and Turkington. Will it be two titles in a row for the Irish in the BTCC?

Team BMR are looking good for a title challenge this year. Image Credit: BTCC.net

The overall quality of the racing from Brands Hatch was sensational, whether you were concentrating on the action at the front, mid-pack or even towards the back. In fact, one of my fondest memories of the weekend comes from race two where there was a train of 12 cars nose-to-tail from the green light to the chequered flag. The NGTC regulations have created a series with such an emphasis on performance parity yet retaining variety that the resultant races are jam packed full of action, drama and entertainment. The added aspect of the mysterious soft tyre has also played a significant part in proceedings already. We saw Priaulx fall off the edge of a cliff he didn’t even know was there in the first race, Collard driving backwards in the second race and Plato charging one step forward then taking two steps back in the final race. Surprisingly (or not) the Hondas seemed to manage the soft tyre in a way that Matt Neal was still able to take the final race win of the day. I have never been one to praise ‘tyre talk’ politics in race series but the soft tyre has added a whole new level of unpredictability that will change from track to track. Planning for the unexpected is difficult, which will throw up some surprises across the 2015 season.

The standings going into Donington this weekend reflect the excitement that is yet to come in 2015. Who would have expected to see Jack Goff in an equal points lead with Matt Neal, with Plato suspiciously absent from the top 10? And with Priaulx on such form, will he really afford to be able to miss some race weekends this year if he has a title to be fighting for?

Can Priaulx continue his success in 2015? Photo Credit: BTCC.net

We may have only had the opening round of the year, but the BTCC is fast becoming THE motorsport series to follow in the 2015 season. It has had everything from triumphant returns to the championship, close battles and even controversy in the ‘Ball-Gate’ scandal with Rob Austin. With ever increasing track side and television audiences in Britain and the rest of the world, following their favourite drivers and manufacturers, what is there not to love? And unlike some other series, tickets are affordable and a weekends entertainment can be had for £35 or so. Compare that to your average F1 ticket.

With the backbone of the NGTC regulations keeping costs down and focusing on pure thoroughbred racing over strategy and single make domination, the British Touring Car Championship may have just become the best race series in the world in 2015.

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BTCC Memorable Drives: The Amazing Charlie Cox

Image taken from BTCCCrazy.co.uk

Charlie Cox is often remembered as the voice of the latter part of the Super Touring era of the BTCC. Starring alongside Murray Walker in 1997 and John Watson between 1998 and 2001, Cox had a magnificent blend of excitement, drama and inimitable wit behind the microphone. However, it was not just behind the microphone that Cox made a name for himself. It was behind the wheel of his independent Mondeo in 1995 that Cox etched his entry into the evocative history of the BTCC.

The 1995 BTCC season was a landmark year for the championship; it was the first time that aero packages were completely legal on all the cars following the Alfa Romeo debacle from the previous year. Despite that, 1995 also became the year that an independent got a top 5 finish while the championship witnessed one of its most horrific accidents. You may have already guessed it, but it was indeed the Australian Charlie Cox who achieved not one, but both of these.

The first incredible feat came at the first of the two rounds held at the Brands Hatch Indy circuit. As the cars took their places on the grid, the typical Kentish weather began to play her dastardly game. The wet conditions baffled those on the grid; were they to put on intermediate or full wet tyres? As race time approached the rain appeared to lessen, prompting the majority of the field to opt for the intermediates. Cox was one of the few who decided to run with full wet tyres, and what a good decision it turned out to be. As the race began, the heavens truly opened upon the tarmac. For those on intermediate tyres they had to creep their way around the track.

Around the outside! Cox stuns crowds at a soaked Brands Hatch. Image Credit: Youtube

For Cox however, he had chosen the correct tyres and was flying around the Indy circuit, carving his way through the timid field. As cars flew off left, right and centre (including the champion to be Cleland) Cox powered his way towards the front, even setting the fastest lap of the race. I can only imagine that the dizzying heights of his high position got to him a bit as he did manage to lose control on the entrance to Clearways. His pace and performance were definitely apparent as he managed to power past a BMW while recovering from his little lapse of concentration. He would finish the race in 5^th place, just behind the two WORKS Ford cars. If it wasn’t for his spin, I think he would have managed a podium finish.

Here it is, in all its 1995 VHS style quality:

The Amazing Charlie Cox at Brands Hatch

Sadly when the championship reached Thruxton, Charlie’s luck well and truly ran out. As the race began and the field were streaming around, the cameras catch a glimpse of a car from the back barrel rolling its way off the circuit in a truly horrific way. Cox lost the car, which sent him into a spin and then numerous rolls that ruined the car and any chance of Cox escaping uninjured. He was treated for concussion and cracked ribs. The crash itself would rule Cox out for most of the ’95 season, returning only to complete the last few rounds. The car he did return in, the Ford Mondeo (instead of the Mondeo Ghia) turned out to be the first hatchback to enter the BTCC.

Instead of just reading about it, here is what is most likely the scariest crash the BTCC has ever witnessed:

Charlie Cox Crashes at Thruxton

Image taken from: Crash.net

When Charlie Cox returned to the championship in 1997 it was alongside the legendary Murray Walker in the commentary box. Until 2001, Charlie Cox blessed our ear sockets with his charismatic commentary style, complimented by the cool analytical vocals of John Watson (from 98-01).

His character building first and only year in the BTCC will without doubt go into the history books for all manner of reasons.

So, in the immortal words of Murray Walker, this one goes out to ‘the amazing Charlie Cox!’

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F1: Is Retro The Way Forward?

F1 in 2014 was not the most attractive the sport has ever been, for many reasons. Image Credit: Autosport.com

Formula One has and will probably always be the premier motorsport on the planet. However, followers of my writing will notice that it is an area I would usually avoid due to the overriding political nature of the sport, coupled with my general dissatisfaction with the its quality over the last few years. Nevertheless, sometimes something will catch my ever gazing eye, drawing me in like a middle aged man to a Porsche dealership. On this particular occasion, I have read headlines using phrases like ‘making F1 more exciting and dramatic’ and I just couldn’t resist. On top of this is the crushing inevitability of disagreement amongst the teams regarding the implementation of these changes. I think it is time to examine this in more detail.

Before I get into the nitty-gritty of this latest news story, I feel like an explanation is needed as to why I have chosen to relight my journalistic fire in the glamorous world of Formula One. For the last few years, I have held the belief that the sport was getting too repetitive, with too much of a focus on the technical aspects (tyre use, fuel consumption, general pit lane politics). While all of these make for fascinating elements of motorsport, when they begin to detract from the actual racing itself, then they start to become an issue. When the only real overtakes happen in the pits, something is clearly wrong.

Furthermore, with this new “Eco-F1” era we have entered, the cars have become too quiet. And as much as the racing itself has improved the repetitive nature of “Oh look another pole” and “Shock horror they have won” still persists, except these days ‘they’ are Mercedes instead of Red Bull. Considering all of this it comes as no surprise that when I read the plans to reinvigorate F1, my attention was instantaneously obtained.

So what are these proposed changes:

–          Wider Cars (2000mm instead of the 1800mm as it is now)

–          Lower Rear Wing

–          Wider Rear Tyres

–          An increase from 850BHP to 1000BHP

The new changes would give the cars the classic look of the 1990s. Image Credit: Autosport.com

My first reaction to these proposed changes was to question the reasoning behind them. For any fan of motorsport, the increase in BHP requires no justification; as Jeremy Clarkson says so poetically, “POWER!” There are probably very few racing enthusiasts that would be against the idea of 1000BHP. It may only be 150 more than before, but there is something so dramatic and gargantuan about 1000. Even for a casual fan of cars, if I was told that there was a sport where cars were racing with 1000 BHP, I would be an instant convert.

It is with the thought of drama and excitement that the other changes have too been proposed. Having cars that are both lower and wider would return them to the aesthetics of the 90s. When Villeneuve won the world title in 1997, he was the last driver to do so when the cars had a maximum width of 2000mm. The general thinking is that returning to a look synonymous with such an iconic era of the sport will pull in new fans, new audiences and of course more money.

Can we learn from the simplicity of the 90s? If the cars will look like it anyway.. Image Credit: F1Fanatic.co.uk

The modern world wishes to progress headlong into the future, yet the current trends appear to be everything ‘retro’. Whether it is your East London retro clothes stores, the recent Queen comeback and world tour or even the remake of old film franchises, it is currently considered ‘the thing’ to look to the past to be fashionable and modern. Ironic right? Essentially, the thinking behind all these new changes to F1 is to simultaneously address the current issues with the sport while also attracting new audiences. And you know what; I think this ‘historic rejuvenation’ as it were may just be what Formula One has needed. With the new engines and regulations of 2014, the sport became greener on the one hand, but also quieter, more boring (thanks to Mercedes) and magnificently less attractive.

Despite what these changes may or may not mean for Formula One, the biggest talking point is the disagreement between the teams regarding the implementation of these new regulations. Christian Horner and Red Bull believe that the changes should come into effect as of 2016, whereas Mercedes say that it should be 2017 at the earliest, coupled with the need for research to find out what the public really want. In between both of these, it is fair to say that Ferrari occupy the middle ground.

Mercedes are worried that a 2016 introduction will have a detrimental effect on the 2015 season. Image Credit: Sauber

The position of these three teams is so obviously shrouded yet again in F1 politics, and can all be explained as such. Mercedes in 2014 had the far superior car and want to retain that advantage for years to come; if they can delay the introduction of these new rules they can do once again what they did for 2014 and come in with a dominant near-unbeatable machine. Mercedes have claimed that if these new rules came into effect in 2016, it would make the teams stop developing their cars and focus on the new model, but this to me smells of male bovine excrement. I very much doubt that Mercedes genuinely care too much about the public enjoyment over the substantial business and ego advantages of being the top team in the top race series in the world. And on the other hand Red Bull used to be the dominant team and is now jealous that they must play second fiddle to Mercedes, so want the changes to happen as fast as possible to equal out the playing field. Finally there is of course Ferrari who has not really been in much of a competitive position the last few years, hence their occupation of the middle ground. All quite simple really!

At the end of the day, disregarding the politics surrounding the news I have to say that I am excited by these changes. I am not usually a fan of anything ‘retro’ but I do think these changes are the missing link to this new era of Formula One. By making the cars look more like they did in the 1990s, it will remind the audiences of a time when it was all about the racing without all the political ramblings that have since taken over. In 2014, the cars were made quieter and given suggestive noses yes, but they were made more eco-friendly and faster in some respects. Upping the power and redesigning the aesthetics of the car may just be the final piece in the jigsaw to make the sport as great as it once was.

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