Mercedes Commits to a Broad Line-up, Despite Fixed-Price Strategy

Hot on the heels of Japanese rival Honda, Mercedes-Benz is set to restructure its business as it moves towards an agency-style structure in the new car market down under. The move is pencilled in for January 1, 2022, although the luxury auto-maker is still working to put the finishing touches on all the details before then.

Explaining the changes

Like Honda, it is expected that Mercedes-Benz dealers will take on a role whereby they act as an agent for the parent company. With this, prices will also be fixed, the parent company will dictate terms of business, and headquarters will also hold all vehicle stock, thereby limiting the potential for customers to negotiate directly with the dealer.

Unlike its rival, however, Mercedes-Benz has suggested that it will look to differentiate itself in one key area from what Honda is currently doing – that is, by committing to retain the breadth of its model line-up and not cut any entry-level variants.

In supporting this plan, the company points to the fact that it is seeing success in the luxury component of every segment, where it is “winning” in most of these areas. So while Honda might have plans to deliberately streamline its line-up and cut total sales volumes in order to generate higher margins, Mercedes-Benz is going about things differently.

Why there still might be less ‘choice’

Mercedes-Benz will also focus on customer service and satisfaction by addressing core areas that it has identified as important. This includes improving the accessibility to purchase any vehicle from its range online, and also embracing transparent pricing.

Although Mercedes-Benz has committed to its broad line-up, there is still an expectation that each model range will be simplified so as to improve the buying experience for customers by minimising confusion. After all, sometimes too many choices for something largely similar can be problematic for customers who are not yet ‘over the line’.

There is one potential drawback with this. If Mercedes-Benz does opt to simplify each of its model ranges, there is a possibility that optional extras may be ‘built’ into the existing models that are currently more affordable in each range. The risk here is that prices could very well increase, although at this stage details remain to be seen, even if the company has just increased prices across the board for the third time in just over a year.

The good news sees the breadth of Mercedes-Benz’s line-up set to remain, unaffected by the move towards an agency model. What is found in each range, however, will make for interesting consideration.

The 308 To Peugeot: Update Time For 2022.

Peugeot continues its rollout of updates to their range. With the facelifted 2008 available, and 5008 not far away, it’s time for their mainstay hatchback, the 308, to get the magic wand. There’s one key feature to the change, says Peugeot, and that’s to the body styling.

2022 Peugeot 308

The wheelbase has been in creased by 55mm, overall length up by 110mm, and height dropped by 20mm, making for a sportier profile. The A-pillar has moved rearwards and is raked more in comparison compared to the previous model. The nose is the new corporate look, complete with the mildly refreshed lion badge. Peugeot will offer seven colours: Olivine Green, Vertigo Blue, Elixir Red, Pearl White, Ice White, Artense Grey, and Perla Nera Black.

The wheelarches sit inside fenders with defined squarish lines, and the rear window line flows stylishly down from the roof into the triple-claw LED powered rear lights. Up front are the vertically themed LED driving lights paired to new LED main lights and strakes on the outer edges of the bumper. Exterior changes have the aero drag down to 0.28cD.

2022 Peugeot 308

Changes too for the interior, with a futuristic and hard edged style change, along with a more tactile-inclined steering wheel. Changes to the safety package see sensors in the wheel measure hand and finger pressure. This works with the step-up in the semi-autonomous driving level, with Peugeot’s Drive Assist 2.0 (where fitted) which has three new features for the Lane Keep Assist. There are: Semi-automatic lane change, suggests that the driver overtake the vehicle in front and then suggests moving back, from 70 km/h to 180 km/h; Anticipated speed recommendation, the system suggests to the driver that he adapt his speed (acceleration or deceleration) according to the speed limit signs; and Curve speed adaptation, optimises speed according to the curve of the bend, up to 180 km/h.

2022 Peugeot 308

Blind spot monitoring reaches up to 75 metres behind the 2021 308, with a higher definition rear camera providing up to 180 degrees of rear vision. This integrates into the four camera, 360 degree camera parking assist system. For colder climes there are a heated steering wheel and defrostable windshield. Peugeot include their E-call+” emergency call with passenger number information and location including the direction of the vehicle in the lane.

The boot has up to 28L of underfloor space complementing the standard 412 litres. Fold the rears eats and that increases to 1323 litres. Convenience goes up with teh addition of (model dependent) two USB-C data transfer and charge ports. Phone mirroring is wireless and the new 10.25 inch touchscreen, sitting above a silver coloured and angular centre console, part of the driver oriented cockpit, is more tablet oriented in look and usage. It’s a multi-window capable device, and has features such as a home screen tab and widget functionality.

Sounds come from France’s famed Focal audio group and in selected models listeners will have the Premium Hi-Fi system. There are 10 speakers with 4 aluminium inverted dome TNF tweeters, 4 woofers/mediums with Polyglass membrane and 165mm TMD (Tuned Mass Damper) suspension, plus a central Polyglass unit along with a triple coil subwoofer. Power is rated at 590W from a Class-D 12 channel amplifier, with ARKAMYS sound processing.

2022 Peugeot 308

To be confirmed for Australia will be a choice of petrol, diesel, and hybrid powered drivetrains. Three petrol engines with differing outputs matched to manual and autos, a pair of diesels with a manual or auto, and two hybrids.

Peugeot lists these as: HYBRID 225 e-EAT8, with 2-wheel drive, with a 132kW PureTech petrol engine and an 81kW electric engine attached to the e-EAT8 gearbox. Emissions are rated as 26 g of C02 per km and up to 59 km of 100% electric range (according to the WLTP protocol, in the process of being approved). The other is HYBRID 180 e-EAT8, 2-wheel drive, combination of a 110kW PureTech engine and an 81kW electric engine attached to the e-EAT8 gearbox. Emissions and range are virtually identical at 25g/100km and up to 60 km of 100% electric range (according to WLTP protocol, in the process of being approved).

Capacity for the lithium ion battery is 12.4kWh, with up to 102kW of power. Charging is said to be either a standard 3.7kW single phase charger or an optional 7.4kW single phase charger.

Final model specifications for the Australian market are yet to be confirmed, as is the release date. However, it’s currently expected to be in early 2022.

2022 Peugeot 308

2021 Mitsubishi Pajero GLS: Private Fleet Car Review.

Long before there were SUVs or “jacked up” station wagons on 4 wheel drive chassis’, there was Land Cruiser, Land Rover, and Patrol. Then Mitsubishi Japan said “we like this party” and thus Pajero was born.Long gone are the hey-days of this once unstoppable giant. It now sits on the automotive porch, quietly sipping a mug of oil, watching the pretty young things swan by with their fancy electric drivetrains, or their barely bigger than their originator SUV bodies.

Pajero’s time in the sun is fast approaching the end, but one of the grand-daddies of four wheel drives still has a thing or two to tell and teach the youngsters.

With a starting price of just $51,490 drive-away in GL form, with the Exceed an extra $10,500, the GLS slots into the middle with its $58,490. Drive comes from a engine not unlike Lenny from “Of Mice and Men”, with its big 3.2L size lending itself to gentle, low revving, characteristics and delivering 441 torques at a barely stressed 2,000rpm. Towing is rated at 3,000 kilograms.Economy is perhaps the weak point thanks to its dinosaur-like five speed auto. We saw a best of 7.8L/100km, with a final average of 9.8L/100km. The official combined figure is 9.9L/100km for the 2,330 kilo (dry) Pajero…

It’s an engine that is old-school diesel in one context. It’s rattly, but not in a bone shaking sense. It’s a noisy diesel, but put that down to it stemming from a time when the creatures that now feed the engine walked the earth. Refinement and noise isolation weren’t part of the original design brief, low down, stump pulling torque was.

The five speed auto is also from a time long lost in the mist. Although relatively smooth in changes, there can be jerky movements and an occasional drive backlash depending on the throttle application. By missing out on two or three or even four ratios it comparison to more modern machinery marks it as out of date.

Outside and inside, the era that the Pajero in its current form stems from is also evident. A big, blocky, squared off profile, (4,900mm x 1,875mm x 1,900mm) with a large glass area, short overhangs (it is a proper off-road capable vehicle, remember) along with an interior look and feel that largely says, loudly, 1990s.A display interface that is in pixel form, for example, which shows barometer, height, fuel usage and more. Handy info, but built on a hand held gaming platform from the 1980s.

For the driver, nowhere to be seen is the now expected centre of dash display with a full colour LCD screen or a smallish tiller loaded with tabs to access it.Here is a simple box representing the Pajero with two or four engaged corners and its rear differential lock.

The dial displays are standard analogue with a gunmetal sheen which matches the airvent surrounds. In the centre console there are a pair of levers.

No dials, no rotating buttons or tabs, two levers to engage drive and to select which driven (two or four) wheels to roll upon.Techwise, it’s the 7.0 inch touchscreen that stands out, complete with Rockford Fosgate sound. It’s typical Mitsubishi in being able to be read easily thanks to a clean layout, simple font, and a welcome resistance to attracting fingerprints.

Aircon is familiar in having dials and as is the deal with Mitsubishi they are as simple to use as they come. That’s the same with the seats. Cloth centred, and leather bolstered, they suffice, feeling a little slabby yet don’t lack for comfort over a drive of an hour.That applies to the controls at the end of the centre console which the centre row passengers can access. That console has a double level storage locker with a pair of press levers.

Centre row seats are fixed in a fore and aft sense, and have levers to fold. The third row aren’t difficult to access but are weighty, making raising and lowering a chore. But when the second and third row are folded, there’s a capacious 1,789L of cargo space. Third row head room is good at 961mm but a bit cramped for legs at 615mm. Middle row passengers have 1,017mm and 907mm respectively. Driver and front pew passenger luxuriate in 1,056 and 1,049mm head and leg room.What isn’t a chore is driving this venerable lump. The throttle response is instant, and we mean instant. There are barely a couple of millimetres of pedal travel before the engine reacts, and the tacho flickers in response.

Acceleration is progressive and diesel linear. Thanks to that low rev point and the amount of torque on tap, getting going is as easy as drawing breath.

The suspension shows its age on tarmac, with a harder than expected ride. There is some compliance but little of it on bumps that need instant damping.Freeway driving brings out a sense of each corner doing its own thing but telling the other three what it is. This keeps the boxy body flat and level, unfussed and diplodocus like in its mannerisms.

The five cogs hold back the Pajero too, with rolling acceleration and overtaking moves leisurely propositions.It’s noticeably twitchy at times, with the steering geometry such that road joins and the like unsettle the steering, jolting the front end momentarily and the steering wheel jumps in the driver’s hands. Dynamically, it’s not the first word yet, for all that, it can be manhandled to something approaching….a lumbering dexterity.

Age spots here too, as the wheel is a larger style than seen in younger chariots. Lock to lock feels closer to four turns than three. 225/55/18 wheels and rubber provide plenty of footprint, don’t unduly tax the power-assisted steering with an 11.4 metre turning circle, and can be coaxed, on wet roads, to provide a little bit of traction loss.

Off-roading is, or was, one of the strengths of the Pajero lineage, and the four wheel drive system has passed through to the Triton and Triton-based Pajero Sport in a more refined, electronically activated, sense. The stubby front and rear offer a 36.6 degree approach and 25.0 degree departure angle.

Here it’s a stubby lever, with a push down and forward to move from two wheel drive to the three four wheel drive modes. There’s plenty of grip, thanks to both the gearing and the torque, and partly why the Pajero, dinosaur it may be, has plenty to offer to drivers, older and younger.Where new drivers can learn how to drive safely is by driving a vehicle not loaded up with all of the latest must-haves. The onus them comes back to the organic component of the car. There is no Autonomous Emergency Braking, no Rear Cross Traffic, no Blind Spot Alert, no Vehicle Ahead has Moved, no Traffic Sign Recognition. Everything the Pajero GLS needs to do to be safe on the roads is left up to the person between the tiller and the seat.

Warranty is five years or 100,000 kilometres. Depending on where the services have been conducted, there may be a ten year or 200,000 kilometre warranty available.

At The End Of the Drive. in comparison to the Land Cruiser and Patrol, neither a spring chicken themselves, the Pajero GLS nevertheless delivers upon a promise. That promise is deliver the basics without fuss, without glitz, glamour, and show-ponying. It’s old, tired, the automotive equivalent of yelling at a Kona or T-Roc: “get off my driveway” but it still commands respect.

It’s not quick, it’s not agile, but it doesn’t need to be. It’s got grunt and this makes it docile to drive. Like a tiring ankylosaurus, there are still a few swings of its tail-punches left, but the opposition is waiting for the fall. Mitsubishi have confirmed that production comes to an end this year, after nearly four decades and 3.3 million sales. In 2020 build guise, the Pajero GLS is a dinosaur that still lives. Marvel and enjoy it for what it is and represents.

Honda’s Fixed Prices Set to Cause a Stir

After a long time coming, Honda is almost ready to pull the trigger on its plans to move towards an agency model in the Australian new car market from July. For a long time, the brand’s future was subject to speculation as some wondered whether it might follow in the footsteps of Holden and exit the local car market.

Nonetheless, despite its commitment to Australian motorists, not everyone is particularly pleased about how things are about to unfold. Let’s take a look at some of the changes that motorists can expect when the new model comes into effect from mid-year.

What can new car buyers expect?

As of July 1st, 2021, Honda is slashing dealership numbers and adopting an agency model. To many, this may not mean anything, however, for the dealers involved, the first thing is an expected hit to jobs, particularly given the lower number of showrooms and staffing requirements that ensue.

When you enter a showroom from July 1, you will be dealing with an agent of the Honda company’s head office. So whereas showrooms and dealerships were often operated by separate groups, now you’ll effectively be liaising directly with the parent company, although stock will be held by Honda Australia. Dealer agents will no longer be commission-based, rather, they will earn a fee from the parent company.

Because of these changes, however, prices are set to be fixed. That’s right, you heard it correctly. The days of haggling in a Honda showroom are set to be over, with the brand’s representatives recently even going so far as to say that negotiating the price of a Honda vehicle would no longer be a thing under any circumstances whatsoever.

If that wasn’t enough, new car buyers are also staring at reduced choice when it comes to the number of models available from Honda. The brand has cut its entry-level numbers and is prioritising SUVs, which is in line with the trend favouring SUVs of late.

What is the impact of this move?

Aside from the obvious, higher prices and less choice, the story isn’t over for new car buyers. There is also going to be more restricted levels of accessibility when it comes to servicing your Honda, which comes from the fact that a large number of Honda dealerships are set to fall by the wayside.

For Honda, naturally, its margins are expected to increase – and we’re tipping, quite handsomely. However, the brand has also gone on record to say that it not only expects but is ultimately pleased about the prospect that it will sell fewer vehicles across the Australian new car market.

A long-time favourite down under, and with many great names behind it over the years, it’s a shame that motorists now face an outcome where their choice, negotiating power and after-market support are set to be constrained.